H1 - Breakbulk Cargo

TECHNIEK VAN HET
SCHIP
TECHNIQUE DU NAVIRE
SHIPS TECHNIQUE
CAPT. Y. JANSSENS
AGREEMENTS
• NO FOOD OR DRINKS IN THE CLASSROOM
• NO LAPTOPS/TABLETS/PHONES DURING THE COURSE, EXCEPT
FOR THE COURSE
• BE IN TIME
• UNIFORM OBLIGATORY
• IF YOU ATTEND THE COURSE, YOU FOLLOW THE COURSE
• EXAM: AFTER BLOCK 2.1
• NO MAILS! ALL QUESTIONS ARE DISCUSSED IN CLASS.
SECURITY ASPECTS
• HUMAN PROTECTION – CREATING A SAFE WORK

ENVIRONMENT
• PROTECTION OF THE CARGO – ASSURING THE CARGO

ARRIVES AT HIS DESTINATION IN GOOD ORDER – (STOWING
& SECURING OF CARGO)
• PROTECTION OF THE SHIP – STABILITY, FORCES, BENDING

MOMENTS
CREATING A SAFE WORK
ENVIRONMENT
• ACCESSIBILITY OF THE SHIP IN GENERAL

• ACCESSIBILITY OF THE CARGO HOLDS
• THE EQUIPMENT
• WORKING METHODS
PROTECTION OF THE CARGO
• MOST IMPORTANT ELEMENT OF MARITIME TRANSPORT –

THAT’S WHAT IT IS ALL ABOUT
• PREPARING THE HOLDS
• STOWAGE – DUNNAGE – LASHING – FIXING & SUPPORTING,
TRIMMING
• PROTECTION OF THE CARGO AGAINST THEFT AND FRAUD
ACCESSIBILITY OF THE SHIP
• PILOT LADDER
• ACCOMMODATION LADDER
1st Bach. N.S.
• GANGWAY
• JACOBS LADDER
PILOT LADDER
PILOT LADDER HOIST REEL
ACCOMMODATI
ON LADDER
ACCOMMODATION LADDER IN
SEA POSITION
SEA POSITION – HORIZONTAL
STOWAGE
SEA POSITION – VERTICAL
STOWAGE
SEA POSITION – 180°
TURNOVER
ACCOMMODATION LADDER
Stanchion Fender
Platform Top eye
Side roller
UNFOLDED ACCOMMODATION
LADDER
1. TOP PLATFORM
2. STEPS
3. BOTTOM PLATFORM
4. ROLLER
5. HAND RAIL
6. RULE – STANCHION
7. SYNTHETIC ROPE
8. HOISTING CABLES
TESTING OF THE
ACCOMMODATIO
N LADDER –
75KG/STEP
TELESCOPIC TYPE
ACCOMMODATION
LADDER CHECK LIST
(P&I CLUB
PUBLICATION)
1. ROPE GUARDRAILS TIGHT

2. STANCHIONS FREE OF DISTORTION
AND ALL IN PLACE
3. SAFETY NET POSITIONED BETWEEN
LADDER AND SHIP
4. HOISTING ARRANGEMENTS CLEAR
OF HEAD HEIGHT
5. STEPS FREE OF OIL, GREASE AND
ICE
6. BOTTOM PLATFORM LEVEL
(WHERE FITTED)
7. LIGHTING ARRANGEMENTS
POSITIONED EFFECTIVELY
8. BASE CLEAR OF OBSTRUCTIONS
9. LIFEBUOY WITH LIGHT/LINE WITH
FLOAT AVAILABLE
GANGWAY
GANGWAY
JACOBS
LADDE
R
ILO = INTERNATIONAL LABOUR
ORGANISATION
THE INTERNATIONAL LABOUR ORGANIZATION IS THE UN

SPECIALIZED AGENCY WHICH SEEKS THE PROMOTION OF SOCIAL
JUSTICE AND INTERNATIONALLY RECOGNIZED HUMAN AND
LABOUR RIGHTS. IT WAS FOUNDED IN 1919 AND IS THE ONLY
SURVIVING MAJOR CREATION OF THE TREATY OF VERSAILLES
WHICH BROUGHT THE LEAGUE OF NATIONS INTO BEING AND IT
BECAME THE FIRST SPECIALIZED AGENCY OF THE UN IN 1946.
THE ILO FORMULATES INTERNATIONAL LABOUR
STANDARDS IN THE FORM OF CONVENTIONS.
• IT PROVIDES TECHNICAL ASSISTANCE PRIMARILY IN THE

FIELDS OF:
• VOCATIONAL TRAINING AND VOCATIONAL REHABILITATION;

• EMPLOYMENT POLICY;
• LABOUR ADMINISTRATION;
• LABOUR LAW AND INDUSTRIAL RELATIONS;
• WORKING CONDITIONS;
• MANAGEMENT DEVELOPMENT;
• COOPERATIVES;
• SOCIAL SECURITY;
• LABOUR STATISTICS AND OCCUPATIONAL SAFETY AND
HEALTH
• IT PROMOTES THE DEVELOPMENT OF INDEPENDENT

EMPLOYERS' AND WORKERS' ORGANIZATIONS AND PROVIDES
TRAINING AND ADVISORY SERVICES TO THOSE
ORGANIZATIONS.
• WHERE A BULWARK (PILOT) LADDER IS

USED TO PROVIDE THE SAFE ACCESS TO
THE DECK OF A SHIP, IT SHALL BE FIRMLY
SECURED TO THE BULWARK SO AS TO
PREVENT ITS SHIFTING, SLIPPING OR
PIVOTING AND SHALL BE EQUIPPED WITH
TWO HANDHOLD STANCHIONS
• ILO = INTERNATIONAL LABOUR ORGANISATION,

CONVENTIONS 32 & 134
• EVERY ACCESS LADDER SHALL PROVIDE A SAFE
MEANS OF ACCESS BETWEEN THE SHIP AND SHORE
• WHERE AN ACCESS LADDER OR GANGWAY LEADS
TO A LOCATION ON BOARD A SHIP AT A HEIGHT OF
MORE THAN 1 M ABOVE THE DECK, SAFE ACCESS TO
THE DECK SHALL BE PROVIDED BY MEANS OF A
SERIES OF STEPS OR SOME SIMILAR STRUCTURE.
• EVERY ACCESS LADDER AND GANGWAY SHALL:

• (A) BE MAINTAINED IN A SAFE CONDITION;
• (B) BE SECURED TO PREVENT ITS SHIFTING AND
SLIPPING;
• (C) BE SUITABLY RIGGED AND MAINTAINED TO
COMPENSATE FOR THE MOVEMENT OF THE SHIP;
• (D) BE ADEQUATELY LIGHTED; AND
• (E) HAVE A LIFEBUOY WITH LINE, STRATEGICALLY
PLACED AND READY FOR IMMEDIATE USE.
• EVERY ACCESS LADDER AND GANGWAY SHALL:

• (F) BE SITUATED OUT OF THE WAY OF CARGO HANDLING
AREA’S – IF THIS IS IMPOSSIBLE SUPERVISION SHALL BE
PROVIDED.
• (G) THE INCLINATION OF THE GANGWAY SHALL BE +/- 30°
BUT ALWAYS LESS THAN 55°;
• (H) THE ACCESS TO THE SHIP SHALL BE FREE OF
OBSTACLES, ICE, GREASE OR OTHER SLIPPERY
SUBSTANCES
• LOCAL REGULATIONS MUST BE OBSERVED
• SAFETY NETS SHALL BE FITTED UNDER

EVERY PART OF AN ACCESS LADDER AND
GANGWAY EXCEPT IF THE LADDER OR
GANGWAY AND THE APPROACHES THERETO
ARE CONSTRUCTED IN A MANNER THAT
MAKES THE FITTING OF A SAFETY NET
UNNECESSARY; OR IF THE FITTING OF A
SAFETY NET IS IMPRACTICABLE.
• WHERE A PLATFORM IS PROVIDED AT

THE BOTTOM OF AN ACCESS LADDER OR
GANGWAY, THE PLATFORM SHALL BE
FLAT AND HORIZONTAL.
• EVERY JACOB'S LADDER SHALL BE OF SUFFICIENT

LENGTH TO REACH THE INTENDED LANDING POINT
AND THE MEANS OF ATTACHMENT THEREOF TO THE
SHIP SHALL BE EFFECTIVE AND MAINTAINED IN A
SAFE AND GOOD CONDITION.
• EVERY PORTABLE LADDER SHALL BE MAINTAINED IN
A SAFE AND GOOD CONDITION AND SHALL BE
SECURED TO PREVENT ITS SHIFTING AND SLIPPING
WHEN IN USE.
PILOT LADDER
WHEN A PILOT LADDER IS BEING USED BY A

PERSON TO BOARD OR DISEMBARK FROM A SHIP,
AT LEAST ONE END OF THE LADDER SHALL BE
FASTENED SECURELY AND, IF NECESSARY TO
ENSURE SAFETY, A PERSON, OTHER THAN A
PERSON ENGAGED IN MANOEUVRING THE SHIP,
SHALL BE STATIONED AT THE LADDER TO ASSIST
THE PERSON USING IT.
MECHANICAL PILOT HOISTS
THE MECHANICAL PILOT HOIST AND ITS ANCILLARY EQUIPMENT

SHALL BE OF A TYPE APPROVED BY THE ADMINISTRATION. THE PILOT
HOIST SHALL BE DESIGNED TO OPERATE AS A MOVING LADDER TO
LIFT AND LOWER ONE PERSON ON THE SIDE OF THE SHIP, OR AS A
PLATFORM TO LIFT AND LOWER ONE OR MORE PERSONS ON THE
SIDE OF THE SHIP. IT SHALL BE OF SUCH DESIGN AND
CONSTRUCTION AS TO ENSURE THAT THE PILOT CAN BE EMBARKED
AND DISEMBARKED IN A SAFE MANNER, INCLUDING A SAFE ACCESS
FROM THE HOIST TO THE DECK AND VICE VERSA. SUCH ACCESS
SHALL BE GAINED DIRECTLY BY A PLATFORM SECURELY GUARDED
BY HANDRAILS.
ACCESSIBILITY OF THE CARGO
HOLDS
• EVERY HOLD OR PLACE > 1.5M DEEP MUST BE
ACCESSIBLE BY A REGULAR LADDER
• THIS LADDER MUST BE COVERED TO PROTECT
MEN AGAINST FALLING CARGO
• IT MUST BE POSSIBLE TO LOCK THE HATCH
COVERS ABOVE THESE LADDERS IN OPEN
POSITION
• THE ACCESS TO STAIRS AND LADDERS MUST
FREE OF OBSTACLES
• STAIRS AND LADDERS MUST BE IN GOOD
CONDITION
HOLDS
• FREE LADDERS MAY BE USED BUT MUST BE
SAFELY POSITIONED
• ILLUMINATION MUST BE SUFFICIENT
• BEFORE ENTERING AN ENCLOSED SPACE, THIS
PACE MUST HAVE BEEN VENTILATED
SUFFICIENTLY;
• O2 MUST BE BETWEEN 20 AND 21%
• CONCENTRATION EXPLOSIVE GASES < 10% LEL
• CONCENTRATION TOXIC GASES < MAC
HOLDS
• IF WORKING IN TANKS, HOLDS OR TWEEN-DECKS
CONTAINING PRODUCTS WHICH MAY RELEASE TOXIC
PRODUCTS (F.I. CO) A FAST EVACUATION PRECAUTIONS
MUST BE PROVIDED
• SUPERVISION AND ADEQUATE COMMUNICATION
• MEASURING O2 + TOXIC + EXPLOSIVE CONCENTRATIONS
• SAFETY LINE + SAFETY LAMP
• ANTISTATIC CLOTHING
• FIRST AID EQUIPMENT + HOISTING EQUIPMENT + STRETCHER
• TRAINED RESCUE TEAM
• BREATHING + RESUSCITATION APPARATUS
ENCLOSED SPACE ENTRY PERMIT
SECTION 1: GENERAL
• WHERE, WHEN & WHY ?

• WHO IS RESOPONSIBLE ?
• WHO IS ENTERING ?
SECTION 2: BEFORE THE WORK
SECTION 3: DURING THE WORK
MEASURING OF O2% & EXPLOSION ON A REGULAR BASIS.

SECTION 4: AFTER THE WORK
• THE JOB IS COMPLETED

• EVERYBODY HAS LEFT THE ENCLOSED SPACE
• ALL OF THE EQUIPMENT HAS BEEN REMOVED
ENTRANCE PROCEDURE
1. ISSUING THE PERMIT

• LOCATION
• WHO IS ‘IN CHARGE’ ?
• TIME OF STOPPING & STARTING OF THE ACTIVITIES
• SAFETY CHECK LIST
• ALL ENERGY SOURCES HAVE TO BE
DISENGAGED AND ALL WIRING & PIPING
ISOLATED
• ADEQUATE VENTILATION
• AREA SEALED AND MARKED
• PPE’S (PERSONAL PROTECTION EQUIPMENT)
• SAFETY BELT + RESCUE LINE
• PREPAIRING ADEQUATE RESCUE EQUIPMENT
• USE OF SPECIAL TORCHES AND SPARK FREE
EQUIPMENT
• MEASURING ATMOSPHERE (O2, EXPL. AND TOX.)
• RESCUER “STANDING BY”
• RESCUE PLAN
• “PERMIT” DISPLAYED ON A CLEARLY VISIBLE
SPOT
CORRECT
WRONG
STAIRS IN VERY BAD CONDITION
ON BOARD OF A BULK CARRIER
STAIRCASE – BETTER PROTECTED
OPEN EN CLOSED STAIRCASES
STAIRS – BAD CONDITION
THE EQUIPMENT
• HOLDS MUST BE SUFFICIENTLY ILLUMINATED

(CLUSTERS)
• HATCH COVERS, HOISTING EQUIPMENT AND ALL
MATERIAL USED FOR CARGO HANDLING MUST BE
IN GOOD ORDER
• ALL HOISTING EQUIPMENT AND OTHER LOOSE
GEAR SUCH AS CHAINS, BLOCKS, HOOKS ETC.
MUST HAVE AN SWL (WLL) INDICATION
THE EQUIPMENT
• NO LIFTING TACKLE MAY BE USED ABOVE HIS SWL

• ALL CRANE CABINS MUST BE PROVIDED WITH AN LOAD
INDICATOR, INDICATING THE MAXIMUM LOAD OF THE
CRANE, IN FUNCTION OF THE ANGLE OF THE CRANE JIB WITH
THE HORIZONTAL PLANE. GENERALLY AN AUTOMATIC
FUNCTION LIMITS THE MAXIMUM WEIGHT THAT CAN BE
LIFTED.
• CHAINS MAY NOT BE TIED OR GUIDED AROUND SHARP
EDGES
THE EQUIPMENT
• EACH ELECTRICAL WIRE OR STEAM CONDUCT
MUST BE SUFFICIENTLY ISOLATED.
• CRANE DRIVERS MUST HAVE AT LEAST 18 YEARS
OF AGE. THEY MUST HAVE A CLEAR OVERVIEW
OF THE SCENE. IF NECESSARY SIGNAL MEN MUST
BE ENGAGED.
• IF NOT IN USE, ALL HOISTING EQUIPMENT MUST
BE FREE OF CHARGE.
• ALL MECHANICAL HOISTING EQUIPMENT SUCH
AS FORKLIFTS, BULLDOZERS, PART OF THE SHIPS
EQUIPMENT, MUST BE MAINTAINED IN GOOD
ORDER, REGULARLY TESTED AND APPROVED BY
THE AUTHORITIES.
THE EQUIPMENT
• AT SEA THIS EQUIPMENT MUST BE ADEQUATELY

