Jumbo Heavy Cargo Handling

09.00h - 12.
00h ec tion- tability

v stabiliser pontoon
V during lifting
V sailing
09.00h - 12.00h eafasteni
by : Greg Smit
Manager Engineering dept.
Stability moment = Righting moment - Heeling moment
Rules for calculation
1. Moment = force X lever tons X meter [tm]
2. Clockwise moment =+
anti-clockwise moment = -
3. All moments to be calculated from the same point
4. Sum moments = 0
(see fig. l.l.
l ) D=displacement ; G=weight
- P x c + D X b - G xa=O
- 200t X 7m + 2000t X l.6m - l8OOt X I m = 0
5. Sum vertical forces = 0
Sum horizontal forces = 0
P + G = D (see fig. l.l
.l)
200t + 1800t = 2000t
6. .2)
calculation of stability moment: (see fig. 1.l
righting moment = MK sin cp X D and D = G

- heeling moment = KG sin <p X G
stability moment = MG sin cp X D
KG = height c.0.g. above keel ; from loading condition

D=G total weight = total displacement
MK = Metacenter above Keel ; from MK-curve or table
in r e s t : Px c+ Gx a= C3: b
;G' I z a = l mtr
FIGURE
I
; / b = 1.6 m t r
, c = 7 m t r
Metacenter
_I lever heeling mom. = GK sin g

lever stability rnom. = MG sin pA
I 1 lever righting morn. = MK sin g
Heeling moment = Load X b coscp = G X a coscp
Stabilitity moment = Displ. X MG X sin cp
Final position when both moments are equal :
Displ. X MG X sin cp = G X a cos cp or :
sincp = G X a = "disturbing moment1'

coscp Displ. X MG Displ. X MG
also : sincp = tgcp ; resulting in :

coscp
valid till abt. 5O a 6 O list
Example : (see figure 1.1.3)
Load (L) shifted = 20t

distance of shifting = lever (b) = 10m
displacement (D) = 2000t
stability (MG) = 2m
list of ship will be :
tgcp= Lxb = 20tx10m = 0.05 so cp=2.g0

DxMG 2000t X 2m
Nr.:
Heavy Cargo Handling
Section : 1.l
on Jumbo Ships
Page 4 of 4
date : 12-10-'99
Figure 1.1.3a
sum of moments = 0
equilibrium
1.3b
Figure l.
a= lever disturbing moment =>

Gxa=Lxb;sumofmoments;tO
so ship will turn
Figure 1.1.3~
lever disturbing momen at angle cp

= a X coscp
lever stabilitymoment at angle cp = MG X

sincp
new equilibrium at angle cp
Manual Heavy Cargo Handling Nr.:
on Jumbo Ships Section : 1.2
Page 1 of 1
date : 12-10-'99
ose of stability pontoon :

Increasing stability (i.e. MG) .
stability (MG) :
-
MG=MK-KG
MK = KF + FM en FM = Id
Vol.
figure l.2.1
M = Metacenter
G= c.0.g.
Dship = Displ. of ship only
Dpont= Displ. of pontoon
Dtot.= Displ. of ship+pontoon
I K= Kielpunt
I
Manual Heavy Cargo Handling
Nr.:
Section : 1.2
on Jumbo Ships Page 2 of 2
date : 12-10-'99
i
pie calculation :
Since this is only to explain the principle, the ship is assumed to be box-shaped in this example, see also
figure 1.2.2 .
Following data are assumed :
B = breadth of waterline of the ship = 20m
L = length of waterline of the ship = 80m
T = draft of the ship = 5m
b = breadth waterline of the stabil. pontoon = IOm
I = length waterline of the stabil. pontoon = 10m .
t = draft of the stabil. pontoon = 1.35m
a = distance c.1. ship to c.o.fl. w.1. pontoon = 17m
figure 1.2.2.
Stabil. pontoon has no

waterline area anymore, so MK
is now only depending on
waterline ship.
The submerged pontoon acts
only as a constant force,
independent of the heeling
angle.
File: S:\JMS\HandbkLL\Handb22a.doc
S+P [m] = JS+P
rm41
[m3]
VS+P
FMs+p= distance metacenter above center of buoyancy of ship + pontoon
2
IS+P [m4]= ISHIP+ IPONT+ APONT X a - AS+PX tcfL2
in which :
IS+P = transverse moment of inertia of the waterline of ship and pont. togather [m4]
lsHlp = transverse moment of inertia of the waterline of ship only [m')
lPoNT = transverse moment of inertia of the waterline of pont.only [m ]
ApoNT = area of waterline of pont. [m2]
AS+P = area of waterline of ship en pontoon [m2]
tcfl. = transverse c.0.g. of the waterline of ship and pont. [m]
tcfl. = APoNTX a = 100 X 17 = 1.00m

&+P 1700
= 53333 + 833 + 100 X 1 7 ~- 1700 X 1 = 81366m4 (an increase of abt. 50%)

IS+P
VS+P= 8000 + 135 = 8135m3 (an increase of abt.2%)
MKs+p= 10.00 + 2.53 = 12.53m (MK without pontoon = 6.67 + 2.5 = 9.17m)
l
File: S:WMS\HandbkLL\Handb22a.doc
Nr.:
Section : 1.2
date : 12-10-'99
i
1. stability pontoon into water

opening bottom valves
air valve must be closed. (see fig. 1.2.4a)
2. ponton sinks till half depth ; till white marks on corners of pontoon (see fig. 1.2.4b and 1.2.3) .
3. bottom valves to be closed tight.
4. to get connection pin / holes aligned , ship to be ballasted slightly to P.S. or S.B.
If the pontoon has to be lowered a few centimeters, the airvalve as well as the bottomvalves has to be
opened.
5. stability pontoon to be connected when ship has (almost) no list. (exception is "Stellamare" ;
connecting at list of abt. 2 dgr. to opposite side of pontoon)
Take into account draft during lifting , so incl. weight of heavy lift.
6. Special attention must be paid to securing pins of connections out-rigger / spudpole / pontoon.
Check always before heavy lifts.
7. Keep waterline always in "green range" marking on stabil. pontoon during loading / discharging to keep
safety margin. If pontoon is completely out of- or under water, all aditional stability due to stability
pontoon is lost !
8. If the ship's draft is reduced , e.g. by discharging cargo , the stabil.pontoon will be also some higher in
the water (see fig.1.2.2~).In order to disconnect the pontoon , first the bottom valves and the air valve
must be opened. When the waterlevel inside the pontoon is level with outside, the bootom valves can
be closed again (see fig. l.2.2d.).
By pumping some waterballast to the side of the pontoon, the connection pins can be taken out.
9. If the ship's draft is increased , e.g. by laoding cargo, the same procedure as in 8. has to be followed.
However in this case waterballast has to be pumped to the opposite side , to get the pins out.
1O.When the lifting wires are connected to take the pontoon out of the water, the bottom valves and the
air valves has to be opened. The stabil.pontoon has to be lifted slowly out of the water, to avoid too
much difference between the waterlevels inside- and outside the pontoon and consequently too much
force on the liftingwires (see fig. l.2.29.
11.During loading and discharging of cargo it must be regularly checked if the vertical position of the
pontoon has to be adjusted.
12.lf due to draft 1 stability problems the ship has to sail in the the port with the stabil.pontoon connected,
wires must be connected in longitudinal direction from the outside of the pontoon to the side of the
ship. Also if ship is moored in very strong current. (see also instructions per type of ship)
Nr.:
Section : 1.2
on Jumbo Ships
Page 3 of 3
date : 12-10-'99
colour marks on the 4 corners of the stability pontoon.
igure 1.2.3
Figure l.2.4a
ontlucht.kraantje dicht
initial position
airvalves closed ;
bottom valves open
pontoon immersing
\>\
1
/ \
1,'
1
11 1 1
W
m-
waterslot 1
/ \
,
X
\
Figure 1.2.4b
pontoon at draft
I I
working position
bottom valves closed
t schip tilt ponton uit water

