CONTAINER LOSSES AND

ROUTE-SPECIFIC CONTAINER STOWAGE

Matthias Galle, Vice President, DNV GL

1
AGENDA

§  DNV GL container lashing rule basics

§  Lashing systems
§  Incidents and the reasons
§  DNVGL - Development of RSCS – Route Specific
Container Stowage
§  Summary

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FORCES ON CONTAINER STACKS AT SEA

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STRENGTH LIMITS
§  Racking (transverse = 150kN,
longitudinal 75kN).

§  Postload (848kN,

new ISO-containers: 942kN).

§  Lashing forces (230kN /

depending on the lashing
arrangement).

§  Lifting (250kN).

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DETERMINATION OF FORCES
§  Load = weight x acceleration
factor either in longitudinal or
transversal direction.

§  Vertical load consists of static

share (weight x vert. accel.) in
combination with tilting forces.

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CONTAINER STOWAGE ON DECK
§  If the transverse racking
exceeds 150KN at top of
bottom layer, the container
needs to be reinforced by
lashings symmetrically (one
or two depending on height
of load).

§  The container has no

resistance against torsion.
Therefore it must be lashed
both ends.

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EXTERNAL LASHING
§  External lashing results in higher possible stackweight, however:
Ø  Large twistlock clearance can lead to excessive loads in lashings.

Ø  Complicated handling: sequential lashing and unlashing required.

Ø  Hatch cover movements

to be analyzed to avoid
clamping of lashing rods
in way of hatch cover joints
– transverse partition of
hatch covers has large
impact.

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LASHING FITTINGS
§  All lashing fittings, loose or fixed to ship shall be DNV GL approved:
Ø  Drawing approval.

Ø  Type approval (breakload test, materials, dimensions, function).

Ø  Random check, test, acceptance and certification for each consignment
(2% of delivery).

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LOOSE LASHING FITTINGS:
FULLY AUTOMATIC LOCK / TWISTLOCK
§  Function test required every fully automatic lock.

§  Implementation of the DNV GL test procedure to ISO 3874.

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CARGO HOLD STOWAGE
§  On containerships are in general container cell guides installed
(cargo is side-supported – no or very low tilting forces).

§  Usually 40‘ guides – seldom 20‘ guides.

§  Oversize containers to be stowed on deck (mostly on top of

containers stowed on deck).

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WEIGHT DISTRIBUTION IN A CONTAINER STACK

§  The weight

distribution of the
cargo has an
influence of the
vessels stability
and rolling
behavior as well
as of the stack
itself.

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COLLAPSED STACKS

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DAMAGED CONTAINERS

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TWISTLOCKS

§  Twistlock has taken

about 75t tension until
breaking.

§  Opposite side

foundation punched
down by container
stack.

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OVERLOADED CONTAINER COLUMNS

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DEVELOPMENT OF RSCS -
ROUTE SPECIFIC CONTAINER STOWAGE
§  Motivation

§  Previous status

§  Objectives

§  Development

§  Implementation

§  Consequence Assessment

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MOTIVATION
§  DNV GL was approached by Container Liner companies with the
suggestion to consider the economics of container stowage.
Ø  Some liner companies have defined their own lashing procedures.
Ø  DNV GL target: to implement procedures with increased economics but
based on sound technical considerations (CSS Code).
§  DNV GL formulae for calculation of acceleration on (deck) containers
had not been adapted recently to account for ever larger and wider
vessels, usually operating with relatively high GM values.

§  The idea to apply route-specific consideration to container lashing

and stowage, which are common practice for project
(non-standardized) cargo.

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PREVIOUS STATUS –
WIND LOADS ON DECK CONTAINERS
§  Wind load for an exposed 40 ft
container is to be assumed as
30kN.
30 kN
§  Lowest tier of deck containers:
60kN to account for sea-sloshing.
§  Inside stacks get the same load if 30 kN
there is a gap of three or more
containers wide.
30 kN

30 kN

60 kN
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OBJECTIVES OF THE RULE DEVELOPMENT
§  Acceleration calculations:
Ø  Cover complete operational GM range.
Ø  Implement a higher quality procedure of acceleration calculations.
Ø  Ease of use.

§  Wind loads:

Ø  Investigate technical background of assumed wind forces.
Ø  Investigate influence of different arrangements of deck containers
on wind forces.