STORED.
• FORE AND AFT DIRECTION.
• FORK ON THE DECK AND OUTSIDE OF THE
GANGWAY.
• NO KEY IN THE IGNITION.
• HANDBRAKE ENGAGED AND WHEELS
BLOCKED.
• THE SWL MUST NEVER BE EXCEEDED.
• THE LIFTING OF BADLY PACKAGED GOODS OR
BROKEN PALLETS MUST BE AVOIDED.
• IF THE FRONTAL VIEW IS HAMPERED ONE MUST
DRIVE BACKWARDS OR USE A SIGNALMAN.
THE EQUIPMENT
• SOMETIMES IT IS NECESSARY TO DIVIDE THE

WEIGHT OF THE FORKLIFT AND HIS CARGO OVER
A BIGGER SURFACE. THIS CAN BE DONE BY USING
METAL PLATES
WORKING METHODS
• EACH WORKING METHOD MUST ASPIRE THE

REDUCTION OF ACCIDENTS
• AGREEMENTS MUST BE MADE AND PERMITS
EXCHANGED BETWEEN THE SHIP AND THE SHORE
• CARGO PLANNING
• SAFETY CHECK LIST
• HOT- AND OR COLD WORK PERMIT
• ENTRY IN ENCLOSED SPACES PERMIT
• GAS FREE CERTIFICATES
• ETC.
• COMMUNICATION IS OF PARAMOUNT IMPORTANCE
WORKING METHODS
• DOCKWORKERS OR PEOPLE CARRYING OUT

REPAIRS ARE NOT FAMILIAR WITH THE SHIP.
THE USE OF SIGNS IS IMPORTANT;
• DANGEROUS SPACES
• EMERGENCY EXIT
• THE WAY CERTAIN PACKAGES MUST BE
MANIPULATED
• DANGEROUS CARGO – IMDG-CODE
• COLOUR CODE ON THE PIPING (NEN 3050) INDICATING
THE LIQUID OR GAS PASSING THROUGH
PROHIBITION SIGNS
OBLIGATION SIGNS
WARNING SIGNS
FIRE FIGHTING AND PREVENTION
RESCUE - SAFETY
WORKING METHODS
• COLOUR CODES ON ELECTRICAL WIRING

• COLOUR CODE ON PRESSURISED GAS BOTTLES
• INDICATION OF THE TANK NUMBER ON THE
HATCHES
• SWL’S AND MARVS
• MAXIMUM DECK LOAD
• PLACE AND USE OF SAFETY EQUIPMENT
• EMERGENCY SHOWERS ON BOARD OF A TANKER
• AND A LOT MORE.
INFO: COLOUR CODES ON PIPING
Pipe content Basic colour of Clour code band
the pipe
Fresh water Green Blue
Salt water Green Nil
Fire line Green Signal red
Compressed air Light blue Nil
Steam Silver grey Nil
Diesel Brown White
HFO Brown None
Lub. oil Brown Emerald green
INFO: COLOUR CODES ON GAS
BOTTLES
Gas Colour
Oxygen (O2) Blue
Nitrogen (N2) Green
Carbon dioxide (CO2) Grey
Grey
Air
Brown
Helium (He)
Purple
Ethylene (C4H6)
Yellow
Acethylene
Red
Butane/Propane
WORKING METHODS
• PROTECTION OF PEOPLE BY ONE OR MORE OF

FOLLOWING MEASURES (NOT LIMITATIVE);
• ENTRY IN ENCLOSED SPACES PROCEDURE
• SAFETY CHECK LISTS
• PROTECTION OF HATCHES WITH A RAIL OF APPROX. 1M
• PROVISION OF FIRE FIGHTING EQUIPMENT IN CASE OF
HOT WORK
• KEEPING THE DECKS AND OTHER WORKING SPACES
CLEAN AND FREE OF OBSTRUCTIONS
WORKING METHODS
• ABSOLUTE BAN TO;
• WALK ON THE HATCH COVERS
• TO WORK BENEATH A CRANE LOAD
• ETC.
• ABSOLUTE OBLIGATION TO WEAR THE
NECESSARY SAFETY CLOTHING AND
EQUIPMENT
• REGULARLY LASHING OF HIGH PILES OF GOODS
TO AVOID TOPPLING OVER
• AN ABSOLUTE BAN TO CLIMB THE CARGO, USE
OF LADDERS IS COMPULSORY
• SUFFICIENT VENTILATION AND LIGHTING OF
WORKING SPACES
WORKING METHODS
• ABSOLUTE OBSERVATION OF NO-SMOKING
RULES
• RESPECTING RESTING PERIODS
• AVOIDING ALCOHOL ABUSE
• ISM-CODE
• CODE OF SAFE WORKING PRACTICES FOR
MERCHANT SEAMEN
• COMMUNICATION TECHNIQUES
• SUFFICIENT KNOWLEDGE OF THE ENGLISH
LANGUAGE
• AND A LOT LOT LOT MORE
PRINCIPLES OF CARGO STOWAGE
THE FUNDAMENTAL OBJECTIVES WHEN

CARGO IS STOWED IN THE SHIP ARE;
1. TO PROTECT THE SHIP

2. TO PROTECT THE CARGO
3. TO OBTAIN THE MAXIMUM USE OF THE
AVAILABLE CUBIC OF THE SHIP
4. TO PROVIDE FOR RAPID AND SYSTEMATIC
DISCHARGING AND LOADING
5. TO PROVIDE FOR THE SAFETY OF CREW AND
SHORE MEN AT ALL TIMES
• VERTICAL DISTRIBUTION OF WEIGHTS

(STABILITY)
• HORIZONTAL DISTRIBUTION OF WEIGHTS
(TRIM, SHEAR FORCES, BENDING MOMENTS)
• TRANSVERSE DISTRIBUTION OF WEIGHTS
• GOAL
• RESPECT MAXIMUM DRAFT - AIR DRAFT
• OBTAIN A GOOD STABILITY
• AVOID EXCESSIVE SHEAR FORCES AND BENDING
MOMENTS
• AVOID TORSION
• OBTAIN A GOOD TRIM
• AVOID EXCESSIVE LOAD ON DECKS AND TWEEN-DECKS
• THE PATTERN OF FORCES ON A SHIP IS VERY

COMPLEX AND DEPENDS ON;
• WEIGHT OF THE MT SHIP
• WEIGHT OF THE CARGO, HFO, DO, BALLAST ETC.
• HYDROSTATIC PRESSURE ON THE HULL
• HYDRODYNAMIC FORCES RESULTING FROM THE
MOVEMENT OF THE SHIP IN THE WAVES
• VIBRATIONS OF ENGINES, PROPELLER ETC.
• FORCES CAUSED BY DOCKING, GROUNDING,
COLLISIONS ETC.
WEIGHTS, BUOYANCY AND NET
LOAD
FORCE OF ARCHIMEDES AT SEA ≠
CONSTANT
DUE TO WAVE ACTION (DIFFERENCE
BETWEEN STILL WATER AND OPEN SEA
CONDITIONS)
HTTPS://WWW.YOUTUBE.COM/WATCH?V=FCBGVI1CLAM
HTTPS://WWW.YOUTUBE.COM/WATCH?V=LWKXFC_A4AG
FORCE OF ARCHIMEDES
• FORCE OF ARCHIMEDES DEPENDS ON THE VOLUME

OF WATER DISPLACED BY A COMPARTMENT
• RATHER SMALL AT THE END AND BIGGER IN THE
MIDDLE
WEIGHT CURVE (W)
DAMAGES BY EXCESSIVE SHEAR
FORCES (VERTICAL REINFORCING
ELEMENTS)
BENDING MOMENTS
• THE BENDING MOMENTS ARE CALCULATED BY

ALGEBRAICALLY SUMMING UP THE SHEAR FORCES X
DISTANCE TO A REFERENCE POINT (APP) FROM LEFT TO
RIGHT (INTEGRAL = SURFACE BENEATH THE CURVE)
• THE WEIGHT OF THE SHIP IS CONSTANT THE UPWARD
FORCE NOT
Deflection is the outcome of the
bending moments
Hogging
Middle draft < Mean draft
Sagging
Middle draft > Mean draft
https://www.youtube.com/watch?v=rHlEXn37dVg
https://www.youtube.com/watch?v=PmlTk_3NN_g
HOGGING
SAGGING
Homogeneous
Alternate loading
Block loading
INDENTS
• INDENTS: INDENTS ARE CAUSED BY

LATERAL FORCES ON THE
STRUCTURE RESULTING
PERMANENT DEFORMATION.
• LATERAL FORCES CAN BE:
• CONTACT DAMAGES:
• GROUNDING, TUG-BOAT, ACCIDENT,
CARGO HANDLING, QUAY CONTACT……
• EXCESSIVE SEA LOADS:
• BOW IMPACT
• BOTTOM SLAMMING
CONTAINER SHIP "FOWAIRET" IN A
HOGGED CONDITION DUE TO
GROUNDING.
COMPRESSION DAMAGE AFTER
AN INCIDENT(GROUNDING)
Example Maximum Charges in t/m2
On the hatches
1.75 t/m2
On the tank top

15 t/m2
CRACKS
• CRACKS USUALLY OCCURS DUE TO REPETITIVE DYNAMIC

LOADS AND SUCH CRACKS ARE CALLED FATIGUE CRACKS.
• AREAS WITH HIGH RISK OF DYNAMIC LOADS:
• DECK AND BOTTOM IN AMIDSHIPS AREA DUE TO HOGGING AND
SAGGING MOVEMENTS OF THE VESSEL.
• SHIP SIDE BETWEEN BALLAST- AND LOADED WATERLINE DUE TO
WAVE IMPACT (WATER LINE FATIGUE CRACKS).
WATER LINE FATIGUE CRACKS
DECK AREA FATIGUE CRACKS
MAIN DECK CRACK (TANKER LOADED
WITH GASOLINE ) – CRACK WAS
SEALED WITH PU FOAM (IN ORDER TO
KEEP IG IN THE TANK)
TORSION
• ASYMMETRICAL DISTRIBUTION
OF WEIGHT OVER THE
HORIZONTAL PLANE
• EXTRA STRESS AND
DEFORMATIONS
• RESULT – F.I. LEAKING HATCHES
• ESPECIALLY A PROBLEM FOR
OPEN CONTAINER SHIPS
TORSION
• TORSION IS MAINLY A PROBLEM ON BOARD LARGE

CONTAINER CARRIERS BECAUSE OF THEIR LARGE DECK
OPENINGS.
• THIS LEADS TO EVEN HIGHER WARPING STRESSES AT THE
CORNERS OF THE OPENINGS DUE TO LACK OF TORSIONAL
RIGIDITY
TORSION
• STATIC TORSION – CARGO DISTRIBUTION

• DYNAMIC TORSION - SEA
TORSION
• USE OF TORSION BOXES IN THE TOP SIDE CORNERS TO

IMPROVE RIGIDITY
LOCAL FORCES
• PANTING STRESS
• PITCHING/POUNDING LOADS
• DIAGONAL LOADS
• VIBRATION LOADS
• DOCKING LOADS
PANTING STRESS
FREQUENT CHANGE OF
THE HYDROSTATIC
PRESSURE ON THE BOW
OF THE SHIP
PANTING STRESS – COMBINED
WITH ROUGH WEATHER EFFECT
PANTING STRESS
KIRKI, WESTERN AUSTRALIA, 21
JULY 1991
PITCHING (POUNDING) LOADS
• PITCHING LOADS
OCCURS IN THE FLAT
BOTTOM OF THE
FORESHIP AS A
RESULT OF THE
PITCHING OF THE SHIP
• UNDULATED BOTTOM
PLATING
DIAGONAL LOADS (RACKING)
DIAGONAL LOADS (RACKING)
RACKING STRESSES (DIAGONAL
LOADS)
SHIP IN
WAVES
DOCKING LOADS
AVOID EXCESSIVE LOADS ON
DECKS AND TWEEN DECKS
Bulk Carrier Tank Top

Damage after loading high
density cargo
BUCKLING
BUCKLING
• BUCKLING IS CAUSED BY IN-PLANE (ALONG THE PLATE)

COMPRESSION FORCES, EXCEEDING THE BUCKLING
CAPACITY OF THE STRUCTURE, CAUSING PERMANENT
DEFORMATION OF THE STRUCTURE.
• WHEN A STRUCTURE IS BUCKLED IT WILL CARRY LESS

LOAD.
BUCKLING
BUCKLING BY EXCESSIVE BENDING
MOMENTS
BUCKLING
CALCULATION EXAMPLE &
IMPORTANCE OF TRIMMING
Without trimming
> 12t/m²
27x21=567m2
567m2x12t/m2=6804t
6804t à 3t/m3=2268m3
2268m3/567m2=4m
Above the hoppers

((4x4)/2)x27x3t/m3=648t
Total cargo
6804t + 2x648t = 8100t
• FOR BULK CARGOES TRIMMING IS

EXTREMELY IMPORTANT
• IF ANGLE OF REPOSE Α <30° =>

GRAIN RULES
• IF 30°< Α <35°
• IF Α > 35°
2. PROTECTING THE CARGO
• PREPARATION OF THE CARGO HOLDS

• DUNNAGE - PURPOSE (GARNERING – LE FARDAGE)
• KEEP THE CARGO FREE OF MOISTURE (BILGES, SEEPAGE
FROM OTHER CARGO, LEAKING HATCHES, RAIN, OTHERS
LEAKS …….)
• PROTECT THE CARGO FROM CONDENSATION (SHIP & CARGO)
• PROVIDE A FREE PASSAGE OF THE WATER TOWARDS THE
BILGE-SYSTEM
• AVOID SLIDING, FRICTION & BUMPING OF CARGO BY FILLING
THE EMPTY SPACES
• EVENLY DISTRIBUTE THE LOAD OF PROJECT CARGO (HEAVY
LIFT)
BILGES SYSTEM
• THE BILGE LINE ARRANGEMENT IS AN IMPORTANT SAFETY SYSTEM THAT IS REQUIRED
BY SOLAS.
• BILGE WATER THAT MAY CONTAIN HYDROCARBONS (ER, PUMPROOM (CARGO),……..)
HAS TO BE DISCHARGED FOLLOWING MARPOL ANNEX I
• CLEAN BILGE WATER IS DISCHARGED DIRECTLY OVERBOARD.
CLEAN BILGE SYSTEM
• PURPOSE: REMOVE WATER WHICH HAS ENTERED

THE SHIP UNWANTED
• CONDENSATION
• LEAKING HATCHES
• GROUNDING, COLLISION
• BALLAST SYSTEM, BILGES SYSTEM AND FIRE

FIGHTING MUST BE 3 INDEPENDENT SYSTEMS
THAT CAN TAKE OVER THE WORK FROM THE
OTHER SYSTEM IF NECESSARY
CLEAN BILGE SYSTEM
• A BILGE LINE ARRANGEMENT CONSISTS OUT OF
• BILGE PUMP
• MOUNTINGS
• MAIN BILGE LINE
• SUCTION LINE
• BILGE WELL
• EJECTOR
• BILGE WATER CLEANER/SEPARATOR
1. Perforated cover
2. Bulkhead
3. Bilge line
BILGE SYSTEMS
(Cleaning) ER bilges
Alarm indicating excess of oil/water

liquid
Bilges suctions (Strum Boxes)
EFFECT OF SOUNDING PIPE
CONFIGURATION ON BILGES SOUNDINGS
BILGE LINE ARRANGEMENT
2 Main bilge line