Figure 1.2.4~
position after discharging cargo
I \ /
less draft
K
\ / \ ,
I \ / Figure l.2.4d
- -- " disconnecting position
- ,
/ '
%
/-\
/ \
\-
(after discharging)
before discharging waterlevel
inside 1 outside equal
(after loading)
see 1.2.2d
Figure 1.2.4f
/
\
pontoon is lifted out off water
- - Lifting slowly!
Ill l lil
Checklist loading Idischarging
Voyage no.: Port: Date:
Items to be checked Yes No NIA Remarks
a. Are actual dimensions of cargo in correspondence

with stowplan / loadplan
b. Discrepancies in weights
c. Discrepancies in position saddles / supports
d. Discrepancies in position of centres of gravity
Are the nominated shackles as per liftingplan suitable

for use(dia pidinside widthldimensions lifting eyesllugs)
Is actual outreach/lifting height in correspondence

with lift plan andlor calculations
Are local tides knowdchecked and taken in consideration
Is height of quay known/ measured
Is height of car0 above quay (saddles, transportation

means) known/ measured
Is Lifting height sufficient, taking above particulars into

consideration (ref. Items 3,4,5 &6).
In case items mentioned above gave reason for modification

recalculation of stow or liftplan, have these been applied
In case outreach is re-adjusted (item 3), is capacity of

derrick or crane still sufficient.
Does stability calculation give reason to use the

stabilizor gear.
Sufficient tank capacity for required Anti-heeling available.
Is vessel's ballast/ bunker / cargo situation fully prepared.
Have contents of tanks been checked on correct

quantity and listed in tank plan / sounding log.
Has draft been checked and corresponding with

(re)calculated diplacement.
Does rigged stabilizor pontoon draft allow for draft

increase / decrease due loading / discharging
File: #600
File:41313-ldcheck.xls Jumbo Management System
ecklist loading I discharging
Voyage no.: Port: Date:
Items to be checked Yes No NIA Remarks

16 Are valves (air1water) stabilizor pontoon closed ono
after rigging/ submerging pontoon to required draft
17 Are all securing andlor locking pins and devices of ono

stabilizor gear in place after rigging.
18 Are instructions in respect to pumping (ballasting anti-heeling)

and assignments arranged. 000
19 Have moorings of vessel1 lighters alongside and non
accomodation ladder been checked
20 Are ship's materials and equipment sufficiently secured ono

prior lifting.
21 Is lifting capacity of utilized gear (wires1shackles1cranes) still

sufficient. (taking the angles of lifting wires in consideration!) ono
22 Is lifting height capacity still sufficient in case liftinggear utilized
is amended1adjusted as per original lifting plan. nun
23 Are the connecting ends or splices of utilized grommets non
outside of hook(s) or shackels.
24 After tightening of lifting wires are runner wires checked for non
correct verical alignment fore and aft abeam.
25 Has alignment on drum, alarm devices, limit switches been nu0

checked prior to lifting.
6 Are remote control devices, control monitors (bridge, crane- nnn

cabin) and emergency switches1controls fully operational
27 Are lifting eyesllugs checked for deformation or visible cracks nu0

28 Are saddle lsupport connections properly fitted /tight. non
29 Loose gear onlin lift islare satisfactory secured for lift non
operation1 seavoyage
File: #600
File:.QI313-ldcheck.xls Jumbo Management System
Nr.:
Section : 1.2
on Jumbo Ships
Page 6 of 6
date : 12-10-'99
Figure l.2.5.a
stabil.pontoon as extra
anti-heeling weight.
CORRECT
Stabil.pontoon is filled more
than normal,
but connected at normal height.
Figure 1.2.5.b
WRONG
Stabil.pontoon is filled normal,
but connected higher than
i normal.
Stabil.pontoon comes out off

the water.
Nr.:
on Jumbo Ships Section : 1.2
Page 7 of 7
date : 12-10-'99
survey by captain according booklet "Maintenance and Survey of Stabiliser Equipment". "Remarks
on surveyed items" (App.1) and Statement of Survey" (App.11) .
"Anual Inspection of stabiliser equipment" in "Register of cargo gear"
year survey ; surveyor Bureau Veritas ; Lloyds Register ;.

copy of "Statement of survey" added to "Register of cargo gear" .
Nr.:
Section : 1.3
on Jumbo Ships
Page 1 of 1
date : 12-10-'99
Safety margin for stability lifting
stability moment > additional heeling moment :
Figure 1.3.1
of swinging load
JMS 4.1.1.3.1.G
Page 1 of 1
Guideline Date: 19-04-01
isitor Permission
1'
o Visited crewmember to report visitors forthwith to the captain or assigned substitute.
Crewmembers are not allowed to have visitors on board without permission from the captain or assigned
substitute.
o Visitors are not allowed on board if ship's operation(s) impede the safety of the visitor(s), as decided by the
captain.
o Visitors are not allowed onboard during a declared "Special heavy lift operation".
o Guests are only allowed to sail with the vessel after obtaining permission from:
1) Captain.
2) Manager P&O Department
6) Guests sailing with the vessel are obliged to accept and sign the Company's " Indemnity Declaration "
3 0
( Form Jsf 41 133).
(THIS NOTICE TO BE PLACED AT TWO PERMANENT POSITIONS AND ONE ALTERNATIVE POSITION ON
ADMITTANCE OF UNAUTHORISED PERSONS IS

STRICTLY PROHIBITED
FOR ADMISSION ONBOARD REPORT TO DUTY DECK OFFICER
File : N:\Nieuwe structuur rederij\JMS\001-JMS-manual\4.Voyage\Final\4113lg.doc

Jumbo Management System
JMS 4.l.l.3.2.G
Page 1 of 1
uideline Date: 19-04-01
-
f%Operations Visitors
1) Master to declare an operation "Special heavy lift operation" when:
a. A particular lift-operation to be carried out requires connected stabilizer gear in order to increase the vessels
stability.
b. Circumstances or factors involved during a particular lift-operation impede the safety of vessel and personnel.
Factors to be taken into account ( but not limited to ) are:
- Capsizing moment versus stability of vessel.

