Documente Academic
Documente Profesional
Documente Cultură
Split, listopad.2011.
SUMMARY
> 1. Theoritic Approach of ships motion and
lashing forces.
> a. Review of the basic parameter & forces based on
BV rules
> b. Deck securing
>
>
>
>
>
>
>
>
>
>
Container stacks being too heavy and too high overall, exposing the
lower containers to excessive transverse racking and compressive
forces due to the tipping effect.
Containers at the top of the stack being significantly heavier than
those below.
The wind force acting on the outboard stacks not being taken into
account.
Loose lashings allowing the stacks to tilt and arrest sharply as the
slack is taken up.
Two 20 foot containers placed in a 40 foot slot, leaving insufficient
space for lashing rods to be fitted to the inward facing ends.
Out of gauge containers, such high cube boxes, mixed randomly
with standard units
High cube boxes stowed cumulatively
Securing equipment not applied correctly
Portable and/or fixed securing equipment in damaged or worn
condition
The movement of inadequately secured heavy cargo within a
container resulting in damage to the container walls
Ship motion
Ship at sea may move in
six different direction
simultaneously.
Rolling, pitching and
heaving generate the
highest forces
Pounding
Heavy pounding at
bow and stern
increases considerably
vessel motion and
lashing forces
EASEACON LASHING MODULE
> Pitching
> Forces are similar to forces created by rolling, but acts
longitudinally
> Heaving
> Increases tension and compression forces on twistlocks and
container posts
Acceleration forces
> When considering the shipboard stowage location of
cargo items, acceleration forces should be borne in
mind:
> Lower accelerations forces occur in the mid-ship sections,
lowest cell position under deck and as close to the centerline
as possible
> Higher accelerations forces occur at ship's extremities, high
on deck and in the outrigger slots by the ship's side.
> The higher is GM the greater is righting moment when ship is
rolling, consequently transverse acceleration forces intensify
with increase of GM
Acceleration correction for ship length and speed
v = speed (knots)
L = Length between perpendiculars (m)
Standard ISO
Racking force door end
Racking force doorless end
Racking force side walls
-Corner post compression
*closed box containers
20
150 kN
150 kN
75 (150*) kN
864 kN
40
150 kN
150 kN
75 (150*) kN
864 kN
CLASS REQUIREMENTS
The following forces are to be considered:
> static (gravity) forces, (20 24 T, 40 30, 48 T)
> inertial forces due to ship motions (roll and heave,
pitch and heave, GM=0.07B)
Lashing bridges
Advantages:
>
shorter lashing bars
>
easier and safer lashing
>
Possibility to secure fourth tier
>
Heavier containers may be
loaded on higher tiers
>
Lashing system is simple
>
Easy access to reefer
containers on 2nd tier
Disadvantage:
>
Lashing bridge is fixed
structure while containers are
moving with hatch covers,
resulting effect is that lashing
become slack or takes
excessive load
>
Difficult maintenance of lashing
bridge - painting
>
Additional weight on deck,
reduces stability
>
45 container can not be loaded
on 1st and 2nd tier
Lashing system
Container vessel
should be equipped
with approved
lashing system.
On deck lashing
Capt.Goran Belamaric, Ma
EASEACON LASHING MODULE
15
TURNBUCKLE
DUAL FUNCTION TWISTLOCK
LASHING BAR
BASE TWISTLOCK
16
GM < 2.5 m
18
14
24
26
FWD
19.5
120 MT
(16+22+18+24) / 4 = 20 MT
(16+22+14+26) / 4 = 19.5 MT
LASH MODE
WITH LASHING
GAP END
When 20 containers are loaded with ISO gap then lashing is from one side of
container only. Unlashed side shows increased racking force. If container is lashed
from both sides then Easeacon
warning for GAP forces may be ignored.
EASEACON LASHING MODULE
NO WIND
Identical stack when loaded in inner slot will have smaller lashing forces then stack
loaded at a ship side due to wind effect.
FORCE BY WIND = 1kN/m2
27
COG at 60%
Warnings
>
>
>
>
>
>