3 Suction line
4 Suction heads
5 Bilges pumps
BILGE LINE & PUMPS
1. The bilges are all fitted with non return valves so that not water
can be inadvertently be pumped into the holds.
2. The bilges are serviced by a self priming bilge pump which

incorporates a strainer and this should be checked before starting
the pump.
3. The pumps should be ready for immediate use however they may
also serve other purposes (general service pump)
HOLD WITH COVERED BILGE
WELL + STRUM BOX
BILGES IN A CARGO HOLD - OPEN
TOP SIDE VIEW IN THE BILGE
WELL
Deck side of the sounding pipe

CARGO HOLD BILGES
BILGES IN A CARGO HOLD (BULK
CARRIER)
2. PROTECTING THE CARGO
• PROTECTION & SEGREGATION OF CARGO

• PROVIDE A PASSAGE FOR THE COOLING AIR
• PROVIDE A WORKING FLOOR FOR THE
DOCKERS
• LASHING (SJORREN – ATTACHER, FIXER, AMARRER,

ARRIMER)
INTRODUCTION - GENERAL CARGO
SHIP
• THE PREVIOUS SLIDES SHOWED US A GENERAL
ARRANGEMENT PLAN (GA PLAN) OF A GENERAL
CARGO SHIP WITH TWEEN DECKS
• NORMALLY TWEEN DECKS ARE FIXED AND
PROVIDED WITH HATCH OPENINGS, NOWADAYS
TWEEN DECKS ARE OFTEN MOVABLE (PONTOONS).
• GENERAL CARGO IS ALSO CALLED BREAK BULK
CARGO
TWEEN DECK = BETWEEN DECK
TWEEN DECK
Lower hold & 2 tween decks
A. shoring, blocking off
B. seizing, lashing,:
C. upright
1. side ceiling, side sparring, cargo battens,
grating (not shown)
2. lumber boards
3. floor ceiling
4. hatch coaming
5. hatchway
6. upper ‘tweendeck
7. lower ‘tweendeck
8. lower hold (LH), hold, hatch
6+7+8 = hatch
h = deckhead, headroom
h’ = head under beams
TWEEN DECKS WITH FOLDING
HATCH COVERS OR MOVABLE
PONTOON COVERS
CARGO HOLD
• CARGO HOLD (CALE

DE CHARGEMENT)
ON BOARD OF THE
OLD QUEEN MARY
• MULTIPLE TWEEN-
DECKS
(ENTREPONTS)
CARGO HOLDS
PAY ATTENTION TO
THE RAILING (GARDE-
CORPS, BALUSTRADE)
AND MOBILE STAIRS
PREPARATION OF THE CARGO
HOLDS
• BEFORE LOADING THE HOLDS HAVE TO BE
CLEANED
• PROCEDURE DEPENDS ON THE CARGO TO BE
LOADED AND THE PREVIOUS CARGO
• SUPERVISION IS DONE BY THE CHIEF MATE
• TANKERS AND BULK CARRIERS HAVE SPECIAL
PROCEDURES AND ARE NOT DISCUSSED (NOW)
• DUNNAGE (BOIS DE FARDAGE) THAT CAN BE
REUSED IS COLLECTED ON A CLEAN SPOT, THE
STAINED (SAL OU MALPROPRE) OR DAMAGED
DUNNAGE IS PROPERLY REMOVED (ENLEVÉ)
• THE SEPARATION (BÂCHE DE SÉPARATION)
COVERS THAT CAN BE USED AGAIN ARE CLEANED
AND FOLD UP (REPLIÉ)
HOLDS
• IN GENERAL SWEEPING (BROSSER) OUT THE HOLD IS
SUFFICIENT
• THE DUST IS COLLECTED UNDER THE HATCH
(ÉCOUTILLE) SO IT CAN EASILY BE REMOVED
(ENLEVÉ)
• IF NECESSARY SAWDUST (SCIURE DE BOIS) CAN BE
USED TO REDUCE THE DUST (POUSSIÈRE)
• SOMETIMES IT IS NECESSARY TO CLEAN THE HOLDS
WITH WATER (HIGH PRESSURE CLEANING)
• IN CASE OF PERSISTENT (PÉNÉTRANT) ODOURS « HTH
= HIGH TEST HYPERCHLORITE » OR A SIMILAR
PRODUCT CAN BE USED TO TAKE CARE OF THE
SMELL.
• THE WATER USED DURING CLEANING IS PUMPED OUT
BY THE BILGES SYSTEM (ÉJECTEUR DE CALE)
CARGO HOLD SWEEPING AFTER
DISCHARGE
WATER CLEANING OF HOLDS
HOLDS
• BEFORE LOADING THE BILGE-SYSTEM (SYSTÈME
D’ASSÈCHEMENT) HAS TO BE CHECKED AND TESTED
• BILGE (WELL - BOUCHAIN) = A SPACE OR WELL INSIDE
A DOUBLE-BOTTOMED HULL INTO WHICH SEEPAGE
(L’EAU DE FUITE) DRAINS TO BE PUMPED OUT
• IN CASE THE BILGE-SYSTEM IS NOT WORKING THE
STABILITY OF THE SHIP CAN BE ENDANGERED BY FREE
SURFACES AND OR THE CARGO CAN BE DAMAGED BY
MOISTURE (HUMIDITÉ)
• WATER CAN ENTER THE HOLDS BY
• CARGO CONDENSATION
• CONDENSATION OF THE SHIPS HULL (LA BORDÉ)
• LEAKS IN THE HATCH COVERS (LES PANNEAUX D’ÉCOUTILLES)
HOLDS
• THE SHIP MUST BE LOADED SO THAT AT ALL
TIMES THE FREE WATER (CONDENSATION AND
SEEPAGE) CAN REACH THE BILGE-SYSTEM
(SYSTÈME DE VIDANGE DE CALE)
• THE ATMOSPHERIC CONDITION OF THE HOLD HAS
TO BE REGULATED BY VENTILATION, DRYING,
COOLING OR HEATING
• TEMPERATURE
• HUMIDITY (NATURAL VENTILATION OR AIR CONDITIONING )
• BEFORE LOADING THE BILGE WELLS HAVE TO BE
IN OPEN CONDITION AND HAVE TO BE INSPECTED
ON WATER, DIRT, ODOUR ETC.
• BILGE FILTER HAS TO BE CLEAN
• THE BILGE SYSTEM HAS TO BE TESTED
FIRE PROTECTION CARGO SPACES
CO2 SYSTEM TO PROTECT CARGO
SPACES
If the CO2 system is installed in the cargo spaces, the quantity of CO2
available should be sufficient enough to give at least a minimum of
30% of the total volume of the largest space that is protected by the
CO2 system.
PRO’S & CONTRA’S OF CO2
ADVANTAGES
• IT CAN BE EASILY LIQUEFIED AND BOTTLED
• DENSITY IS 1.5 TIMES HIGHER THAN AIR => CO2 DISPLACES AIR.
• 20% – 30% CO2 CONCENTRATION EXTINGUISHES FIRE BY SMOTHERING
• NON-CORROSIVE & NON-CONDUCTOR OF ELECTRICITY

• NO RESIDUES LEFT AFTER APPLICATION & NO DETERIORATION WITH AGE
DISADVANTAGES
• CO2 IS HIGHLY ASPHYXIATING. 9% CONCENTRATION CAUSES UNCONSCIOUSNESS WITHIN
MINUTES
• VERY LITTLE COOLING EFFECT => DANGER OF RE-IGNITION.
• WHEN DISCHARGED, SOLID CO2 PARTICLES PRESENT AND GENERATE SUFFICIENT STATIC
ELECTRICITY TO PRODUCE SPARK.
CO2 SYSTEM
FIRE SMOTHERING SYSTEMS
HOLDS
• FOLLOWING EQUIPMENT HAS TO CHECKED
• ELECTRICAL WIRING AND CLUSTERS (LANTERNE DE CALE)

• DISCHARGE VALVES
• BULKHEADS (CLOISONS)(WITH FIRE HOSES)(MANCHE
D’INCENDIE)
• MANHOLE COVERS (COUVERCLE DE TROU D’HOMME) OF THE
DOUBLE BOTTOMS
• PIPES AND FLANGES (BRIDES-) IN THE HOLDS HAVE TO BE
WATERTIGHT
• FIXED FIRE EXTINGUISHING SYSTEM (CO2) (INSTALLATION
D'EXTINCTION D'INCENDIE)
• VENTILATION SHAFT (TUYAU D’AÉRAGE) AND VENTILATORS
• STAIRS AND STAIRCASES HAVE TO BE CHECKED ON RUST
• TO KEEP THE SHIP FREE OF MICE AND RATS, THE SHIP HAS TO
BE DE-RATTED (DÉRATISÉ) REGULARLY (DE-RATTING
CERTIFICATE)
HOLDS
• TESTING SMOKE DETECTION SYSTEM (SYSTÈME DE
DÉTECTION DE FUMÉE)
• TESTING REMOTE TEMPERATURE CONTROL (CONTRÔLE
DE LA TEMPÉRATURE A DISTANCE)
CLUSTER
HOLDS READY TO BE LOADED (FLOUR
& GRAIN)
HOLD READY TO BE LOADED
(BANANAS)
USE OF DUNNAGE
USE OF DUNNAGE
CARGO SECURING AIDS
(TERMINOLOGY)
MAIN CAUSES OF LOSSES (SOURCE UK P&I
CLUB)
• SEVERE ADVERSE WEATHER CONDITIONS.

• LACK OF APPRECIATION OF THE VARIOUS FORCES
INVOLVED.
• IGNORANCE OF THE RELEVANT RULES AND GUIDING
RECOMMENDATIONS.
• COST LIMITATION PRESSURES => NEGLECTING SAFETY
REQUIREMENTS.
• INSUFFICIENT TIME AND/OR PERSONNEL TO COMPLETE THE
NECESSARY WORK BEFORE THE VESSEL LEAVES PORT.
• DUNNAGE NOT APPLIED IN AN EFFECTIVE MANNER.
CLUB)
• INADEQUATE STRENGTH, BALANCE AND/OR NUMBER OF

LASHINGS.
• WIRE ATTACHMENT EYES AND LOOPS MADE UP WRONGLY,
INCLUDING INCORRECT METHODS OF USING BULLDOG
GRIPS.
CLUB)
• LACK OF STRENGTH CONTINUITY BETWEEN THE

VARIOUS SECURING COMPONENTS.
• TAKING LASHING MATERIALS AROUND
UNPROTECTED SHARP EDGES.
CLUB)
• LACK OF STRENGTH CONTINUITY BETWEEN THE

VARIOUS SECURING COMPONENTS.
• TAKING LASHING MATERIALS AROUND
UNPROTECTED SHARP EDGES.
CLUB)
• INCORRECT/UNBALANCED STOWAGE AND

INADEQUATE WEIGHT DISTRIBUTION.
• THE PERVERSITY OF SHORE-BASED LABOR WHEN
REQUIRED TO DO THE JOB PROPERLY.
• SECURING ARRANGEMENTS, BOTH SUPPLIED AND
APPROVED, NOT FULLY UTILIZED ON THE VOYAGE
UNDER CONSIDERATION.
REFERENCE LITERATURE
• IMO CODE OF SAFE PRACTICE FOR CARGO STOWAGE

AND SECURING (CSS CODE)
• VESSEL CARGO SECURING MANUALS - AVAILABLE

ONBOARD ALL MERCHANT VESSELS AND APPROVED BY
THE VESSELS FLAG STATE MARITIME AUTHORITY.
• THOMAS' STOWAGE (ISBN 0 85174 625 X).

Latest Edition: 2021
DOCUMENTS/PUBLICATIONS RELATED
TO THE STOWAGE OF CARGO
• CSS-CODE = THE CARGO STOWAGE AND

SECURING CODE
• PURPOSE IS TO PROVIDE AN INTERNATIONAL
STANDARD TO PROMOTE THE SAFE STOWAGE AND
SECURING OF CARGO AS PER CHAPTER VI & VII OF
THE SOLAS
• THE CODE GIVES STOWAGE AND SECURING
GUIDANCE ON A VARIETY OF CARGO BOTH ON
DECK AND UNDER DECK
SOLAS CHAPTERS
• CHAPTER I – GENERAL PROVISIONS
• CHAPTER II-1 – CONSTRUCTION
• CHAPTER II-2 – FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTION
• CHAPTER III – LIFE-SAVING APPLIANCES AND ARRANGEMENTS
• CHAPTER IV – RADIOCOMMUNICATIONS
• CHAPTER V – SAFETY OF NAVIGATION
• CHAPTER VI – CARRIAGE OF CARGOES
• CHAPTER VII – CARRIAGE OF DANGEROUS GOODS
• CHAPTER VIII – NUCLEAR SHIPS
• CHAPTER IX – MANAGEMENT FOR THE SAFE OPERATION OF SHIPS
• CHAPTER X – SAFETY MEASURES FOR HIGH-SPEED CRAFT
• CHAPTER XI-1/2 – SPECIAL MEASURES TO ENHANCE MARITIME SAFETY
• CHAPTER XII – ADDITIONAL SAFETY MEASURES FOR BULK CARRIERS
• CHAPTER XIII – VERIFICATION OF COMPLIANCE
• CHAPTER XIV – SAFETY MEASURES FOR SHIPS OPERATING IN POLAR WATERS
CSS-CODE
• CONSISTS OUT OF 7 CHAPTERS AND 14 ANNEXES.