- Watertightness of vessel.
- Malfunction or limitations of involved equipment or gear.
- Weather conditions.
- Other conditions at Master's discretion.
2) The following visual and sound signals (on ships whistle and general alarm) are to be given in case a ship's
operation is declared a "Special heavy lift operation":
t
- Prior commencement:
- -- short, long, short rotating red lights activated.
- After completion:
--- short, short, short rotating red lights extinguished.
- During operation when vessel has to be abandoned due an emergency:

------- 7 X short - llong
(everybody to clear the vessel immediately, due imminent danger)
3) Only authorised persons allowed on board during declared "Special heavy lift operation".
Authorised persons are persons directly involved in the execution of the particular heavy lift (e.g. supervising
office personnel, stevedores, contracted personnel etc.).
Unauthorised persons are ordered to clear the vessel prior commencement of a declared "Special heavy lift
operation".
It is most important to explain to all concerned that during a declared "Special heavy lift operation", although all
precautions have been taken, there always remains a certain element of risk during the particular lift operation.
And so it is for own and vessel's interests to cooperate and comply with the necessary safety measures taken.
This to be explained by Master1Ch. Off. or Cargo Superintendent to visitors and other sub-contractor'semployees
on board.
4) During a declared "Special heavy lift operation" crewmembers and authorised persons involved in activities,
performance of duties or otherwise, to ensure ability to abandon the vessel forthwith from location in case such
becomes necessary and indicated by the appropriate alarms/signals.
5) "Special heavy lift operation" - drills to be practised regularly in order to familiarise shipboard personnel
with the sound signals and implications thereof.
File : N:\Nieuwe structuur rederij\JMS\001-JMS-manual\4.Voyage\Final\41132g.doc

Nr.:
on Jumbo Ships Section : 2
Page 1 of 1
date : 12-10-'99
i
Check safety of lifted cargo
2.1. stability of lifted (free hanging) cargo
2.2. forces in slings / grommets / shackles1 lifting lugs / etc.
Similar to the ship's stability there are

2.1 .l. initial-stability
2.1.2. stability-moment
-% 2.1.3 stabiiitys-range
J
. lNlTlA TABILIm must be positive i.e. the cargo has a righting moment when turned over a
2.1 .lthe
small angle. This requires the c.0.g. of the cargo to be inside triangle AHB , see figure 2.1 .l
disturbing moment
from outside
negative initial stability:

the load will not come upright
anymore !
Figure 2.1. -l
Nr.:
Section : 2
on Jumbo Ships
Page 2 of 2
date : 12-10-'99
.l2 the STABILITY MOMENT ; the uprighting moment [ton-meter] due to the cargo
at a given heeling angle. see fig. 2.1.2.
figure 2.1.2
STABIL.MOM. at angle a is G X a
disturbing moment
from outside
The stabilitys moment can be calculated as following ; (see fig. 2.1.3):
Stab.mom. = G X h sina - G X v sinp = G X (h-v) X sina

this is valid till angle P
Conclusion:
The stab. moment is positive and so is the initial stability if : h > v

or in other words if the c.0.g. of the cargo is inside the triangle AHB .
for angles larger than P the following applies :
Stab.mom. = G X b cosa - G X v sina = G X (b cosa - v sina)
Figure 2. l.3
Page 3 of 3
date : 12-10-'99
2.1.3. the STABlLl GE represents the angle, where the stability moment is positive. This should
be minimal abt. 10 degr. ; see fig. 2.1.4
Figure 2.1.4
large stabil. range small stabil. range
The stability range : till angle where the stability moment becomes zero ;
in other words : when line of force F coincides with line through points GA, or :
stabil. range = a,, = arc tg (B1 1 vcg.) see fig.2.1.5
B1 should be smaller or equal to B2 .
Figure 2.1.5
Page 4 of 4
date : 12-10-'99
),
BEAM.
If a spreader- or lifting beam is used as in fig.2.2.1a , we have not only to concider the stability triangle
AHB. If the cargo will get a list by a disturbing moment from outside , also the spreader- or liftingbeam will
turn independent from the cargo.
The center line of the beam and the cargo will not be in line any more (see fig.2.2.1 b) .
Point G will not stay at a fixed position in triangle AHB .
If however we assume the points D en E to be replaced to D' en E' , point G will stay at a fixed position in
triangle A'H'B'. and we can apply the theory mention before to triangle A'H'B' and point G .
If a spreader- or lifting beam is used (as in fig.2.2.1) the vertical wires D-D' en E-E' do not contribute to the
stability and must be ingnored for judging the lifting stability .
the stability of a lifiing systeem always must be checked in two directions . (see fig.2.2.2).
, F
i
Figure 2.2.2
in this plane lifting syst. in this plane lifting syst

is stabile is NOT stable
Nr.:
on Jumbo Ships
Section : 2
Page 5 of 5
date : 12-10-'99
igure 2.2.1
Section : 2
on Jumbo Ships
Page 6 of 6
date : 12-10-'99
Some examples are given in figure 2.2.3 , where the lifting systems left are not stable, and at the right side
are stable.
Figure 2.2.3
NOT stabile Stabile lifts

Page 7 of 7
date : 12-10-'99
A free hanging load will always tend to hang right under the suspension point (top of the derrick).
If the the c.0.g. is not exact in the centre, the cargo will not hang level. (see fig. 2.3.1)
Figure 2.3.1
The right length of lifting grommets can be determined by : (see ook fig. 2.3.2) :
Figure 2.3.2
Heavy Cargo Handling Nr.:
Page 8 of 8
date : 12-10-'99
If the actual c.0.g. of the cargo is not as calculated the actual c.0.g. can be calculated from the following
formula : (see also fig. 2.3.4)
shiftinging of t.c.g. = d X (h- vcg.) 1 B
Figure 2.3.4
When using a single lift spreader beam while c.0.g. is not in the middle, the beam will be
not level before fixing to the cargo. A counterweight could be used.
Figure 2.3.5
total spreader
c.0.g.
counter-
weight
Nr.:
Section : 2
on Jumbo Ships
Page 9 of 9
date : 12-10-'99
Figure 2.4.1
example :
Figure 2.4.2
Nr.:
Section : 2
on Jumbo Ships
Page 10 of 10
date : 12-10-'99
Distribution of lifting forces when c.0.g. is not in the middle of lifting positions.
(see figure 2.4.3)
Figure 2.4.3
-@JUMBO*
A A
A
on Jumbo Ships
AM.
The forces are depending on the type of spreader beam used.