§  Route-specific concept:

Ø  Define a feasible approach.
Ø  Define and evaluate most common standard routes.
Ø  Allow for flexibility to accommodate individual routes.
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DEVELOPMENT PROCEDURE
§  Unrestricted service:
Ø  Use direct calculation procedure.
Ø  Input suitable standard wave scatter diagram.
Ø  Generate database of a large number of container vessels.
Ø  Define formulae to approximate results of direct calculations.

§  Route-specific service:

Ø  Use direct calculation procedure.
Ø  Input route-specific wave scatter diagram.
Ø  Generate database of typical container vessels.
Ø  Define route-specific reduction factors relative to standard wave
scatter diagram.

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DEVELOPMENT - WAVE SCATTER DIAGRAM
§  Evaluation of several wave scatter
diagrams.
Ø  Bales-X.
Ø  North-Atlantic sea areas (8, 9, 15, 16)
from Global Wave Statistics.
Ø  IACS Rec. 34.

§  Final choice: IACS Rec. 34 with intro-

duction of an additional safety margin.

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DEVELOPMENT –
ROUTE-SPECIFIC CONTAINER STOWAGE
§  Present standard: lashing forces are determined for 20 years of
operation in the North Atlantic sea areas (8, 9, 15, 16 in below map).
§  Future Route-specific standard: lashing forces are determined by
using long-term statistics depending on the actual route of the vessel
(example: Asia-Europe service)
§  Route-specific wave scatter diagram.

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ROUTE-SPECIFIC CONTAINER STOWAGE

§  20ft-benefit for

13.100 TEU on
Asia - Europe
service.

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DEVELOPMENT –
WIND LOADS ON DECK CONTAINERS
§  Rules force 30kN corresponds to 35m/s (wind force 12: >32.7m/s). P
§  Wind loads on stepped containers.
Ø  1st step: 25% of outer stack container.
Ø  2nd step: 65% of outer stack container.
§  No changes for wind forces on
exposed stacks.
§  Wind loads on partially shielded containers:
Ø  Small height differences can be neglected.
Ø  For transverse gaps between stacks a reduction
of wind load is allowable for the shielded stack.

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IMPLEMENTATION –
CLASS NOTATIONS LC & RSCS
§  LC for unrestricted service: accelerations calculated according to new
procedure.
§  RSCS for route-specific extension.
§  Requirements:
Ø  Approved Lashing Computer (LC) to be installed on board.
Ø  Approved Container Securing Arrangement Plan (CSA).
§  Applicability:
Ø  Vessels with CN „Container Ship“ or „Equipped for Carriage of Containers“.
Ø  LC mandatory for vessels contracted on/after 1 May 2013.
Ø  Optional for fleet in service.

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IMPLEMENTATION –
DNV GL - STOWLASH SOFTWARE
§  For ease of use, approximation
formulae incorporated in the
DNV GL - StowLash software.

§  Provided to all relevant

suppliers.

§  Free of charge for

everyone interested.

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CONSEQUENCE ASSESSMENT – SUMMARY
§  Substantial impacts shown for all vessel sizes:
Ø  Increased COG of deck container stacks.
Ø  Increased stackweight for mixed and 20ft stowage in cargo hold.
Ø  Additional geometric TEU capacity possible (IMO visibility line!).
§  Potential benefits:
Ø  Increased number of containers with enhanced intake.
Ø  More flexible loading options and port handling.
Ø  Improved utilization.
Ø  Less ballast water (for slender ships, increased C/H stackweights).
Ø  Lower GM values (for wide ships, increased usability of deck containers).

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SUMMARY
§  Container stowages and lashing are of high importance!
§  Route-specific Container Stowage is increasing safety.
§  Introduction of mandatory approval of lashing computer system
results in:
Ø  Each loading condition shall be evaluated on a verified basis.
Ø  Pressure by charterers to accept exceeding loading conditions can be
relieved from the Master.
Ø  Traceability of incidents is improved.
§  Activities to promote implementation also in shore-based pre-planning
software.
§  Further DNV GL supports current IMO activities regarding more
reliable declaration of container weights.
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Matthias Galle
Vice President
DNV GL „Thank you very much for your attention”

www.dnvgl.com
Matthias.Galle@dnvgl.com