• AS USUAL, THE ANNEXES ARE OF FAR GREATER PRACTICAL
IMPORTANCE
• THE FIRST 12 ANNEXES DEAL WITH THE SAFE STOWAGE AND
SECURING OF CARGOES THAT ARE A POTENTIAL SOURCE OF
DANGER AS DETAILED IN CHAPTER 5 OF THE CODE
• ANNEX 13 DEALS WITH METHODS TO ASSESS THE EFFICIENCY
OF SECURING ARRANGEMENTS + THE PROVISION OF
GUIDANCE FOR THE PREPARATION OF THE CARGO SECURING
MANUAL
• ANNEX 14 IS A GUIDANCE ON PROVIDING SAFE WORKING
CONDITIONS FOR SECURING OF CONTAINERS ON DECK
CARGO SECURING MANUAL
• SOLAS CHAPTERS VI AND VII

REQUIRE A CARGO SECURING
MANUAL (CSM) TO BE
ABOARD ALL TYPES OF
SHIPS, OTHER THAN SOLID
AND LIQUID BULK, ENGAGED
IN THE CARRIAGE OF
CARGOES.
• CARGO UNITS AND CARGO
TRANSPORT UNITS MUST BE
LOADED, STOWED AND
SECURED THROUGHOUT THE
VOYAGE IN ACCORDANCE
WITH THIS MANUAL.
CARGO SECURING MANUAL
KEY-DEFINITIONS – CARGO
SECURING MANUAL
• MAXIMUM SECURING LOAD (MSL): IS A TERM USED TO DEFINE THE
ALLOWABLE LOAD CAPACITY FOR A DEVICE USED TO SECURE
CARGO TO A SHIP ≈ SWL.
• SAFE WORKING LOAD (SWL): MAY BE SUBSTITUTED FOR MSL FOR
SECURING PURPOSES, PROVIDED THIS IS EQUAL TO OR EXCEEDS
THE STRENGTH DEFINED BY MSL.
• STANDARDIZED CARGO: MEANS CARGO FOR WHICH THE SHIP IS
PROVIDED WITH AN APPROVED SECURING SYSTEM, BASED UPON
CARGO UNITS OF SPECIFIC TYPES.
• SEMI-STANDARDIZED CARGO: MEANS CARGO FOR WHICH THE SHIP
IS PROVIDED WITH A SECURING SYSTEM CAPABLE OF
ACCOMMODATING A LIMITED VARIETY OF CARGO UNITS, SUCH AS
VEHICLES, TRAILERS, ETC.
• NON-STANDARDIZED CARGO: MEANS CARGO THAT REQUIRES
INDIVIDUAL STOWAGE AND SECURING ARRANGEMENTS.
INDICATION OF WLL (SWL)
DUNNAGE
DUNNAGE
DUNNAGE
DUNNAGE
• DUNNAGE IS THE NAME GIVEN TO
MATERIAL THAT IS USED TO PROTECT
GOODS AND THEIR PACKAGING FROM
MOISTURE, CONTAMINATION OR
MECHANICAL DAMAGE.
• DUNNAGE CAN BE WOOD, PLASTIC,
TARPAULIN OR A RANGE OF OTHER
MATERIALS
• ON SOME TYPES OF SHIPS PERMANENT
DUNNAGE MAY BE FITTED.
• THE WORD "DUNNAGE" IS AN OLD SAILING
TERM FOR MATERIAL PLACED BETWEEN
CARGOES TO PREVENT SHIFTING.
DUNNAGE
DUNNAGING MATERIAL
DUNNAGE
DUNNAGE
DUNNAGE
DUNNAGING
• DUNNAGE IS AN ABSOLUTE NECESSITY FOR PROPER
STOWAGE OF BREAKBULK CARGO AND, WHEN CARGO
DAMAGE (AVARIE) OCCURS, THE FAILURE TO USE
ADEQUATE OR GOOD QUALITY DUNNAGE MAY RESULT IN
ALLEGATIONS (IMPUTATIONS) OF BAD STOWAGE BY
CARGO INTERESTS AND LIABILITY FOR CARGO CLAIMS
BEING DIFFICULT TO REFUTE. BECAUSE OF THE
DIFFICULTIES IN THE STOWAGE OF BREAKBULK CARGO IN
BULK CARRIERS, PROPER AND ADEQUATE USE OF
DUNNAGE IS VITAL AND ALTHOUGH COST IS A
CONSIDERATION, THIS IS USUALLY MINOR IN PROPORTION
TO POTENTIAL CLAIMS (CRÉANCE - RÉCLAMATION) .
DUNNAGING ON BOARD SS
SARMIENTO (AUSTRALIA WWII)
FIXED DUNNAGE (FARDAGE) OF
THE CARGO HOLD
1. FLOOR
CEILING
BUIKDENNING
LE VAIGRAGE DE
FOND
2. CEILING
BOARDS
WEGERING
LE VAIGRAGE
LATÉRAL
DUNNAGE (SIDE BATTENS IN
BRACKETS) – CEILING BOARDS
CEILING BOARDS (POOR
CONDITION)
FLOOR
CEILING
&
CEILING
BOARDS
CEILING BOARDS
DUNNAGE
FLOOR DUNNAGE IS MAINLY USED IN GENERAL CARGO SHIPS TO LIFT
THE CARGO OFF THE TANK TOP. THIS PREVENTS CARGO DAMAGE
FROM SWEAT OR MOISTURE RUNNING OFF FROM OTHER CARGO.
FLOOR DUNNAGE IS LAID CROSSWISE AND THE DIRECTION DEPENDS
ON THE DESIGN OF THE VESSEL, IN SHIPS WITH LATERAL WATER
DRAINAGE (BILGES), THE FIRST LAYER MUST BE LAID CROSSWISE,
WHILE IN SHIPS WITH FORE AND AFT WATER DRAINAGE (WELLS), THE
FIRST LAYER MUST BE LAID LENGTHWISE. SUCH DUNNAGE SHOULD
BE LAID CLOSE TOGETHER TO PREVENT THE CARGO FROM MAKING
CONTACT WITH THE TANK TOP. ON MODERN VESSELS, ESPECIALLY
REEFERS, PERMANENT DECK GRATINGS ARE FITTED MADE OF
GROOVED AND PERFORATED ALUMINIUM OR PLYWOOD GRATINGS
ARE FITTED
FLOOR DUNNAGE (PAY ATTENTION TO
THE POSITION OF THE WELL!)
Bilges Well
F&A = Fore & Aft
Bilges Well
FLOOR DUNNAGE
FLOOR DUNNAGE BEFORE A
SHIPMENT OF RICE IN BAGS
DUNNAGE
LATERAL DUNNAGE (CEILING BOARDS) ARE WOODEN BEAMS THAT

ARE SECURELY CONNECTED TO THE SIDE OF THE CARGO HOLD.
LATERAL DUNNAGE PREVENTS CONTACT OF THE CARGO WITH THE
SHIP SIDE AND THUS PREVENTS CARGO DAMAGE DUE TO SWEAT. IN
THE ABSENCE OF FIXED DUNNAGE, WOODEN DUNNAGE OR CRISS-
CROSS DUNNAGE MUST BE USED. THIS CRISS-CROSS DUNNAGE
CONSISTS OF NAILED GRIDS, CROSS-WISE WOODEN DUNNAGE BEING
NAILED TO VERTICAL UPRIGHTS (VERTICALLY POSITIONED SQUARED
BEAMS).
LATERAL DUNNAGE
Criss-cross dunnage
LATERAL DUNNAGE (BAGGED
RICE)
• PERMANENT COLLAPSIBLE DUNNAGE (PCD'S) COMPRISING PAINTED OR
VARNISHED 8' X 4' PLYWOOD SHEETS MAY BE FITTED TO THE SHIP'S SIDES.
THESE SHEETS ARE HINGED AT THEIR BASE AND OPEN OUT TO BE SECURED
IN A VARIETY OF WAYS. THEIR MAIN PURPOSE IS TO "SQUARE OFF" CURVED
SHIP SIDES AND THEY ARE PARTICULARLY USEFUL FOR PALLETISED CARGO.
• INTERLAYER DUNNAGE SEPARATES CARGOES FROM EACH OTHER. THIS IS

EITHER FOR THE PROTECTION OF AN UNDERLYING CARGO FROM
CONTAMINATION BY A TOP CARGO OR FOR THE SEGREGATION OF
INDIVIDUAL BATCHES OF CARGO.
• TOP DUNNAGE GENERALLY PROTECTS THE CARGO FROM CONTAMINATION

DAMAGE FROM WATER, HYDRAULIC OIL, ETC., DRIPPING FROM THE WEATHER
DECKS. TOP DUNNAGE MUST ALSO ALLOW FOR SOME AIR CIRCULATION AND
EVAPORATION, ESPECIALLY FOR HYGROSCOPIC CARGOES. FOR THIS
REASON TOP DUNNAGE IS USUALLY MADE FROM AN AIR PERMEABLE
MATERIAL SUCH AS PAPER OR JUTE
LATERAL DUNNAGE (ON BOARD OF A
REEFER) – PERMANENT COLLAPSABLE
DUNNAGE (PCB’S)
INTERLAYER DUNNAGE
TOP DUNNAGE: USE OF PLYWOOD
& PLASTIC
DUNNAGING AND LASHING
• PURPOSE OF DUNNAGING (FARDAGE) AND LASHING

(SAISIR, AMARRER OU FIXER) IS TO PROTECT THE CARGO,
AMONG OTHER, AGAINST THE MOVEMENTS OF THE SHIP
(ACCELERATIONS)
• LASHING IS DONE BY MEANS OF ROPES, WIRES,

TURNBUCKLES (RIDOIR À VIS), SHACKLES (MANILLES) ETC.
DUNNAGING
• DUNNAGE (FARDAGE) IS USED TO PROTECT THE CARGO BY

PREVENTING;
• CONTACT BY FREE MOISTURE (HUMIDITÉ)
• CONDENSATION
• CHAFAGE (SCHUREN, FROTTER)
• SPONTANEOUS HEATING (AUTO-INFLAMMATION)
• PILFERAGE (DIEFSTAL, LE VOL)
DUNNAGE IS USED FOR THE
FOLLOWING REASONS
a. TO SPREAD (DIVISER) THE LOAD (LA CHARGE) OVER THE
SURFACE AREA OF THE TANK TOP (LE PLAFOND DES
CITERNES DE BALLAST) AND ALSO BETWEEN HORIZONTAL
TIERS (COUCHES) OF CARGO.
b. TO INCREASE FRICTION BETWEEN STEEL SURFACES (TANK
TOP AND CARGO, ETC.).
c. TO TIE THE CARGO TOGETHER TO PREVENT ANY
MOVEMENT IN THE STOW.
d. TO KEEP (ÉCARTER) THE CARGO AWAY FROM THE TANK
TOP OR DECK AND AWAY FROM THE STEEL STRUCTURE AT
THE SHIPS' SIDES, THEREBY PREVENTING CONTACT WITH
MOISTURE FORMED ON, OR RUNNING DOWN OR ACROSS
STEEL SURFACES AND PERMITTING THE WATER TO FLOW
TO THE BILGES.
e. TO BLOCK VOID SPACES (BOURRER), BRACE (ÉTAYER) AND
SUPPORT CARGO AND BLOCK CARGO TO PREVENT
MOVEMENT.
f. TO CREATE A DIVIDE (SUBDIVISION), AN AUXILIARY DECK
OR LEVEL SURFACE. (UNE SURFACE PLATE)
WOOD USED FOR DUNNAGING
• TYPE OF WOOD IS NOT REALLY IMPORTANT
• IT MAY NOT STAIN (TACHER, SALIR) (OAK (CHÊNE), REDWOOD

(SEQUOIA) OR MAHOGANY (ACAJOU))
• IT MUST BE CHEAP SINCE THE HUGE QUANTITIES ON BOARD
• NORMALLY CLEAN PINE (DENNENHOUT, PIN), SPIRCE (SPAR,

SAPIN) OR FIR (VURENHOUT, ÉPICÉA) ARE USED
• WOOD USED FOR DUNNAGING SHOULD NOT CONTAIN MORE THAN

12-15% WATER
WOOD USED FOR DUNNAGING
WHEN TIMBER DUNNAGE IS SUPPLIED, THE MASTER AND THE SHIPS' OFFICERS
SHOULD CHECK THAT THE TIMBER IS PROPERLY SEASONED (DÉSHYDRATER).
GREEN OR “WET” TIMBER CONTAINS UP TO 35% OF WATER. SHRINKAGE
(CONTRACTEMENT) OF GREEN TIMBER RESULTS IN THE LOOSENING
(DÉTACHEMENT) OF NAILS AND COULD MEAN THAT ANY BLOCKING OR
BRACING STRUCTURE (LES SUPPORTS) COLLAPSES (S’EFFONDRE). TIMBER
SHOULD ALSO BE WITHOUT DRY ROT (POURRITURE OU DÉCOMPOSITION),
WITHOUT INFESTATION (INFESTATION), WITHOUT SPLITS (FENTES) (SPLIT
TIMBERS CANNOT BE FASTENED PROPERLY AND LACK STRENGTH) AND OF
ADEQUATE SCANTLING (STANDAARDMAAT – ÉTALON). POOR QUALITY
TIMBER SHOULD BE REJECTED AND, AS THE SHIPS' OFFICERS WILL PROBABLY
HAVE TO SIGN FOR THE TIMBER SUPPLIED, THEY SHOULD CHECK THAT THE
AMOUNT SUPPLIED CORRESPONDS TO THE RECEIPT THEY SIGN.
DUNNAGE STANDARD DIMENSION
• NORMAL CARGO: 150X25MM (1’’)
• HEAVY CARGO: 150MMX50MM (2”) OR EVEN BETTER 225X75MM (3”)
DUNNAGING
DUNNAGE WOOD (NERF-
NERVURE-GRAIN)
DUNNAGE WOOD - TERMINOLOGY
• BOARD – PLANK – UNE PLANCHE

• PLANK – HUIDPLANK – UN BORDAGE
• SQUARE TIMBER – STUT – UN ACCORE
• PLANK – BATTEN – UNE VOLIGE
• STAVE – KEPER – UN MERRAIN
• WEDGE – WIG – UN COIN
• PLYWOOD – TRIPLEX – CONTREPLAQUÉ
BONDED BLOCKS
COLLECT THE
CARGO SO IT FORMS
A SOLID BLOCK
SHARED OUT
(RÉPANDRE –
DISTRIBUER) ON THE
COMPLETE SURFACE
OF THE HOLD
BONDED BLOCKS
BONDED BLOCKS
BLOCKING
THE CARGO IS
« BLOCKED » BY MEANS
OF SQUARE TIMBER
(ACCORES) NAILED
(CLOUER) TO THE DECK
OR EXTENDED
(ALLONGER) TO A SOLID
METAL STRUCTURE
BLOCKING HEAVY LIFT CARGO
BRACING (SOUTENIR – ÉTAYER)
DUNNAGE
CONSTRUCTION TO
AVOID
HORIZONTAL
MOVEMENT OF THE
CARGO
BRACING
BRACING
Top view
BRACING
BRACING
TOMMING OFF
• DUNNAGE
CONSTRUCTION TO
AVOID VERTICAL
MOVEMENT OF THE
CARGO
• SOFT DUNNAGE
WOOD IS PRESSED
BETWEEN THE
TRANSVERSAL
SHORES AND THE
DECK BEAMS
FILLING UP EMPTY SPACES
• ANY MATERIAL CAN

BE USED AS LONG
AS THE CARGO IS
NOT DAMAGED
• NOWADAYS
AIRBAGS (COUSSIN
GONFLABLE) OR AIR
CUSHIONS ARE USED
DUNNAGE BAGS
SKID PREVENTION (DÉRAPER –
GLISSER)
INCREASE THE
FRICTION
COEFFICIENT
BETWEEN DECK AND
CARGO BY USING
ROUGH PLANKS
(VOLIGES) OR
PLYWOOD
(CONTREPLAQUÉ)
SKID PREVENTION
ANOTHER EXAMPLE OF
SKID PREVENTION IS THE
SECURING OF BOXES ON A
PALLET
1. SPOT GLUING (COLLER)
2. PLASTIC SHRINK-
WRAPPING (FILM
RÉTRACTIBLE)
3. STEEL BANDING (RUBAN
EN ACIER) & CORNER
PROTECTION
(PROTECTION DES COINS)
SKID PREVENTION – SPECIALISED
CARGO
EDGE/CORNER PROTECTION –
PROTECTION DES COINS
• PROTECTION AGAINST
DAMAGE BY SLINGS
(ÉLINGUES –
SANGLES), CHAINS,
STEEL BANDING
(RUBANS EN ACIER)
ETC.
• EDGE PROTECTORS
ARE MADE OUT OF
GRP – GLASS FIBRE
(FIBRE DE VERRE)
REINFORCED PLASTIC
EDGE/CORNER PROTECTION
EDGE/CORNER PROTECTION
SPREADING OUT THE LOAD
• A SINGLE STACK OF 2X20FTX20TONNES

UNITS WILL EXCERT A DOWN LOADING OF
40 TONNES.
• UNDERNEATH EACH CORNER CASTING
(PIECE DE COIN) THE POINT LOADING WILL
BE 345 TONNES/M²
“HIGH HEELED PERSONS” ARE
ALWAYS DANGEROUS
The heel of the person’s (60 kg) shoe is

exerting a point-loading of 1200 t/m2.
Extremely high-heeled shoes

• DUNNAGE IS USED TO
SPREAD THE LOAD OVER
THE SURFACE AREA OF THE
TANK TOP LE PLAFOND DU
BALLAST), AND ALSO
BETWEEN HORIZONTAL
TIERS OF CARGO.
• THE LOAD ON THE TANK TOP
ALWAYS HAS TO BE < THAN
THE MAXIMUM PERMISSIBLE
LOAD
• IN CASE OF DECK CARGO
ADD 5% TO THE WEIGHT TO
ACCOUNT FOR WATER
ABSORPTION
PAY ATTENTION TO THE