Nr.:
Section : 2
Page 13 of 13
date : 12-10-'99
In principal there are 2 kinds of spreaders :
.6.1. see fig.2.6.1
Figure 2.61 I
2.6.2. SPREAD R TlNGWlRES ARE NOT FlXE
Figure 26.2
see ook
fig.2.6.3
Nr.:
Section : 2
on Jumbo Ships
Page l 5 o f 15
date : 12-10-'99
OF SPREADE
- max. allowable forces on liftinglugs

- Angle of wires ; check for bending moment
- max. allowable compression in spreaderbeam
Figure 2.6.4
JMS 4.5.3.2.D
Document Page 1 of 12
Lifting & Lashing Gear Date: 05-01-01
Page 1 List of Contents
Page 2 Identification of Loose lifting accessories - colour code ; equipment nr. ; cert. nr.
Page 3 Calculation of Safe Working Load (SWL)
Page 4 Calculation of breakingstrength of lifting grommets
Page 5 Construction and particulars of standard grommets
Page 6 Curve of Safety factor
Page 7 Testing of Loose lifting Accessories
Page 8 & 9 Dimensions+ Weights of Lifting Shackles
Page 10 Standard lashing 10 t SWL
Page 1l Standard Lashing eye
Page 12 Vendor requirements of lifting grommets
File: N:\Nieuwe structuur rederijWMS\001-JMS-manual\4.Voyage\FinalM532d.doc

Lifting & Lashing Gear Date: 05-01-01
The SWL and working length of grommets and slings are indicated by painted color codes on the
wires as given below. The color codes for the SWL of shackles is the same as for the grommets 1
slings.
Colour code Colour code

Safe Workinn Load
25 m - orange 250 t - orange

20 m - yellow 200 t - yellow
15 m - blue 175 t - blue
10 m - white 150 t - white
5m - grey 125t - grey
2.5 m - green 100t - green
Im - orange 85 t - brown*
75t - orange
50 t - yellow
35 t - black*
25 t - blue
15t - white
10 t - grey
5t - green
* = not standard
All lifting accessories are clearly marked with an identification nr.

For all lifting grommets - slings and shackles this identification nr. exists of the certificate nr.
For all other lifting accessories (spreaders ; liftingbeams ; polyester belts ; triangle-plates ; etc.) this
identification nr. exists of the equipment nr.
File: N:\Nieuwe structuur rederijUMS\001-JMS-manual\4.Voyage\FinalM532d.doc

l - l
JMS 4.5.3.2.D
ing & Lashing Gear Date: 05-01-01
1 - LIFTING GROMMETS 1 SLINGS:
The Safe Working Load (SWL) of a grommet or sling can be calculated according the
following formula:
Br. g
SWL = in which is: Br.g. = breaking strength of grommet or sling
Sf Sf = safety factor
The safety factor (Sf) is depending on the Safe Working Load of the grommet or sling (SWL):
For S.W.L. upto 25 t : Sf = 5.000

For S.W.L. between 25 t -180 t : Sf = 5.2688 - 0.01075 x S.W.L.
For S.W.L. over 180 t : Sf = 3.333
2 - STANDARD LASHING MATERIAL:
Safety factor (Sf) = 4 : SWL = breakinnstrennth

4
3 - LIFTING BEAMS:
If the lifting capacity is :
upto 20 t SWL : SWL = roofl load

l.25
from 20 t to 50 t SWL : SWL = proofload - 5t
over 50 t SWL : SWL = roofl load

1.10
4 - LIFTING SHACKLES:
The Safe Working Load of each lifting shackle mentioned in this booklet is given in a
certificate approved by the International Labour Organisation.
All above mentioned safe working loads are in accordance with the Dutch Dock Labour
Inspection requirements.
File: N:\Nieuwe structuur rederij\JMS\001-JMS-manua1\4.Voyage\Final\4532d.doc

JMS 4.5.3.2.D
Document Page 4 of l 2
I A AT! A F N OMM
The breakingstrength of a lifting grommet can be calculated according the following formula:
In which is:
Br.g = breakingstrength of grommet

Br.w. = breakingstrength of a wire rope
6 = number of wire ropes in a cross-section of the grommet
0.75 = strength reduction factor for a wire bended over a small radius
0.85 = strength reduction factor due to the construction of a grommet
diameter arommet
Example:
The theoretical breakingstrength of a grommet made of 40 ts breakingload wire rope is:
It should be noted that all dimensions in this booklet are given in metric units, unless
otherwise noted.
'"i
File: N:\Nieuwe structuur rederijWMS\001-JMS-manual\4.Voyage\Final\4532d.doc

JMS 4.5.3.2.D
ifting & Lashing Gear Date: 05-01-01
i
1 A OMM
Standard SWL :200 / 150 / 120 / 100 / 50 / 25 [ts]
Length by preference :25 / 15 / 10 / 5 / 2.5 [mtr]
Construction of wire rope : 6 X 36 WS. + IWRC. (galvanised)

(For all grommets) : 6 strands
: 36 wires warrington-Seal)
: Independent wire rope core galvanised)
: Tensile strength 1960 N/mm 1
: According DIN 3064
Particulars of arommets:
C l
200 t SWL : diameter of grommet : 108 mm
Sf = 3.33 diameter of wire rope : 36mm
breakingload of wire rope : 91.467 t
th. br. strength of grommet : 699.722 t
weight : 76 kglm
l50 t SWL : diameter of grommet : 96mm

breakingload of wire rope : 72.195t
weight : 60 kglm
120 t SWL : diameter of grommet : 90mm

weight : 53 kglm
: diameter of grommet : 84mm

diameter of wire rope : 28mm
weight : 46 kglm

weight : 28 kglm

weight : 15 kglm

0 25 50 75 100 125 150 180 200
SWL [t]
- Br.g. [t] CURVE IS IN ACCORDANCE WITH THE DUTCH

DOCK LABOUR INSPECTION REQUIREMENTS
JMS 4.5.3.2.D
ifiing & Lashing Gear Date: 05-01-01
SHACKLES
Every 12 % year lifting shackles> swl 12T to be tested+ certified .,test to be carried out by Lloyd's or a
competent person.
TESTING
SWL PROOFLOAD
0.3 t to 25t twice the SWL

35 t 65 t
40 t 70 t
50 t 85 t
63 t 97 t
75 t 115t
80 t 120 t
100 t 145 t
120 t l70t
l50 t 200 t
180 t and above 240 t or 1.33 X SWL
LLOYDS TEST CERTIFICATE To be supplied in duplicate.
LIFTING CHAINS-PLATES-HOOKS
Every 12 % years this miscellaneous-gearto be tested + certified
LIFTING WIRESISLINGS (STEEL)
A. Lifting wireslslings have to be visually inspected by a ship's officer each time before
usage.
B. Lifting wireslslings I 1Omtrs and age 2 12 % years have to be replaced.
C. Lifting wireslslings > 1Omtrs and age > l 2 % years to K.S.C. for inspectionlcertificate
LIFTING BEAMS
Beams 5 yearly to be deye-checked and every 10 years to be loadtested by Classification society

Company beams ("floating" beams) to be supplied with maintenance & survey record.
File: N:\Nieuwe structuur rederii\JMS\001-JMS-manual\4.Voyage\Final\4532d.doc