DIRECTION THE FIBRES
OF THE DUNNAGE.
FIBRES HAVE TO BE
PARALLEL TO THE DECK
MAXIMUM PERMISSIBLE WEIGHT
LOADING
• CONSULT CAPACITY PLAN, G.A. PLAN, STABILITY BOOKLET
ETC.
• FOLLOWING VALUES ARE ONLY INDICATIVE
• WEATHER DECK < 2.5 T/M2
• HATCH COVERS < 1.3 T/M2 (FOR SHIPS < 100M => 0.75
TONNES/M2)
• TANKTOP BULK CARRIERS 12T/M2
OVERLOADED!!!!!!!!!!!!!
AN OVER-LOADED TWEEN-DECK
WITH BULK CARGO
THE LOWER TIER IS CERTAINLY
OVERLOADED
COLLAPSED STOW
SEGREGATION OF CARGO
• ESPECIALLY A PROBLEM ON BOARD OF GENERAL CARGO
SHIPS CARRYING FULL LOADS (CHARGEMENTS COMPLETS)
OF GENERAL CARGO (MARCHANDISES GÉNÉRALES)
• SEGREGATION REFERS TO THE STOWAGE (CHARGEMENT –
ARRIMAGE) OF CARGO IN SEPARATE PARTS (PARTIES) OF
THE SHIP SO THAT ONE CANNOT DAMAGE THE OTHER BY
ITS INHERENT (INHÉRENT) CHARACTERISTICS
• WET CARGO MUST BE SEPARATED FROM DRY CARGO
• CLEAN CARGO MUST BE SEPARATED FROM DIRTY CARGO
• LIGHT CARGO MUST BE SEPARATED FROM HEAVY CARGO
• IMDG CARGO MUST BE STOWED ACCORDING THE IMDG
RULES
• WET CARGO: LIQUID CARGO IN CONTAINERS
(DRUMS, BOTTLES, ETC.)(BARRIQUE, TONNE, FÛT,
FUTAILLE, BARIL). THIS CARGO CAN LEAK (FUIR)
AND SO DAMAGE OTHER CARGO. THIS CARGO
MUST BE STOWED IN SUCH A WAY THAT IN CASE
OF LEAKAGE THE LIQUID WILL FIND HIS WAY TO
THE DRAINAGE SYSTEM (SYSTÈME DE VIDANGE)
WITHOUT DAMAGING (ABÎMER) OTHER CARGO.
EXAMPLES: MILK, BEER, FRUIT JUICE, LUB. OILS
• DRY CARGO: CARGO THAT CAN BE DAMAGED

(ABÎMER) BY LEAKAGE (FUITE) OR MOISTURE
EXAMPLE: FLOUR (FARINE), RICE, PAPER PRODUCTS
ETC.
• DIRTY CARGO: DUSTY AND THE TENDENCY TO LEAVE
RESIDUES BEHIND SUCH AS CEMENT, CHARCOAL
(CHARBON DE BOIS), CARBON BLACK, LAMP BLACK
(SUIE DE LAMPE), COAL ETC.
• CLEAN CARGO: HIGHLY VULNERABLE (VULNÉRABLE) TO
CONTAMINATION
• ODOROUS CARGO (MALODOURANT): COMMODITIES
THAT GIVE OFF FUMES (EXHALAISON) THAT ARE LIKELY
TO TAINT (SALIR OU TÂCHER) CERTAIN SUSCEPTIBLE
CARGOES IN THE SAME OR EVEN IN ADJACENT
(AVOISINANT) COMPARTMENTS SUCH AS, KEROSENE,
AMMONIA, TURPENTINE (ESSENCE DE TÉRÉBENTHINE),
GREASY WOOL (DE LA LAINE GRAISSEUSE), CRUDE
RUBBER (CAOUTCHOUC BRUT) ETC.
• DELICATE CARGOES = THE OPPOSITE OF
ODOROUS CARGOES F.E. RICE, FLOUR (FARINE),
TEA, CEREALS (CÉRÉALES) ETC.
• HEAVY CARGO WILL ALWAYS BE STOWED AS
LOW AS POSSIBLE AND CERTAINLY NEVER ON
TOP OF LIGHT CARGO
• BULK LIQUID CARGO WILL BE STOWED IN DEEP
TANKS (CITERNES DANS LE DOUBLE FOND)
• REFRIGERATED CARGO (CARGAISON
FRIGORIFIÉE) CAN ONLY BE STOWED IN SPACES
ESPECIALLY EQUIPPED TO HANDLE THEM
• SEGREGATION OF CARGO ALSO MEANS:
• DIVISION OF ONE BIG PARCEL IN SMALLER PARTS BY
PORT AND/OR CONSIGNEE (DESTINATAIRE).
• METHOD USED IS LARGELY DEPENDENT ON THE
COMMODITY (PRODUIT)
• THIS CAN BE DONE BY;
• PLYWOOD (CONTREPLAQUÉ) & DUNNAGE BOARDS
(PLANCHES)
• COLOUR CODES (PAINTING – WOOD)
• SEPARATION CLOTHING (BÂCHES DE SÉPARATION)
(CANVAS (TOILE À VOILE), PLASTIC, PAPER, STRIPS OF
BURLAP (JUTE) ETC.)
• SHRINK WRAPPING (FILM RÉTRACTIBLE)
• LABELS (ÉTIQUETTE) OR OTHER INDICATIONS
• POSITION ON BOARD
COLOR CODE
SEGREGATION NETS & COLOR
CODED WOOD
RICE IN BAGS – SEGREGATION
FROM THE COLD STEEL HULL
IMDG CARGO
SEGREGATIONS AND THE IMDG
CODE
• THE IMDG CODE IS A COMPREHENSIVE SET OF GLOBALLY
ACCEPTED RULES THAT ENABLES DANGEROUS GOODS
AND MARINE POLLUTANTS, PACKAGED & DRY BULK, TO
BE CARRIED SAFELY BY SEA
• DANGEROUS SUBSTANCES ARE DIVIDED INTO 9
CATEGORIES, EACH WITH SUB-CATEGORIES
• MANY OF THE SUBSTANCES ASSIGNED TO CLASSES 1 TO 9
ARE DEEMED AS BEING MARINE POLLUTANTS. CERTAIN
MARINE POLLUTANTS HAVE AN EXTREME POLLUTION
POTENTIAL AND ARE IDENTIFIED AS SEVERE MARINE
POLLUTANTS.
UPDATING THE IMDG CODE
• THE IMDG CODE IS EVOLVING AND IS UPDATED EVERY TWO
YEARS TO TAKE ACCOUNT OF:
• NEW DANGEROUS GOODS WHICH HAVE TO BE INCLUDED
• NEW TECHNOLOGY AND METHODS OF WORKING WITH OR
HANDLING DANGEROUS GOODS
• SAFETY CONCERNS WHICH ARISE AS A RESULT OF EXPERIENCE
UPDATING THE IMDG CODE
THE CODE COMPRISES 7 PARTS
• IT IS PRESENTED IN TWO (E-)BOOKS; VOLUME 1 AND

VOLUME 2.
• IT IS NECESSARY TO USE BOTH BOOKS TO OBTAIN THE
REQUIRED INFORMATION WHEN SHIPPING DANGEROUS
GOODS BY SEA.
• THE CODE ALSO CONTAINS A SUPPLEMENT.
VOLUME 1 (PARTS 1-2 & 4-7 OF
THE CODE) COMPRISES:
• PART 1 GENERAL PROVISIONS, DEFINITIONS AND TRAINING
• PART 2 CLASSIFICATION
• PART 4 PACKING AND TANK PROVISIONS
• PART 5 CONSIGNMENT PROCEDURES
• PART 6 PROVISIONS FOR THE CONSTRUCTION AND TESTING
OF PRESSURE RECEPTACLES, AEROSOL
DISPENSERS, SMALL RECEPTACLES
CONTAINING GAS (GAS CARTRIDGES)
AND FUEL CELL CARTRIDGES
CONTAINING LIQUEFIED FLAMMABLE GAS
• PART 7 REQUIREMENTS CONCERNING TRANSPORT
OPERATIONS
VOLUME 2 COMPRISES:
• PART 3
• DANGEROUS GOODS LIST (DGL),
• SPECIAL PROVISIONS LIMITED AND EXCEPTED
• QUANTITIES EXCEPTIONS
• APPENDIX A: LIST OF GENERIC AND N.O.S. (NOT
OTHERWISE SPECIFIED) PROPER SHIPPING
NAMES
• APPENDIX B: GLOSSARY OF TERMS
• ALPHABETICAL INDEX
THE SUPPLEMENT COMPRISES:
• FOREWORD
• REVISED EMERGENCY RESPONSE PROCEDURES FOR SHIPS
• CARRYING DANGEROUS GOODS (EMS GUIDE)
• MEDICAL FIRST AID GUIDE FOR USE IN ACCIDENTS INVOLVING DANGEROUS GOODS (MFAG)
• REPORTING PROCEDURES
• RECOMMENDATIONS ON THE SAFE USE OF PESTICIDES IN SHIPS
• INTERNATIONAL CODE FOR THE SAFE CARRIAGE OF PACKAGED IRRADIATED NUCLEAR

FUEL,
• PLUTONIUM AND HIGH-LEVEL RADIOACTIVE WASTES ON BOARD SHIPS (INF CODE)
• APPENDIX: RESOLUTIONS AND CIRCULARS RELATED TO THE IMDG CODE AND SUPPLEMENT
SEGREGATIONS AND THE IMDG
CODE
THE CODE LAYS DOWN BASIC PRINCIPLES; DETAILED
RECOMMENDATIONS FOR INDIVIDUAL SUBSTANCES,
MATERIALS AND ARTICLES, AND A NUMBER OF
RECOMMENDATIONS FOR GOOD OPERATIONAL PRACTICE
INCLUDING ADVICE ON TERMINOLOGY, PACKING,
LABELLING, STOWAGE, SEGREGATION AND HANDLING, AND
EMERGENCY RESPONSE ACTION.
CONTAINER WITH IMDG CARGO
(BADLY PACKED)
IMDG & DRY BULK CARGOES
• IMSBC (INTERNATIONAL MARITIME SOLID BULK CODE) =
PARALLEL WITH IMDG CODE
• IMSBC MAKES A DISTINCTION BETWEEN

• GROUP A PRODUCTS: PRODUCTS THAT MAY LIQUEFY
• GROUP B PRODUCTS: CARGOES WITH CHEMICAL HAZARDS
• GROUP C PRODUCTS: CARGOES WHICH ARE NEITHER LIABLE TO
LIQUEFY NOR POSSESS CHEMICAL HAZARDS
IMSBC – GROUP B
• GROUP B CARGOES ARE CLASSIFIED IN TWO WAYS WITHIN

THE IMSBC CODE:
• ‘DANGEROUS GOODS IN SOLID FORM IN BULK’ (UNDER THE

INTERNATIONAL MARITIME DANGEROUS GOODS (IMDG)
CODE); AND
• ‘MATERIALS HAZARDOUS ONLY IN BULK’ (MHB).

DANGEROUS GOODS IN SOLID
FORM IN BULK
• IN THE CODE THESE CARGOES ARE CLASSED AS FOLLOWS:
• CLASS 4.1: FLAMMABLE SOLIDS
• CLASS 4.2: SUBSTANCES LIABLE TO SPONTANEOUS COMBUSTION
• CLASS 4.3: SUBSTANCES WHICH, IN CONTACT WITH WATER, EMIT
FLAMMABLE GASES
• CLASS 5.1: OXIDIZING SUBSTANCES
• CLASS 6.1: TOXIC SUBSTANCES
• CLASS 7: RADIOACTIVE MATERIALS
• CLASS 8: CORROSIVE SUBSTANCES
• CLASS 9: MISCELLANEOUS DANGEROUS SUBSTANCES AND
ARTICLES.
MATERIALS HAZARDOUS ONLY IN
BULK (MHB)
MHB CARGOES ARE MATERIALS WHICH POSSESS CHEMICAL HAZARDS
WHEN TRANSPORTED IN BULK THAT DO NOT MEET THE CRITERIA FOR
INCLUSION IN THE IMDG CLASSES ABOVE (IN PACKAGED FORM THEY
ARE NOT DANGEROUS). THEY PRESENT SIGNIFICANT RISKS ONLY WHEN
CARRIED IN BULK AND REQUIRE SPECIAL PRECAUTIONS. THEY ARE
DESCRIBED AS FOLLOWS:
• COMBUSTIBLE SOLIDS
• SELF-HEATING SOLIDS
• SOLIDS THAT EVOLVE INTO FLAMMABLE GAS WHEN WET
• SOLIDS THAT EVOLVE TOXIC GAS WHEN WET
• TOXIC SOLIDS
• CORROSIVE SOLIDS
SEGREGATION BETWEEN SOLID
BULK CARGOES POSSESSING
CHEMICAL HAZARDS
BADLY STOWED IMDG CARGO?
IMDG SEGRAGATION TABLE
LASHING
• SJORREN (NED.)
• ARRIMER (FR.)
COMMON MISTAKES
• "IT'S SO HEAVY, IT WON'T BE ABLE TO SHIFT.“

• "THAT WILL BE STRONG ENOUGH."
• "I'M NOT GIVEN ANY TIME FOR THIS DURING LOADING."
• "I'VE BEEN LASHING FOR 20 YEARS AND NOTHING LIKE
THAT HAS EVER HAPPENED BEFORE."
CARGO ADRIFT AFTER HEAVY
WEATHER
CARGO ADRIFT AFTER HEAVY
WEATHER
IMPACT OF WAVES ON DECK
CARGO
POORLY STOWED CARGO
LASHING
• LASHINGS HAVE
TO ABSORB 6
DIFFERENT
ACCELERATIONS
ALONG THE 3
AXES OF THE
Axis Along the Rotation SHIP
axis
• LONGITUDINAL
Longitudinal Surging Rolling
Transversal Swaying Pitching • TRANSVERSAL
Vertical Heaving Yawing • VERTICAL
NL & FR
MOUVEMENTS D'UN BATEAU SELON LES TROIS

AXES : 1- PILONNEMENT, 2- EMBARDÉE, 3-
CAVALEMENT, 4- LACET, 5- TANGAGE, 6- ROULIS.
YAWING
Yawing is not a major cause of shipping

damage.
SURGING & SWAYING (NOT A MAJOR
CAUSE OF CARGO DAMAGE)
In surging and swaying, the sea's motion accelerates and decelerates the ship forward and
backward and side to side.
Surging is motion along Swaying is motion

the ship's longitudinal axis. along the ship's
transverse axis.
ROLLING – 45° (EXAGGERATED – AT
THIS MOMENT ALL CONTAINERS ARE
GONE)
HEAVING
Involves upward and downward acceleration of

ships along their vertical axis.
PITCHING
In pitching a ship is lifted at the bow and

lowered at the stern and vice versa. Pitching
angles vary with the length of vessel. In
relatively short vessels they are
5° - 8° and sometimes more, while in very long
vessels they are usually less than 5°
VARIOUS MOTIONS AFFECTING A
CARGO UNIT
1. Rolling.
2. Pitching.
3. Heaving.
4. Wind Force.
LASHINGS
THE FORCES ON THE CARGO DEPEND ON THE