JMS 4.5.3.2.D
Lifting & Lashing Gear Date: 05-07 -01
I Size Specifications
Dimensionslweinhts of Shackles tvpes:
1) Crosby: Alloy Bolttype Anchor shackle

SWL'S 55-85-175-200-250 T
AD
Dia. Bow 1
Pin Dia.
2) Crosby: Alloy Shackle "Wide Body"
SWL's 125 T
3) Crosby: Bolt type Anchor Shackle

SWL'S 17-25-35T
E Inside Length
4) Greenpin: Super Green Pin
SWL's 110 -140 T (Upgraded since 2000)
G Outside Width 5) Greenpin: Standard Anchor

SWL'S 1 7 - 2 5 - 5 5 - 8 5 - 120T
P
J
Overall Len th Pin
Overall Length
6) Greenpin: Standard Chain
SWL's17-25-55-85-120T
7) Greenpin: Heavy Duty Anchor

K Width of Bow 7
SWL'S l50 - 200 250T -
IL I Dia Bow 2
1
File: N:\Nieuwe structuur rederij\JMS\001-JMS-manual\4.Voyage\Final\4532d.doc

JMS 4.5.3.2.D
"Noted dimensions of shackles onboard in deviation from those specified(within the given tolerances) to
be specified and notified thru the "Lifting /Lashing Modification" Form Jsf- 45302 A.S.A.P. please.
File: N:\Nieuwe structuur rederij\JMS\001-JMS-manua1\4.Voyage\Fina1\4532d.doc
JMS 4.5.3.2.D
Shackle-Crosby G-209- I 1.5 Ts SWL
Grommet-022mm- I 0 Ts SWL
Shackle -Crosby G-209- I 1.5 Ts SWL

-
18''- I Z T S S W L
Shackle
/ Crosby G-209- I 1.5 Ts SWL
Standard lashing plate I 0 Ts SWL

(See also detall)
/ STANDARD LASHINGPLATC
Notes: - Safety Factor for all lashlng materlal is 4

- Loads ~nMetrlc Tons , dlms. ~nmm unless otherw.noted
Mod I Revtred by
Drawlngno:
Shp I
Subien STANDARD 10T SWL LASHING
SBNDARD LASHINGPLATE - --
Loadmg l Discharging I Relatedfile:
The ronfenfr a1 lhls drawlog are property of Jumbo m d may not be brought to the hmdedge m t h t r d p a i l m 10 or#g#nal
nor by reprodvrl#an of parts or whole
2 I 7 I 1
File: N:\Nieuwe structuur rederij\JMS\001-JMS-manual\4.Voyage\Final\4532d.doc

JMS 4.5.3.2.D
Document Page I 1 of 12
Liffing & Lashing Gear Date: 05-01-01

JMS 4.5.3.2.D
B 0 order particulars
1.1. Safe Working Load (=SWL)
1.2. Type and construction of wire rope
1.3. Working Length (=WL), tolerance between k 25 mm
1.4. Colour code as per JUMBO standard
1.5. Splice to be indicated by red markings.
1.6. Permanent label to be attached nearby splice.
1.7. Label should mention SWL, WL and certificate number.
Note: grommet to be made at such a length that grommet has Working Length (=WL) at
Safe Working Load (=SWL).
2. Vendor to supply certificate.
Following items to be mentioned on certificate:
2.1. Name & address of manufacturer or supplier of rope

2.2. Grommet particulars:
2.2.1. Size of rope in [mm], state whether diameter or circumference
2.2.2. Number of strands
2.2.3. Number of wires per strand
2.2.4. Lay
2.3. Tensile strength of wire [ ~ / m m ~ ]
2.4. Test data
2.4.1. Date of test of sample rope
2.4.2. Load at which this sample broke
2.4.3. Measured length of a grommet subjected to Safe Working Load.
2.4.3.1 . Load grommet between two pulleys
2.4.3.2. Dimension pulley is equal to diameter grommet
2.4.3.3. Measure distance between outside pulley and outside pulley (=WL)
2.5. Location of "splice" to be at quarter of working length (between the two pulleys) at test situation.
2.6. Name and address of public service, association, company, firm or person making the test.
2.7. Position in public service, association, company, firm named above of person who made the test.
Diameter pulley
File: N:\Nieuwe structuur rederijUMS\001-JMS-manual\4.Voyage\Final\4532d.doc

Nr.:
eavy Cargo Handling
Contents
date :
llth
Oct. 2001
09.00h- 12.00h Sec tion-1 Stability

- stabiliser pontoon
during lifting
sailing
1 2 Oct.
~ ~ 2001
09.00h- 12.00h ection-3 eafastening
by : Greg Smit
Manager Engineering dept.
Nr.:
Section : 3
on Jumbo Ships Page 1
date : 12-01-'g8
This section of the Manual "Heavy Cargo Handling on JUMBO Ships" is also used as the "Cargo Securing
Manual" (CSM) required according the 1994 amendments to the International Convention for the Safety of
Life at Sea, 1974 (SOLAS) V115 and V1115 and is in an approved form in accordance with the Guidelines
for the Preparation of the Cargo Securing Manual, MSCICirc.745.
The CSM of m.v."Fairmast" was used as an example, so some pages are related specifically to this ship.
File: \\KAHN-PDC\Engineering\JMS\HandbkLL\Handb22a.doc
Rev. Revised Description of Revision 1 Rev. Name /
NR. Chapter lpages Date
1 Ch1.4 Handl. Safety Instr. added 12-01-'g8
Ch1.S Renumbered
Ch2.3 2 example sheets : "m.v.Fairmasf deleted
Ch3.4 Windload added
Ch4.2 Windioad
Ch4.3 Friction
Ch6.7 3 sheets example calcs. revised
all pages Renumbered
Nr.:
Manuai Heavy Cargo Handling
on J u m b o Ships Section :3 Cont.
Page : l
date : 12-01-'g8
1
"Manual "Heavy Cargo Handling on JUMBO Ships"
L"
ectio Cargo Securing Manual
Chapter
List of Revisions
General information "GARGO SECURING MANUAL"
1.1. Definitions
1.2. Documents used preparing this Cargo Securing Manual (CSM)
1.3. General
1.4. Handling and Safety instructions
1S. Ship's particulars
General Arrangement *ship related info
Data sheet General Particulars *ship related info
Securing devices used on Jumbo ships

2. l. Secification of Standard JUMBO lashings lot SWL
Standard lashing IOt SWL (type-2)
Lashing eye lot SWL
Lashing chain
Lashing shackle
Standard lashingplate type- l
2.2. Examples of standard welded seafstenings used by JUMBO
Standard seafastening type B
Standard seafastening type F
Standard seafastening type H
Standard seafastening type L1
Standard seafastening type M
Clip plate
2.3. Inspection and maintenace
Lashing material on board
Inspection report lashing material on board
Forces acting on the cargo due to ship motions

3.1. Introduction ship motions
3.2. Static forces
3.3. Dynamic forces
3.4. Assumed forces for calculations
Calculation of forces on the cargo

4.1. Mass forces
4.2. Wind forces
4.3. Friction forces cargo / deck
4.4. Force by sea sloshing
File: \\KAHN-PDCEngineeringUMS\HandbkLL\HandbZZ.doc
Nr.:
on Jumbo Ships Section :3 Cont.
Page : 2
date : 12-01-'g8
l
Chapter
5. Calculation of forces on lashings
5.1. Forces // to deck
5.2. Uplift forces
Standard Calculationsheet for Seafastenings and Uplifi sheet I
Standard Calculationsheet for Seafastenings and Up18 sheet 2
5.3. Use of welded lashingplates
6. Calculation of forces on seafastenings

6.1. lnfuence of c.0.g. cargo on distribution of the forces
6.2. Shear force
6.3. Bending moment
6.4. Compression stress
6.5. Uplift clips
6.6. Allowable stresses
6.7. Example calculations
Standard Calculationsheetfor seafastenings CSM example-l
CSM example-2
CSM example3
7. Stowage / lashing of standard cargo / containers
8. ~ e c loads
k
9. -
Survey Inspection of lashings / seafastenings
Fiie: \\KAHN_PDC\Engineering\JMS\HandbkLL\HandbZ2doc
eavy Cargo Handling Nr.:
Section : 3 -1
on Jumbo Ships
Page : l
date : 12-01-'98
"Cargo Units" means vehicles (road vehicles, roll trailers, etc.), railway wagons, containers, flats, pallets, portable
tanks, intermediate bulk containers (IBC), packaged units, unit loads, other cargo carrying units such as shipping
cassettes, cargo entities such as steel coils and heavy cargo items such as locomotives and transformers. Loading
equipment, or any part thereof, transported on the ship, but which is not permanently fixed to the ship, is also
considered as cargo units.
"Cargo Securing Devices" is all fixed and portable devices used to secure and support Cargo Units.
"Maximum Securing Load" (MSL) is a term used to define the allowable load capacity for a device used to secure
cargo to a ship. "Safe Working Load" (SWL) may be substituted for MSL for securing purposes, provided this is
equal to or exceeds the strength defined by MSL. In the JUMBO manuals only SWL is used.
"Standardized Cargo" means cargo for which the ship is provided with an approved securing system based upon
'
cargo units of specific types.
"Semi-standardized Cargon 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 which requires individual stowage and securing arrangements. This is the
type of cargo normally shipped by JUMBO.
I.S.Documents used reparing this Cargo Securing Manual (CSM)

e MSCICirc. 745, Guidelines for the Preparation of the Cargo Securing Manual
0 Code of Safe Practice for Cargo Stowage and Securing (CSS Code)
Information from the shipyard for the fixed cargo securing devices
e Manual "Lifting I Lashing equipment on board"
that due to the specia haracter of the heavy4

JUMBO ships , the lashing and securing for the heavy cargo is calculated and designed for eac
cargo item separately by JUMBO'S Engineering Department.
The information / instructions for lashing / securing are supplied by the Engineering Department
to the ships in the form of calculation sheets ;drawings or a "SHIPPING MANUAL".
ormally a cargo superintendent is attending the loading / discharging operatio
superintendent is always instructed by the Engineering Department about lashi
efore the loadi bt I questions abou
superintenden st always consult the
course "Heavy cargo ships" is given on a regular base for
ters and deck-officers of JUMBO Navigation.
curing Manual" is part of
r this course. '
File: \\KAHN-PDC\Engineering\JMS\HandbkLL\Handb22.doc
Nr.:
Section : 3 -1
on Jumbo Skips
Page : 2
date : 12-01-'98
1.3.2.The information contained in this Cargo Securing Manual, required in accordance with the l994
amendments to the lnternational Convention for the Safety of Life at Sea, 1974 (SOLAS) V115 and V1115, is
in an approved form in accordance with the Guidelines for the Preparation of the Cargo Securing Manuaf,
MSCICirc.745.
l.3.3.The purpose of this manual is to provide guidance to the Master and crew on board the vessel with
respect to the proper stowage and securing of cargo units.
1.3.4.H is the Masters responsibility to ensure that cargo units (as defined in MSClCirc.745) are at all
times stowed and secured in an efficient manner, taking into account the prevailing conditions and the
general principals of safe stowage set out in this ~ a f l u aandlor
l the "SHIPPING MANUAL" for that voyage
andlor instructions from the Engineering Department.
1.3.5.This Manual should be kept on board the vessel for inspection by PortIFlag State inspectors and
Classification Society Surveyors.
l.3.6.This manual has been approved by the Dutch Shipping Inspectorate on behalf of the Government of
The Netherlands.
1.3.7.The information contained in or appended to this manual will be regularly reviewed and updated.
1.3.8.The guidance given herein or in the "SHIPPING MANUAL" or in the instructions from the
Engineering Department should by no means rule out the principles of good seamanship, neither can they
replace experience in stowage and securing practice.
1.3.9.The information and requirements set forth in this Manual are consistent with the requirements of
the vessel's trim and stability booklet, lnternational Load Line Certificate (1966),the hull strength loading
manual (if provided) and with the requirements of the International Maritime Dangerous Goods (IMDG)
Code (if applicable).
1.3.10.This Cargo Securing Manual specifies arrangements and cargo securing devices provided on
board the ship for the correct application to and the securing of cargo units based on transverse,
longitudinal and vertical forces which may arise during adverse weather and sea conditions.
1.3.1 1.lt is imperative to the safety of the ship and the protection of the cargo and personnel that the
securing of the cargo is carried out properly and that only appropriate securing points or fittings should be
used for cargo securing.
l.3.12.Alternative cargo securing devices introduced should not have less strength than the equipment
which it replaces.
l.3.13.lnformation on the strength and instructions for the use and maintenance of each specific type of
cargo securing device, where applicable, is provided in this manual. The cargo securing devices should
be maintained in a satisfactory condition. Items worn or damaged to such an extent that their quality is
impaired should be replaced.
File: \\KAHN_PDC\EngineeringWMS\HandbkLLWandb22..doc
Section : 3 -1
on Jumbo Skips
Page : 3
date : 12-01-'98
ling and Safety Instructions fo I securing cargo