POSITION OF THE CARGO ON BOARD:
• CARGO ON DECK (CARGAISON EN PONTÉE) IS

SUBJECTED TO GREATER FORCES THAN CARGO IN
THE VERTICAL CENTRE.
• CARGO IN HOLD NR 1 IS SUBJECTED TO MORE
IMPORTANT MOVEMENTS (ACCÉLÉRATIONS) THAN
CARGO IN THE CENTRE OF LONGITUDINAL
MOVEMENT.
• CARGO ON DECK IS SUBJECTED TO WIND, GREEN
WATER (EMBRUNS) OR WAVES ON DECK.
• CERTAIN CARGO MAY DEFORM OR COMPRESS.
BASIC PRINCIPLES
• FULL CARGOES (FILLING THE COMPLETE HOLD)

HAVE LITTLE TENDENCY (TENDANCE) TO COME
LOOSE (DÉFAIRE). IT IS NEVER THE LESS
ADVISABLE (OPPORTUN) TO LASH (ARRIMER)
EACH PARCEL (PARTIE) SEPARATELY.
• IF ONE PARCEL IS NOT SUFFICIENT TO FILL THE
COMPLETE HOLD (CALE)
• IT MUST BE SECURED (BLOQUER) FROM ONE SIDE TO
THE OTHER, COVERING THE COMPLETE WIDTH
(LARGEUR) OF THE HOLD.
• THE FORE AND AFT END (EXTRÉMITÉ) OF A PARCEL
MUST BE FIXED (ARRIMER) BY NETS (FILETS) OR
CABLES OR DUNNAGE
CARGO IN PARCELS
COFFEE IN GENERAL CARGO SHIP.
THE BAGGED CARGO LIES ON
DOUBLE DUNNAGE (CRISS-CROSS
DUNNAGE) TO PROTECT IT FROM
SWEAT. AT THE SHIP'S SIDE THE
CARGO IS PROTECTED BY SPAR
CEILINGS (HORIZONTAL SPARRING /
SIDE BATTENS) AND AT THE FRONT
DEEP TANK WALL BY UPRIGHT
WOODEN DUNNAGE. THE TOP
DUNNAGE (PAPER) PROVIDES A
CERTAIN DEGREE OF PROTECTION
AGAINST DRIPPING SWEAT AND
DIRT.
BASIC PRINCIPLES
• ONE MUST NEVER LASH THE CARGO STRAIGHT ON
TO THE METAL PLATES (TÔLE).
• THE UPPER SURFACE (SURFACE SUPÉRIEURE) OF THE
PARCEL (PARTIE) MUST ALWAYS BE HORIZONTAL
• DIFFERENT LAYERS (COUCHES DIFFÉRENTES) MUST
BE SEPARATED WITH DUNNAGE (FARDAGE).
• THE LASHINGS (RABANS –SAISINES) MUST PREVENT
THE SLIPPING (DÉRAPAGE – GLISSEMENT) AND/OR
THE TIPPING OVER (BASCULEMENT) OF THE CARGO.
BASIC PRINCIPLES
• THE LASHING MATERIAL (SAISINES)

MUST NEVER BE IN DIRECT CONTACT
WITH THE CARGO
• THE LASHING MATERIAL (MATÉRIEL DE
SAISINES) USED MUST BE CONVENIENT
(APPROPRIÉ)
• LASHING MAY CAUSE NO DAMAGE
(ABÎMER).
• THE ANGLE OF THE LASHING WITH THE
HORIZONTAL PLANE (DECK)() SHOULD
BE BETWEEN 30° & 60°
BASIC PRINCIPLES
LASHING AND SECURING (SAISIR ET

ARRIMER) IS A MATTER OF KNOW-
HOW (SAVOIR-FAIRE) AND
EXPERIENCE AND IS NORMALLY
PERFORMED EITHER BY TERMINAL
STAFF (PERSONNEL DU TERMINAL)
OR SPECIALISED RIGGERS
(ARRIMEURS SPÉCIALISÉS).
GOOD LASHING IS NOT ALWAYS
EASY
READY FOR THE NEXT CARGO
ESSENTIAL INFORMATION TO BE SUPPLIED TO THE
RIGGERS:
• MASS (WEIGHT) IN METRIC TONS.

• PRINCIPLE DIMENSIONS (DRAWING (DESSIN) IF POSSIBLE)
• LOCATION (POSITION) OF CENTRE OF GRAVITY
• BEDDING (LA COUCHE INFÉRIEURE) AREA AND
PARTICULAR BEDDING PRECAUTIONS. SOMETIMES
REFERRED TO AS THE “FOOTPRINT” (EMPREINTE DU PIED).
• LIFTING POINTS (LES POINTS DE LEVAGE) OR SLINGING
POSITIONS (POSITIONS DES SANGLES).
• LIFTING GEAR (ENGIN DE LEVAGE) IF ANY
ACCOMPANYING THE CARGO, COMPLETE WITH TEST
CERTIFICATES
• SECURING ARRANGEMENTS (DISPOSITIONS D’ARRIMAGE)
ABOARD SHIP & LANDSIDE TRANSPORT ARRANGEMENTS
(LES DISPOSITIONS DE TRANSPORT À TERRE)
CALCULATION OF LASHINGS
1. RULE OF THUMB METHOD

2. ADVANCED CALCULATION METHOD
DEFINITIONS OF BREAKING LOAD
MBL = MINIMUM BREAKING LOAD = MINIMUM

BREAKING FORCE, IN KILONEWTONS, IS THE
LOWEST BREAKING STRAIN OF THE ROPE
WHEN TESTED TO DESTRUCTION.
CALCULATED BREAKING LOAD: THE VALUE

CALCULATED FROM THE PRODUCT OF THE SUM OF THE
CROSS-SECTIONAL METALLIC AREAS OF ALL THE
INDIVIDUAL WIRES IN THE ROPE AND THE TENSILE
STRENGTH GRADE(S) OF THE WIRES. THE TOTAL
METALLIC AREA IS DIRECTLY PROPORTIONAL TO THE
SQUARE OF THE NOMINAL DIAMETER OF THE ROPE. A
STANDARD SPINNING LOSS FACTOR THAT RESULTS FROM
THE TWISTING OF STRANDS AND WIRE IS THEN APPLIED.
HTTPS://SWEDWIRE.SE/EN/PRODUCTS/STEEL-STRAND-CALCULATOR/
NOMINAL BREAKING LOAD (NBL) IS A TERM THAT RELATES TO
BREAKING STRENGTH AS PUBLISHED BY THE MANUFACTURER. THIS IS
THE MINIMUM BREAKING STRENGTH THAT A WIRE ROPE CAN HAVE. A
WIRE ROPE MAY BREAK AT A VALUE GREATER THAN NOMINAL, BUT
NEVER LESS.
SWL = NBL / FS
MSL = NBL X FS
FS = FACTOR OF SAFETY: THE ULTIMATE LOAD DIVIDED BY THE SAFE

WORKING LOAD. FOR THE PURPOSES OF THIS STANDARD, FS SHALL BE
CONSIDERED THE VALUE CHOSEN BY THE OPERATOR TO DETERMINE
SWL.
MSL OR MAXIMUM SECURING
LOAD
• MANUFACTURERS OF SECURING EQUIPMENT SUPPLY AT
LEAST THE NOMINAL BREAKING LOAD (NBL OR BS) OF
THE EQUIPMENT IN KN (9,8KN = 1000KG (1T))
• MAXIMUM SECURING LOAD = NOMINAL BREAKING LOAD
X SAFETY FACTOR
• MSL = IS A TERM USED TO DEFINE THE ALLOWABLE LOAD
CAPACITY FOR A DEVICE USED TO SECURE CARGO TO A
SHIP.
• MSL IS TO SECURING DEVICES AS SWL IS TO LIFTING
TACKLE
DEFINITIONS OF SWL
THE SWL IS ALSO SOMETIMES REFERRED TO AS NORMAL WORKING LOAD OR
WORKING LOAD LIMIT. IT IS THE MASS THAT LIFTING EQUIPMENT CAN
SAFELY HOLD WITHOUT FEAR OF BREAKING. THE SWL OR NWL IS OFTEN A
FIFTH OF THE MINIMUM BREAKING STRENGTH OF THE CABLE, ALTHOUGH
SOMETIMES OTHER FRACTIONS ARE USED, DEPENDING ON THE
MANUFACTURER.
ONCE YOU KNOW THE DIAMETER OF THE ROPE, YOU CAN APPLY IT TO THE
FORMULA, WHICH IS SWL = D2 X 8. D REPRESENTS THE DIAMETER OF THE
ROPE IN INCHES. IF YOU’RE WORKING WITH A 1.5-INCH DIAMETER CABLE,
FOR EXAMPLE, THEN THE FORMULA WOULD BE SWL = 1.5 2 X 8 OR SWL = 2.25 X
8. THIS CALCULATION MEANS THE SWL OF A 1.5-INCH DIAMETER ROPE IS 18
TONS.
SAFETY FACTORS = RATIO MSL & BS =
FUNCTION OF MATERIAL (NOT TO BE
CONFUSED WITH CALCULATION OF CS)
EXAMPLES OF APPROXIMATED
BREAKING LOADS
• MANILLA : NBL = 2 D2/300

• POLYPROP : NBL = 3 D2/300
• POLYESTER : NBL = 4 D2/300
• NYLON : NBL = 5 D2/300
• VIKING : NBL = 6 D2/300
D IN MM & NBL IN KILO NEWTON [KN]

INDICATION OF WLL
• See certificate
• Indication on the lashing device
• Take care with color codes (not standardized)
SAFETY FACTOR – CALCULATION
STRENGTH
• THE CALCULATION STRENGTH (CS)(USED WHEN CALCULATING THE STRENGTH OF SECURING DEVICES) SHOULD BE REDUCED AGAINST THE MSL USING A SAFETY FACTOR OF 1.5
• THE REASONS FOR THIS REDUCTION ARE THE POSSIBILITY OF UNEVEN DISTRIBUTION OF FORCES AMONG THE DEVICES, STRENGTH REDUCTION DUE TO POOR ASSEMBLY AND OTHERS.
SEAMEN’S RULE OF THUMB
2 TIMES RULE
• MODERATE WEATHER CONDITIONS
• THE SUM OF THE MINIMUM BREAKING LOADS (NBL - BS) OF

ALL THE LASHINGS SHOULD BE NOT LESS THAN 2 TIMES
THE STATIC WEIGHT OF THE ITEM OF CARGO TO BE
SECURED.
SEAMEN’S RULE OF THUMB
3 TIMES RULE
• > 6 BEAUFORT, 30° ROLL IN ANGLE > 13 SEC.
• THE SUM OF THE MINIMUM BREAKING LOADS (NBL - BS) OF

ALL THE LASHINGS SHOULD BE NOT LESS THAN THREE
TIMES THE STATIC WEIGHT OF THE ITEM OF CARGO TO BE
SECURED.
RULE OF THUMB
METHOD
IMO – CSS CODE,
ANNEX 13
CSS RULE OF THUMB !!!!!!
THE TOTAL OF MSL VALUES OF

THE SECURING DEVICES ON
EACH SIDE OF OF A UNIT OF
CARGO (PORT AS WELL AS
STARBOARD) IS TO BE EQUAL
TO THE WEIGHT OF THE UNIT,
IN KN
DETERMINATIO
N OF MSL FROM
THE BREAKING
STRENGTH
This complicates
things
MSL = 0.5 x 3500 = 1750 Kg
Sum of the MSL’s on each side = static

weight
1000kg = 9807 Newton

1t = 9.807kN
WLL = MSL
• THIS METHOD, WHICH IMPLIES A TRANSVERSE
ACCELERATION OF 1G (9.81 M/S²), APPLIES TO
NEARLY ANY SIZE OF SHIP, REGARDLESS OF THE
LOCATION OF STOWAGE, STABILITY AND
LOADING CONDITION, SEASON AND AREA OF
OPERATION.
• THIS METHOD, HOWEVER, TAKES INTO ACCOUNT
NEITHER THE ADVERSE EFFECTS OF LASHING
ANGLES AND NON-HOMOGENEOUS DISTRIBUTION
OF FORCES AMONG THE SECURING DEVICES NOR
THE FAVORABLE EFFECT OF FRICTION.
RULE OF THUMB METHOD –
CONDITIONS !!!!!!!!!!!!
• TRANSVERSE LASHING ANGLES < 60°
• ADEQUATE FRICTION IS PROVIDED BY THE USE OF
ADEQUATE MATERIAL (F.I. DUNNAGE)
• ADDITIONAL LASHINGS ARE AT ANGLES > 60° MAY BE
DESIRABLE TO PREVENT TIPPING BUT ARE NOT TO BE
COUNTED IN THE NUMBER OF LASHINGS UNDER THE RULE-
OF-THUMB
CSS RULE OF THUMB
CSS RULE OF THUMB
APPROX. FRICTION COEFFICIENTS
•  = 0.3 FOR STEEL-TIMBER & STEEL-RUBBER

•  = 0.1 FOR STEEL DRY
•  = 0.0 FOR STEEL WET
EXAMPLE 1 – (PURPOSE COMPARE
SEAMEN’S RULE OF THUMB WITH CSS
RULE OF THUMB)
• A CARGO UNIT OF 18 TONNES MASS IS TO BE SECURED
USING ONLY SHACKLES, WEB LASHINGS, CHAINS AND
TURNBUCKLES – ALL MSL’S = 50% BREAKING
STRENGTH (BS).
• THE UNIT WILL REQUIRE 18 TONNES MSL ON EACH
SIDE, NAMELY, 36 TONNES TOTAL MSL (72 TONNES BS
FOR THESE ITEMS), REPRESENTING A TOTAL LASHING
BREAKING STRENGTH OF (36X100)/50 = 72 TONNES TO
CARGO MASS RATIO OF 72/18 = 4 (SEE SEAMAN’S RULE
OF THUMB BS = 2 OR 3 TIMES MASS) .
EXAMPLE 2
• SECURE THE SAME CARGO UNIT WITH STEEL

BAND, ONLY. TOTAL MSL REQUIRED WILL STILL BE
36 TONNES (72 TONNES BS) BUT THE MSL OF STEEL
BAND IS NOMINATED AS 70% OF ITS BREAKING
STRENGTH – SO THIS GIVES A TOTAL LASHING
BREAKING STRENGTH OF (36X100)/70 = 51.42
TONNES, REPRESENTING A TOTAL LASHING
BREAKING STRENGTH TO CARGO MASS RATIO OF
51.42/18 = 2.86.
EXAMPLE 3, 4 & 5
• WE CAN REPEAT THE SAME CALCULATION WITH LASHINGS

WITH AN MSL OF 80% OF THE BREAKING LOAD, AN MSL OF
30% OF THE BREAKING LOAD AND AN MSL OF 33% OF THE
BREAKING LOAD.
• THE RESPECTIVE RATIO’S BREAKING STRENGTH/MASS
WOULD BE 2.5, 6.67 AND 6.06
AN EXTRA COLUMN RULE OF THUMB
(ROT) (RATIO SUM OF BL’S/WEIGHT) IS
ADDED.
The requirements of the CSS code are

higher than the seamen’s rule of thumb.
Exception: Wire rope (single use)
ADVANCED
CALCULATION METHOD
IMO – CSS CODE,
ANNEX 13
FORCES ON A PACKAGE
F(X, Y, Z) = M.A(X, Y, Z) + FW(X, Y) + FS (X, Y)
• F(X, Y, Z) = LONGITUDINAL, TRANSVERSE AND VERTICAL FORCES