1.4.1.The cargo should be stowed and secured in such a way that the ship and persons on board are not
put in risk , so all emergency escape routes including doors ; hatches ; etc. must be
kept clear. Also the accessibility and proper working of fire-extinguishers ; lifeboats ; rafts ;
etc. must be taken into consideration.
1.4.2.Before starting cutting 1 welding lashingplates or seafstenings the following should be checked:
e Is a "hot-work" permit for cutting /welding required at the berth where the ship is moored?
e Is there no fuel tank below / behind the deck or plating on which is going to be welded?
a 4s adequate fire figting equipment available
Are openings / gaps between hatchcovers etc. covered by fire-blankets or other adequate means?
e IS cargo protected against cutting 1 welding sparks?
If sub-contractors are used on board for cutting 1 welding, are they instructed 1 checken on safety
procedures by the ship's officers?
I
I
1.4.3.Attention should be paid to preliminary lashing of heavy cargo before starting to load the next heavy
piece. (possible heeling / trim should be considered when lifting / loading heavy cargo)
l.4.4.ln all cases, improper stowage and securing of cargo will be potentially hazardous to the securing of
other cargo and to the ship and persons on board.
l.4.5.Personnel planning and supervising the stowage and securing should have sound practical
knowledge of the application and content of the Cargo Securing Manual.
l.4.6.lf applicable the lashinggang must be well instructed.
1.4.7.lf there is any doubt about the proper lashing 1 seafstening, the capatain or cargo superintendent
must contact the Operations- or Engineering department in Rotterdam.
l.4.8.Suitable personal protective equipment (e.g. hard hat, protective boots, safety glasses) should be
worn by the ship's personnel applicable to the situation 1 type of work.
1.4.9.The safe stowage and securing of the cargo depends on proper planning, execution and
supervision.
1.4.10.Lashings and seafastenings are to be checked carefully during the voyage by the captain or
officers on a regular base. Notes to be made in the ship's log-book.
1.4.1l.Some cargoes have the tendency to deform or to compact themselves during the voyage, which
will result in a slackening of their securing devices. Slack in lashings is a hazardous situation.
1.4.12.Suitable precautions, such as the use of chafing pieces should be taken to prevent lashingwires
from being damaged by the sharp edges of loads.
1.4.13.Any securing and unsecuring of cargo units should only be carried out in port (safely alongside or
at anchor).
1-4.14.The securing arrangements should be of the required breaking Safe Working Load.
1.4.15.Those areas of the ship being used for loading or unloading shall be adequately and properly
illuminated. Lighting facilities should be properly maintained.
1.4.16.Litter and loose objects should not be left lying around. Wires, chains and ropes should be stored
properly.
1.4.17.Shipboard lashing and securing arrangements for deck cargo may call for special measures to
ensure safe access.
1.4.18.Eyes, shackles and lashing wires must be correctly in line.
1.4.19.Where a cargo unit holds dangerous goods (packaged or solid bulk) the requirements contained in
the Handboek Gevaarlijke Stoffen (HGS)/IMDG Code and Handboek Gestorte Ladingen (HGL)/BC Code
should be followed.
1.4.20.Also the (safety-) instructions mentioned in the other se~tionsof the Manual "Heavy Cargo
Handling on JUMBO Ships" and the "General Instructions" should be taken into consideration.
File: \\KAHN-PDC\Engineering\JMS\HandbkLL\HandbZ2.doc
Section : 3 -1
on Jumbo Ships
Page : 4
date : 12-01-'98
On the next 2 pages a "General Arrangemenr and a data sheet "General Particulars" are given.
Nr.:
Section : 3-2
on Jumbo Skips
Page : l
date : 1261-'g8
On board the Jumbo ships the following securing devices are used :
a Standard l o t SWL lashings , which can be connected to the ship's structure by :

fixed standard lashing eyes type E-8 (D-ring)
e welded lashing eyeplates
Welded seafstenings
The Standard Lashing consists of the following members (from deck to cargo):
(r standard lashing eye type E-8 (D-ring) or welded lashing eyeplate type-2 ;lot SWL
e Shackle Crosby type G-209 ; I 1.5t SWL
Turnbuckle Crosby type G-226 ; 1Wx18" ; 12t SWL
Shackle Crosby type G-209 ; 11.5%SWL
e -
Chain grade 80 ( l m 1.5m) ; 20t SWL
Shackle Crosby type G-209 ; 11.5t SWL
e Grommet wire 22mm (2.5m ; 5m ; lOm ; 15m) ; lOt SWL
Shackle Crosby type G-209 ; 11.5t SWL
The details of the l o t SWL lashing are given on the next pages.
The numbers ; types ; certificate nrs. ; etc. are given in the "Lifting / Lashing Book" , which is kept onboard
of every Jumbo ship.
A standard computer calculation sheet is used to calculate the required number of lashings. This
calculation sheet is also available in the computer on board the JUMBO ships.
The minimum Safety Factor used by JUMBO for all lashing equipment is 4.
File: S:\JMS\HandbkLL\Handb22.doc
Shackle-Crosby G-209- l 1.5 Ts 5WL
(Several lengths: 2.5- 5- l 0 mtr)
Shackle -Crosby G-209- I 1 .5 Ts SWL
Shackle
Crosby G-2 2 6 d ~ m .I I/,'' X 18"- 1 2 Ts SWL
(See also deta~l)

STANDARD LASHINGPLATE
Notes: - Safety Factor for all lashing mater~al154

- Loads In M e t r ~ cTons , dms. In mm unless otherw.noted
1
Phone: +31 104134630. Fa%+31104334

I Dimensions in m m
TYPE: L
(mm)
H Breaking
load (KN)
weight '
(mm) (-~g)
E8 130 58 490 7,5

'-. J
TYPE E8 LL-003 A
dim ensions in mm
JUBJECT: 1 DRAWING NR.:

LASHING CHAIN GRADE 80 -201s SW&
I 850
TYPE : SCREW PIN ANCHOR SHACKLE CROSBY G209
NOTE:
DIMENSIONS IN MM.
MATERIAL FE 360
iUBJECT: DRAWING NR.: I Mod.

STANDARD LASHING PLATES TYPE 1 LL-017
'---
-'"--
Manual Heavy r - m
1 Section : 3-2 1
on J u m b o amps
Page : 2
date : 12-01-'g8
Due to the individual character of the (heavy-) cargo shipped by JUMBO ships , it is not possible to give a
standard system for seafastening.
All seafastenings are calculated and designed by JUMBO'S own Engineering Department , depending on
the specific requirements of the cargo.
Some examples of standard type seafastenings used by JUMBO are given on the next pages.
a B-type seafastening : HEA-300 beam with headplates

The advantage of this type is that the relatively large bearing surface to the cargo. The bending moment
intoduced to the ship's deck is higher than the L-type and consequently more welding is required.
e F-type seafastening : HE,4-300 beams with headplates

This type is only to be used if strictly required by the cargo , since the bending moment intoduced to
the ship's deck is very high and consequently much welding is required.
e H-type seafastening : angle bar

This type is used when perpendicular to the anglebar some flexibility is required (e.g. due to deflection of
hatchcovers ; etc.).
a L-type seafastening : flatbars lOOx20mm

Used as shear stopper. The advantage of this type is that there is mainly a shear force on the welds and
deck and a minimal bending moment is intoduced to the ship's deck.
There are 4 possible configurations depending on the required capacity :
e Ll-type
e 12-type
e L3-type
0 L4-type
M-type seafastening : HEA-300 beams , 2 high ; with headplates

ame use as B-type , only more impact hight so more bending moment and welding required.
e Clip seafastening : 2 plates welded together