• M = MASS
• A(X, Y, Z) = LONGITUDINAL, TRANSVERSE AND VERTICAL
ACCELERATIONS
• FW = LONGITUDINAL AND TRANSVERSE FORCES DUE TO THE WIND
PRESSURE
• FS = LONGITUDINAL AND TRANSVERSE FORCES DUE TO GREEN
WATER
ACCELERATIONS DEPEND ON THE
LOCATION ON BOARD (EXAMPLE)
BASIC ACCELERATION DATA – SHIP
100M – SPEED 15’ & B/GM > 13 ALL
SEASONS
BASIC ACCELERATION DATA
VALID UNDER THE
FOLLOWING OPERATIONAL
CONDITIONS
• OPERATION IN UNRESTRICTED AREA’S
• OPERATION DURING THE WHOLE YEAR
• DURATION OF THE VOYAGE IS 25 DAYS
• LENGTH OF THE SHIP IS 100M
• SERVICE SPEED IS 15 KNOTS
• B/GM IS  13
FOR SHIPS WITH DIFFERENT LENGTH &
SPEED RELATIONS CORRECTION FACTORS
HAVE TO BE APPLIED
FOR SHIPS WITH A DIFFERENT B/GM
RELATION CORRECTION FACTORS HAVE
TO BE APPLIED
FORCES BY WIND AND SEA TO
CARGO UNITS ABOVE DECK
• FORCES BY WIND PRESSURE = 1 KN/M2

• FORCES BY SEA SLOSHING = 1 KN/M2
MODERN LASHING CALCULATION
TECHNIQUES
• NOWADAYS EASY TO USE COMPUTER PROGRAMS ARE

USED TO VERIFY IF THE LASHINGS ARE ADEQUATE
• EXAMPLE: LASHCON IMO PUBLISHED BY DNV – FREEWARE
BASED ON AN EXCEL SHEET
LASHCON IMO
LASHCON IMO – SYMBOLS USED
• LPP – LENGTH BETWEEN PERPENDICULARS [M]

• B – BREATH [M]
• V – SPEED [KNOTS]
• GM – GM [M]
• M = MASSA [TON]
•  = FRICTION COEFFICIENT [-]
• AW = WIND EXPOSED AREA [M²]
• AS = SEA EXPOSED AREA [M²]
LASHCON IMO – SYMBOLS USED
• MSL=MAXIMUM SECURING LOAD [KN]

• A = LEVER ARM OF TIPPING [M]
• B = LEVER ARM OF STABLENESS [M]
•  = VERTICAL SECURING ANGLE [DEGREES]
•  = HORIZONTAL SECURING ANGLE [DEGREES]
• D = LEVER OF SECURING FORCE [M]
VIDECK – MARITIME CARGO
SOFTWARE
HTTPS://WWW.YOUTUBE.COM/WATCH?V=U0I7OCP9P70
HTTPS://WWW.YOUTUBE.COM/WATCH?V=B-DNALCWSZM
PARAMETRIC ROLLING
• LARGE ROLL ANGLE QUICKLY GENERATED IN CONDITIONS.

• HEAD/STERN OR NEAR HEAD/STERN SEA
• CHANGE IN STABILITY/ROLL PERIOD
PARAMETRIC ROLLING
• THE SHIP WOULD BE TRAVELING WITH A SMALL HEADING

ANGLE TO THE PREDOMINANT WAVE DIRECTION (HEAD OR
STERN SEAS)
• WAVELENGTH WOULD BE COMPARABLE TO SHIP LENGTH.
• WAVE HEIGHT WOULD BE IMPORTANT
• IF UNFAVORABLE TUNING OCCURS BETWEEN WAVE
ENCOUNTER PERIOD (WAVE FREQUENCY = 1 OR 2 TIMES
ROLL FREQUENCY OF THE SHIP) AND NATURAL OR TWICE
NATURAL ROLL PERIOD OF THE VESSEL, THEN
PARAMETRIC ROLL MOTION CAN BE EXPERIENCED.
PARAMETRIC ROLLING (ABSENCE
)
PARAMETRIC ROLLING
WHEN A SHIP IS SAILING IN HEAD/STERN SEAS, ITS STABILITY

INCREASES WHEN THE WAVE TROUGH IS NEAR AMIDSHIPS AND
DECREASES ON THE WAVE CREST. IF THIS STABILITY VARIATION
OCCURS TWICE DURING ONE NATURAL ROLL PERIOD, THE
ROLLING MOTIONS MAY BUILD UP TO QUITE LARGE ANGLES AS A
RESULT OF PARAMETRIC RESONANCE.
PARAMETRIC ROLLING
PARAMETRIC ROLLING
PARAMETRIC ROLLING
QUITE UNEXPECTEDLY, THE ROLL ANGLE CAN INCREASE FROM A

FEW DEGREES TO OVER 30 DEGREES IN ONLY A FEW CYCLES. ON
CONTAINER SHIPS, THE VIOLENT MOTIONS COULD INTRODUCE
EXTREME LOADS ON CONTAINERS AND THEIR SECURING
SYSTEMS, RESULTING FAILURES AND LOSS OF CONTAINERS
OVERBOARD.
NATURAL ROLLING ANGLE IS INCREASED BY A SYNCHRONOUS

VARIATION IN RIGHTING MOMENT CAUSED BY WAVE TRIGGERED
VARIATIONS IN THE SURFACE OF THE WATERPLANE.
PARAMETRIC ROLLING
https://www.youtube.com/watch?v=LIE3hIdvmxo
https://www.youtube.com/watch?v=ewqaRMGv2mE
https://www.youtube.com/watch?v=-Io92LEtl68
PARAMETRIC ROLLING (BYE-BYE
CONTAINERS)
SYNCHRONOUS ROLL &
PARAMETRIC ROLL
• PARAMETRIC ROLL: WAVE FREQUENCY = 2X NATURAL
ROLL FREQUENCY (HEAD OR FOLLOWING SEA)
• SYNCHRONOUS ROLLING: ROLLING PERIOD OF THE SHIP =

WAVE PERIOD => RISK OF RESONANCE WHEN IN PHASE
(BEAM SEA OR ANGLE CLOSE TO ABEAM)
WHAT CAN YOU DO ABOUT IT?
• WHEN DETECTING THE SHORT ROLL PERIOD CLOSE TO THE PITCHING

PERIOD, IT IS A WARNING OF THE PARAMETRIC ROLL INCEPTION. CHANGE
HEADING TO BEAM SEAS IS THE FASTEST WAY OF GETTING RID OF IT.
THEN SLOWLY COME BACK TO THE ORIGINAL HEADING IF NECESSARY.
• FOR SHIP'S LOADING CONDITION WITH HIGH GMS, I.E. SHORTER NATURAL
ROLL PERIOD SAY AROUND 10 SECOND, THE WAVES THAT COULD CAUSE
THE PITCHING PERIOD AROUND 5 SECONDS ARE USUALLY NOT VERY
HIGH AND THEREFORE UNLIKELY TO INITIATE PARAMETRIC ROLLING IN
HEAD/STERN SEAS. HOWEVER, THE SYNCHRONOUS ROLL MAY OCCUR IN
BEAM SEAS. SO THE WAY TO REDUCE THE ROLL IS BY HEADING INTO THE
SEA.
• FOR SHIP'S LOADING CONDITIONS WITH LOW GMS, I.E. LONG NATURAL
ROLL PERIODS, PARAMETRIC ROLL IN HEAD/STERN SEAS OF
MODERATELY HIGH SEA STATE IS LIKELY. BUT SYNCHRONOUS ROLL IN
BEAM SEAS IS UNLIKELY.
DECK CARGO – REQUIRES SPECIAL
ATTENTION
(THE MERCHANT SHIPPING (LOAD LINES) (DECK CARGO) REGULATIONS 1968 UNITED
KINGDOM STATUTORY INSTRUMENT NO.1089 OF 1968)
1. AS TO AVOID EXCESSIVE LOADING HAVING REGARD TO THE

STRENGTH OF THE DECK AND INTEGRAL SUPPORTING STRUCTURE OF
THE SHIP;
2. AS TO ENSURE THAT THE SHIP WILL RETAIN ADEQUATE STABILITY AT
ALL STAGES OF THE VOYAGE HAVING REGARD IN PARTICULAR TO:
1. THE VERTICAL DISTRIBUTION OF THE DECK CARGO;
2. WIND MOMENTS WHICH MAY NORMALLY BE EXPECTED ON THE VOYAGE;
3. LOSSES OF WEIGHT IN THE SHIP, INCLUDING IN PARTICULAR THOSE DUE TO
THE CONSUMPTION OF FUEL AND STORES; AND
4. POSSIBLE INCREASES OF WEIGHT OF THE SHIP OR DECK CARGO, INCLUDING IN
PARTICULAR THOSE DUE TO THE ABSORPTION OF WATER AND TO ICING;
DECK CARGO – REQUIRES SPECIAL
ATTENTION
(THE MERCHANT SHIPPING (LOAD LINES) (DECK CARGO) REGULATIONS 1968 UNITED
KINGDOM STATUTORY INSTRUMENT NO.1089 OF 1968)
3. AS NOT TO IMPAIR THE WEATHERTIGHT OR WATERTIGHT INTEGRITY OF

ANY PART OF THE SHIP OR ITS FITTINGS OR APPLIANCES, AND AS TO
ENSURE THE PROPER PROTECTION OF VENTILATORS AND AIR PIPES;
4. THAT ITS HEIGHT ABOVE THE DECK OR ANY OTHER PART OF THE SHIP ON
WHICH IT STANDS WILL NOT INTERFERE WITH THE NAVIGATION OR
WORKING OF THE SHIP (SEE NEXT SLIDE);
5. THAT IT WILL NOT INTERFERE WITH OR OBSTRUCT ACCESS TO THE SHIP’S
STEERING ARRANGEMENTS, INCLUDING EMERGENCY STEERING
ARRANGEMENTS; THAT IT WILL NOT INTERFERE WITH OR OBSTRUCT SAFE
AND EFFICIENT ACCESS BY THE CREW TO OR BETWEEN THEIR QUARTERS
AND ANY MACHINERY SPACE OR OTHER PART OF THE SHIP USED IN THE
WORKING OF THE SHIP, AND WILL NOT IN PARTICULAR OBSTRUCT ANY
OPENING GIVING, ACCESS TO THOSE POSITIONS OR IMPEDE ITS BEING
READILY SECURED WEATHERTIGHT.”
WILL NOT INTERFERE WITH THE
NAVIGATION OR WORKING OF
THE SHIP ??????
LASHING MATERIAL
• WIRES (CÂBLE EN ACIER) • CONTAINER LASHING

• SLINGS (ÉLINGUES) MATERIAL (MATÉRIEL
POUR SAISIR DES
• ROPES CONTENEURS)
• CHAINS • TALURIT CLIPS (SERRE-
• CABLE TALURIT)
STEEL STRAPPING
(RUBANS EN ACIER) • BULLDOG CLIPS (SERRE
• CABLE BULLDOG)
POLYESTER STRAPPING
• D & BOW SHACKLES
• STEEL RODS (TIGES DE (MANILLES EN D ET EN
TRACTION) ROND)
• CHAIN TENSIONERS • CHAIN BLOCK (PALAN)
(TENDEURS DE CHAÎNE)
• WIRE ROPE PULLING
• TURNBUCKLES HOIST (APPAREIL DE
(RIDOIRS) TRACTION À) CABLE)
WIRES
• WIRES (CÂBLES) USED FOR LASHING (SAISINE) MUST BE CHEAP,

FLEXIBLE AND NOT SO GREAT IN  AS TO MAKE THEIR USE
CUMBERSOME (DIFFICILE À MANIER)
• 16MM (2 INC CIRC.) 6 X12, GALVANISED ROUND-STRAND

(TORONS RONDS) WITH FIBRE CORE (ÂME EN TEXTILE) IS THE
MOST COMMON
• WIRE CAN BE SPICED OR BULLDOG GRIPPED WITHOUT

DIFFICULTY
• OTHER WIRES OF DIFFERENT CONSTRUCTION, VARYING SIZES

OR STRENGTHS MAY BE NECESSARY FOR PARTICULAR
LASHING PURPOSES
WIRES – BREAKING LOADS ( =3X
DESIGN LOAD )
WIRES –PERMANENT STRETCH
(RALLONGEMENT PERMANENT)
• DUE TO THE SETTLING AND COMPACTING
(COMPRESSION) OF THE WIRES IN THE STRANDS
(TORONS), SETTLING OF THE STRANDS
THEMSELVES AND COMPRESSION OF THE CENTRAL
CORE (ÂME) OCCURS IN THE EARLY PART OF THE
ROPES WORKING LIVE ( PS. MOST WIRES ON BOARD
ARE PRE-STRETCHED).
• EXAMPLE PERMANENT STRETCH. 6 STRANDS ROPE –

FIBRE CORE (ÂME EN TEXTILE): 0.5% UNDER LIGHT
LOAD - 1% UNDER HEAVY LOAD
WIRES - ELASTIC STRETCH
(RALLONGEMENT ÉLASTIQUE)
IS THE ABILITY (CAPACITÉ) OF INDIVIDUAL WIRES TO

ELONGATE (RALLONGER) UNDER LOAD (SOUS TENSION) DUE
TO ELASTIC PROPERTIES. IF NOT STRETCHED (CHARGER)
BEYOND (AU-DESSUS) ELASTIC LIMITS, THE ROPE WILL
RETURN TO ITS ORIGINAL LENGTH (LONGUEUR D’ORIGINE)
AFTER REMOVAL OF THE LOAD
EXAMPLE. WIRE 6 X12 -> LOAD/6 = % STRETCH
2 TON => 0.3% ELASTIC STRETCH

HOW NOT TO DO IT
CORRECT
MANIPULATIN
G OF WIRES
CHAINS
• LASHING CHAINS (CHAINE

D’ARRIMAGE); THESE ARE
MILD STEEL CHAINS WHICH
ARE TIGHTENED BY MEANS
OF A QUICK-RELEASE
BINDER (TENDEURS POUR
CHAINE) - USED FOR
MEDIUM-WEIGHT CARGOES.
• THEY NORMALLY HAVE A
BREAKING STRENGTH
(CHARGE DE RUPTURE) OF
Load APPROX. 15 TONS.
Binder
CHAIN AND CHAIN TENSIONERS
COMBINATION CHAINS &
WEBBING SLINGS
CHAINS (CHAINES D’ARRIMAGES)
• CHAINS ARE NORMALLY SUPPLIED

(FOURNIR) IN PRECISE LENGTHS ALREADY
FITTED WITH TERMINAL POINTS (BOUTS)
AND TIGHTENING DEVICES (TENDEURS)
• GREAT ADVANTAGE OF CHAINS IS THAT

THEY DO NOT STRETCH (RALLONGE). IN
NORMAL CIRCUMSTANCES THE CHAIN
WILL NOT LOSE ITS TAUTNESS (TENSION)
(UNE FOIS SOUS TENSION LA CHAINE
RESTE SOUS TENSION)
CHAINS
• THE USE OF CHAINS IS WIDESPREAD (RÉPANDU)

IN THE SECURING (AMARRAGE) OF FREIGHT
CONTAINERS AND VEHICLE TRAILERS
(REMORQUES)
• CHAINS ARE AWKWARD TO HANDLE (DIFFICILE À

MANIER), TIRESOME (PÉNIBLE À) TO RIG (ARMER)
AND DIFFICULT TO CUT TO LENGTH (COUPER SUR
LONGUEUR)
CHAINS
• SWL = BREAKING LOAD/3 (3 = SAFETY FACTOR)

• PROOF-LOAD = BREAK-LOAD 2/3 (PROOF-LOAD = 2 X SWL)
• WHERE CHAINS, SHACKLES (MANILLES), TURNBUCKLES
(RIDOIRS) AND WIRES (CÂBLES EN ACIER) ARE USED TOGETHER
THEIR RELATIVE STRENGTHS (SOLIDITÉ OU RÉSISTANCE) MUST
BE BALANCED.
THE SYSTEM WILL NOT BE STRONGER THAN ITS WEAKEST
COMPONENT
CHAINS
1. STUD LINK (MAILLES

À ÉTAIS) CHAIN
2. SHORT LINK
(MAILLES COURTES)
CHAIN
3. LONG LINK
(MAILLES LONGUES)
CHAIN
CHAINS (LONG LINK & SHORT
LINK)
LONG LINK CHAINS
1. Proof Load = 2 X Working

Load Limit
2. Working Load Limit =
Breaking Load / 4
3. Safety factor = 4
SHORT LINK CHAIN
CHAINS
• CHAIN WITH
TENSIONER
• CHAIN WITH RING
LUG (ANSE RONDE),
OVAL LINK
(MAILLON OVAL)
AND ELEPHANT
FOOT COUPLING
STEEL STRAPPING (RUBANS EN
ACIER)
• VARYING WIDTH
• USED F.I. FOR STEEL COILS (ENROULEMENT

D’ACIER) WHEN LOADED IN LARGE LOTS. AS THE
COILS (BOBINES) ARE SELF-SECURING (AUTO-
ARRIMENT) WHEN STOWED PROPERLY, ONLY
LIGHT LASHING IS REQUIRED IN STRATEGIC
AREAS TO PREVENT MOVEMENT.
CARGO OF STEEL COILS (HOT ROLLED
& COLD ROLLED)
SOME STRAPPINGS MISSING?
IDEM DITO
STEEL STRAPPING
• 1 – 5 CM
• 1 – 2.5MM
• MBL 2 TON APPROX.
• STEEL BANDING (RUBANS EN ACIER) IS USED FOR A
VARIETY OF APPLICATIONS. IT IS COMMONLY USED TO
SECURE HEAVY OR CUMBERSOME OBJECTS (OBJETS
GROSSIERS) TO PALLETS, TO ELIMINATE POTENTIAL
DAMAGE WHEN IN TRANSIT. STEEL BANDING COMES IN A
VARIETY OF SIZES, ALL WITH CORRESPONDING TENSILE
STRENGTHS (CHARGE DE RUPTURE)
STEEL BANDING TOOLS
Thightening tool
Brackets
Strapping tool
Buckles
MANUAL STRAPPING TOOLS +
WELL SECURED PALLETS
STEEL STRAPPING (RUBANS EN
ACIER)
https://www.youtube.com/watch?v=3nLfRYjlnKU
IMPROPER APPLIED STRAPPINGS
(INSIDE A CONTAINER)
EXAMPLE OF STEEL STRAPPING
- COILS
STEEL BANDING (RUBANS EN
ACIER)
1. FIXING CARGO
ON A PALLET
2. KEEPING THE
PACKAGING
TOGETHER (POUR
TENIR LA
CARGAISON
ENSEMBLE)
STEEL BANDINGS (COLD ROLLED
STEEL)
Houtvezelplaat zijkant
randbescherming
Buitenste PVC bescherming

Metalen randbescherming
Bandijzer met zegel

USE OF A KEY-COIL
Neerwaartse kracht v/d key-coil Rol in de tweede laag bovenop 2

duwt rij naar buiten onderstaande voor goede steun.
Houten keg optioneel,

afhankelijk van de hellingshoek
zijkant.
USE OF A KEY-COIL
Key-coil
Afstand ongeveer 1/4 tot

1/3 d
Diameter d
LASHING OF
COILS
A GOOD LASHING OF STEEL COILS
COLD ROLLED STEEL SHOULD BE
KEPT ABSOLUTELY DRY ?
CORRODED (FLASH RUST) BUT
NOTHING TO WORRY ABOUT,
WEBBING SLINGS (SINGELS –
SANGLES, ELINGUES)
• USE OF WEBBING SLINGS HAS INCREASED OVER
THE PAST YEARS
• WEBBING SLINGS ARE IDEAL FOR SECURING
SOME KINDS OF DECK CARGO IN OTHER CASE
THE USE OF WEBBING SLINGS SHOULD BE
AVOIDED AT ALL COST
• FOR SPECIAL LARGE PIPES (TUYAUX) MADE OF
REINFORCED PLASTIC (GRP) AND/OR PROVIDED
WITH CONTACT SENSITIVE (SENSIBLE AU
CONTACT) OUTER COATINGS (COUCHE EXTERNE),
SLINGS ARE AN IDEAL SECURING MEDIUM
(MOYEN D’ARRIMAGE)
WEBBING SLINGS
• LARGE CRATED HEAVY ITEMS (DES GRANDS

OBJETS LOURDS ENCAISSÉS) AND/OR HIGH
STANDING HEAVY MACHINERY (DES PIÈCES
DE MACHINE HAUTES ET LOURDES)
REQUIRE WIRE OR CHAIN LASHING
(SAISINES EN CÂBLE OU EN CHAÎNE)
WEBBING SLINGS
• WEBBING SLINGS ARE MANUFACTURED FROM
IMPREGNATED WOVEN POLYESTER FIBRE (EN
FIBRES DE POLYESTER TISSÉES ET
IMPREGNÉES)
• STRETCH CHARACTERISTICS ARE MUCH
GREATER THAN WIRE ROPE (LES SANGLES
RALLONGENT PLUS QUE LES CÂBLES D’ACIER)
• IT IS SUPPLIED (FOURNIR) IN REELS (BOBINES)
AND MAY BE EASILY CUT TO AT ANY
REQUIRED LENGTH
• NBL (NOMINAL BREAKING LOAD) 3 7.5 TON
• COLOUR CODE AND A THREAD
IDENTIFICATION SYSTEM
• CODE DE COULEUR ET
SYSTÈME D’IDENTIFICATION A
L’AIDE DE FILS DE MARQUAGE
COLOUR CODE SLINGS - SWL
1.000 kg
1.500 kg
2.000 kg
3.000 kg
4.000 kg
5.000 kg
6.000 kg
8.000 kg
10.000 kg
MARINE LASHINGS – SANGLES
D’ARRIMAGE
Heavy Duty Rachet – 10.000 kg MBS
Heavy Duty Rachet – 5.000 kg MBS

MARINE LASHINGS
Chain connector
Ro-Ro vehicle
lashing
Fitted with claw hook

END CONNECTORS
D-Fitting
Elephants foot
Hook
Claw
NATURAL, SYNTHETIC AND
COMPOSITE ROPES
• THE USE OF FIBRE ROPES FOR WEATHER-DECK
CARGOES SHOULD BE RESTRICTED TO LIGHT
LOADS OF LIMITED VOLUME IN AREAS THAT ARE
PARTLY SHELTERED BY THE SHIP’S STRUCTURE.
• F.I. AT 24MM DIAMETER, A SISAL ROPE HAS A

BREAKING STRAIN OF 7.5 TONNES, AND A
POLYESTER ROPE 9 TONNES.
COMPOSITE ROPES
• ROPES UP TO A  25MM ARE HANDY TO USE

(FACILE À MANIER)
• FOR WEATHER-DECK CARGOES (LA CARGAISON EN

PONTÉE) THE USE OF FIBRE ROPES SHOULD BE
LIMITED TO LIGHT LOADS (CHARGES LÉGÈRES)
• FIBRE ROPES SHOULD NEVER BE USED TO SECURE

ACIDS, ALKALIS OR CORROSIVE SUBSTANCES
COMPOSITE ROPES
• INTRINSIC STRENGTH IS NOT THE MAJOR PROBLEM
(LA RÉSISTANCE PROPRE N’EST PAS LE PROBLÈME
PRINCIPAL)
• PRINCIPAL DIFFICULTY IS FOUND IN MAINTAINING

THE TAUTNESS OF FIBRE ROPES LASHINGS AS THEY
BECOME SUBJECTED TO LOAD STRESSES AND/OR
THE WETTING AND DRYING OUT EFFECTS (LE
PROBLÈME PRINCIPAL EST DE TENIR LES CORDAGES
TENDUS QUAND ILS SONT MIS SOUS TENSION OU
SOUMIS À L’ÊFFET DE MOUILLAGE ET SÉCHAGE)
COMPOSITE ROPES OR LASHING
ROPES
• COMPOSITE ROPE, FREQUENTLY REFERRED TO AS
‘LASHING ROPE’ IS MADE UP OF WIRE FIBRES AND
SISAL OR POLYPROPYLENE FIBRES WHICH ARE
INTERWOVEN THUS ADDING TO THE FLEXIBILITY
OF SISAL AND POLYPROPYLENE SOME OF THE
STRENGTH OF STEEL.
• IT IS MOST FREQUENTLY SUPPLIED IN COILS OF

10MM DIAMETER. THE BREAKING STRAIN OF
COMPOSITE ROPES SHOULD BE CONSIDERED AS
ABOUT 0.8 TONNES FOR SISAL BASED AND 1.8
TONNES FOR POLYPROPYLENE BASED ROPES.
COMPOSITE LASHING ROPE
NYLON ROPES
• NYLON FIBRE ABSORBS BETWEEN 8% AND 9% OF

WATER: THE OVERALL EFFECT WHEN UNDER LOAD
IS TO REDUCE ITS EFFECTIVE STRENGTH BY ABOUT
15%.
• PREMATURE FAILURE OF NYLON ROPE OCCURS
UNDER LIMITED CYCLIC LOADING UP TO 70% OF
ITS EFFECTIVE STRENGTH.
• THEREFORE NYLON ROPE IS NOT RECOMMENDED
FOR DECK CARGO SECURING PURPOSES.
COMPOSITE ROPES
THE USE OF TURNBUCKLES (RIDOIRS) WITH FIBRE

ROPES SHOULD BE AVOIDED; THEY MAY QUITE
EASILY OVERLOAD (SURCHARGER) THE ROPE
COMPOSITE ROPES
TAUTENING BY MEANS
OF A TOURNIQUET
(CABILLOT)
COMPOSITE ROPES
TAUTENING OF THE
ROPE IS BEST ACHIEVED
BY THE USE OF
BOWSING ROPES AND
FRAPPINGS (SEE
PICTURE)
MBL’S ACCORDING BOARD OF
TRADE (B.O.T.)
• MANILLA : BL = 2 D2/300
• POLYPROP : BL = 3 D2/300
• POLYESTER : BL = 4 D2/300
• NYLON : BL = 5 D2/300
• VIKING : BL = 6 D2/300
BRAID ON BRAID
ROPES – OVERVIEW – FIBRES
ROPES – BREAKING STRENGTH
WEAKENING BY SPLICES
(ÉPISSURE) AND KNOTS (NŒUDS)
• ALL THE KNOTS USED FOR NATURAL FIBRES MAY
BE EMPLOYED WITH MAN-MADE (SYNTHÉTIQUE)
FIBRE CORDAGE.
• WITH POLYETHYLENE AND IN SOME EXTEND
POLYPROPYLENE KNOTS WILL SLIP (LÂCHER)
UNDER LOAD
• KNOTS ARE FREQUENTLY DIFFICULT OR
IMPOSSIBLE TO UNTIE
• KNOTTING AND SPLICING WEAKEN (AFFAIBLIR)
THE CORDAGE
• SOME KNOTS REDUCE THE NBL WITH AS MUCH
AS 50%
WEAKENING BY SPLICES
(ÉPISSURE) AND KNOTS (NŒUDS)
• AN EYE SPLICE CAN REDUCE THE NBL WITH

AS MUCH AS 20%
• THE EFFECT IS NOT CUMULATIVE. A ROPE
CONTAINING SEVERAL SPLICES AND KNOTS
WILL BE WEAKENED CONFORM THE LEAST
EFFICIENT TERMINATION
• UNDER NO CIRCUMSTANCES SHOULD
KNOTS BE PERMITTED IN LIFTING
EQUIPMENT SUCH AS ROPE SLINGS

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TECHNIEK VAN HET

• HUMAN PROTECTION – CREATING A SAFE WORK

• PROTECTION OF THE CARGO – ASSURING THE CARGO

• PROTECTION OF THE SHIP – STABILITY, FORCES, BENDING

• ACCESSIBILITY OF THE SHIP IN GENERAL

• MOST IMPORTANT ELEMENT OF MARITIME TRANSPORT –

Platform Top eye

1. ROPE GUARDRAILS TIGHT

THE INTERNATIONAL LABOUR ORGANIZATION IS THE UN

• IT PROVIDES TECHNICAL ASSISTANCE PRIMARILY IN THE

• VOCATIONAL TRAINING AND VOCATIONAL REHABILITATION;

• IT PROMOTES THE DEVELOPMENT OF INDEPENDENT

• WHERE A BULWARK (PILOT) LADDER IS

• ILO = INTERNATIONAL LABOUR ORGANISATION,

• EVERY ACCESS LADDER AND GANGWAY SHALL:

• EVERY ACCESS LADDER AND GANGWAY SHALL:

• SAFETY NETS SHALL BE FITTED UNDER

• WHERE A PLATFORM IS PROVIDED AT

• EVERY JACOB'S LADDER SHALL BE OF SUFFICIENT

WHEN A PILOT LADDER IS BEING USED BY A

THE MECHANICAL PILOT HOIST AND ITS ANCILLARY EQUIPMENT

• WHERE, WHEN & WHY ?

MEASURING OF O2% & EXPLOSION ON A REGULAR BASIS.

• THE JOB IS COMPLETED

1. ISSUING THE PERMIT

• HOLDS MUST BE SUFFICIENTLY ILLUMINATED

• NO LIFTING TACKLE MAY BE USED ABOVE HIS SWL

• AT SEA THIS EQUIPMENT MUST BE ADEQUATELY

• SOMETIMES IT IS NECESSARY TO DIVIDE THE

• EACH WORKING METHOD MUST ASPIRE THE

• DOCKWORKERS OR PEOPLE CARRYING OUT

• COLOUR CODES ON ELECTRICAL WIRING

• PROTECTION OF PEOPLE BY ONE OR MORE OF

THE FUNDAMENTAL OBJECTIVES WHEN

1. TO PROTECT THE SHIP

• VERTICAL DISTRIBUTION OF WEIGHTS

• THE PATTERN OF FORCES ON A SHIP IS VERY

• FORCE OF ARCHIMEDES DEPENDS ON THE VOLUME

• THE BENDING MOMENTS ARE CALCULATED BY

• INDENTS: INDENTS ARE CAUSED BY

On the tank top

• CRACKS USUALLY OCCURS DUE TO REPETITIVE DYNAMIC

• TORSION IS MAINLY A PROBLEM ON BOARD LARGE

• STATIC TORSION – CARGO DISTRIBUTION

• USE OF TORSION BOXES IN THE TOP SIDE CORNERS TO

Bulk Carrier Tank Top

• BUCKLING IS CAUSED BY IN-PLANE (ALONG THE PLATE)

• WHEN A STRUCTURE IS BUCKLED IT WILL CARRY LESS

Above the hoppers

• FOR BULK CARGOES TRIMMING IS

• IF ANGLE OF REPOSE Α <30° =>

• PREPARATION OF THE CARGO HOLDS

• PURPOSE: REMOVE WATER WHICH HAS ENTERED

• BALLAST SYSTEM, BILGES SYSTEM AND FIRE

• A BILGE LINE ARRANGEMENT CONSISTS OUT OF

Alarm indicating excess of oil/water

2 Main bilge line

2. The bilges are serviced by a self priming bilge pump which

Deck side of the sounding pipe