Used against uplift.
A standard computer calculation sheet is used to calculate dimensions and welds of the seafastenings.
This calculation sheet is also available in the computer on board the JUMBO ships.
File: S:\JMS\HandbkLL\Handb22doc
steel date 290x290~16
ship's deck
SIDEYIEW .
TOP-VIEW
welding
4a
note: by p r e f e r e n c e L1= 500 or 1000
dimensions in mm
jU8JECT
-
I DRAWING NR.:
STANDARD SEAFASTENING TYPE F- I
shb's deck
1
. -- . - weldina lenclth L 2 .
' .
. -.-
_ . /.. .
.
i.. - . .
- .
...
deck
. . dimensions h mm
.
STANDARD SEAFASTENING TYPE "H " . - .
-' l
ptack weld
2
WELDING ONLY AFTER
FITTING ON BOARD
TO BE MADE .. X
dimensions in mm.
=%h
,$-O JUMBO NAVIGATION N.V. I DAE
SUBJECT: DRAWING NR.: I Mod.:
STANDARD SEAFASTENING TYPE 'LI LL- 012
L- tack weld
WELDING ONLY AFTER

FITTING ON BOARD
TO BE MADE .. x
dimensions in m m .
rh\$ =@ JUMBO NAVIGATION N.V. I DATE:

. . DRAWING NR.: [ Mod.:
SUBJECT:
STANDARD SEAFASTENING TYPE 'L2' LL-013
TOPVIEW
0
CV'
,tack weld
WELDING ONLY AFTER

FITTING ON BOARD
TO BE MADE .. X
, .
dimensions in mm.
JUMBO NAVIGATION N.V.
I Mod.
SUBJECT:
STANDARD SEAFASTENING TYPE 'LS' l DRAWING NR.:
LL-014
l
l
-d
S
P
-b
al
-ba
--
5
a
U
E
0"
-g
-S
C
ii
.S
-0b
a
e
-
g
m
U
-P
a
X
--
a
s
0
2
P
e
0
-
a
0
C
a
E
-0
0
i
VI
a
m WELDING ONLY AFTER
S FITTING ON BOARD
8
m
C
a
a
S
VI
0
0
-:
ka
i . TO BE MADE .. X
a
01
5
-
m
.-m
0
+i
m
5
h
0
m
e
c
U
dimensions in mm.
C
::
iU
r
S
F1 F2 L H t WI ~3 number of
plates
(T) ( T) (mm) (mm) (mm) (mm) (mm) (mm) t o b e made
. .
DATE: 12-02-'98
UBJECT:
STANDARD CLIP- SEAFASTENING TYPE-C 1 DRAWING NR.:
LL-008
IMO~.
Regular inspections and maintenance are carried out under the responsibility of the master. Cargo securing device
inspections as a minimum should include:
Routine visual examinations of components being utilised:
All fixed eyeplates for cargo securing are to be examined for damage, immediately after use, and any necessary
repairs and checking as appropriate carried out prior to re-use. This examination should be particularly stringent
following heavy weather passages. -..
All portable securing devices are to be examined after use prior to their being reused, such equipment shall be kept
isolated from equipment which has been inspected and is ready for use.
All portable securing devices shall be further examined and greased as necessary at min. 6 monthly intervals.
The results of the examination such as actual amounts of lashing material and amounts of damagedlcondemned
material shall be given in the standard forms for "Liiing 1 Lashing equipment" as per instructions for filing I
maintaining the book "Lifting ILashing material on board m.v ."..."", which is on board of each JUMBO ship.
Example forms are given on the next 2 pages.
Each device should be checked for damage and wear which could affect the ability of the device to adequately and
safely perform its designated function or which could lead to physical injury of persons handling devices. Devices
should also be examined prior to being used for a particular purpose to determine that they are suitable for that
purpose, with regard to both strength and efficacy.
Eye plates, D-rings,lashings lugs

These devices should be inspected in way of the welds connecting them to the ship's structure and any fractures or
tearing should be gouged out and rewelded. The structure to which the device is attached (whether deck, tank top,
hatch cover, bulkhead, webframe, stanchion, stay, bulwark or deckhead) should be examined for deformation andlor
fractures and if any are found the structure is to be repaired by the most appropriate method.
The material of the device should be examined for excess wear andlor fractures and if any are found the device
should be replaced with one of at least the same strength. Welding of the device to the structure should be carried
out by approved personnel in accordance with appropriate welding practice.
Turnbuckles
These devices should be inspected for excessive wear, deformation andlor fractures and if any are found the device
should be rejected. The threaded section of the eye-bolts should be examined for damage to the screw-threads or
'cross-threading' and should be adequately greased and free from corrosion. The eye should be examined for
excessive wear andlor fractures and, if any are found, the device should be rejected.
Lashing grommets and wire rope to be used for lashing purposes should be examined for permanent kinks,
flattening, corrosion, drying out of the fibre core and protrusion of the fibre core. Any wire found with serious defects
like this should be rejected.
Lashings used on cargo units should be regularly checked and re-tightened.
File: S:WMSWandbkLL\Handb22.doc
Form JSF45301 / 23-08-00
bashing Gear Bnventory page 8 of 9
Greenpin type G4161 1800

Crosby type G-210
Crosby type G-2130
Length lmtr
Length 2.5 mtr. , 250
Length 5 mtr. 250
Length 7.5 rntr
Length 10 mtr. 75
Length 15 mtr. 50
Coils lashing wire (22 mm. 220 mtr 10 ts swl.) 2

Hooks Ilt SWL
Wire rope clips 22 mm 500
I Wire r o ~ cel i ~ s16 mm I I 1 1 1
Length Im 250
,
I Lenath 2.5 mtr 1 250 I I I I
- -
Crosby type G 226 1.5 X 12
CrosbytypeG-226-1.5~18 550
- -
Crosby type G 226 1.5 X 24
l I I l l
container twistlocks / bridge fittings /
I I I I I
3 ts lashing materials (incl. chains & spanners)
I I I I I
Container lashing hooks 5 ts. swl.
l I I I l
Spanners 3 ts. swl. 1 chain (hook/hook) 6 mtr. 3 ts. swl.
File : N:WMS\S.Jsf-Forms\Final\45301-inventory.doc Jumbo Management System

Nr.:
on Jumbo Ships
Section : 3-3
Page : l
date : 12-01-'98
It is not in the line of this manual to explain (the vey complex) theoretical backgrounds of the ship
motions.
However to give a better insight , a brief explanation of some items will be given.
If a ship sails in heavy seaway , there will act forces in the cargo due to the following 6 movements (see
fig. 3.1.1 ) :
- roll = rotatie om langsscheepse as

- pitch = rotatie om dwarsscheepse as
- yaw = rotsrtie om verticale as
- surge = longitudinal movement
- sway = transverse movement
- heave = vertical movement .
Figure 3.1.1
-
PITCH
.Q-
Heading angle/
Wave direction
In reality the ship motions are always a combination of the above movements. E.g. the transverse forces
will not only be caused by rolling but also by sway and yaw and the longitudinal forces will be caused by
surge and pitch.
The heave and pitch will cause the main part of the vertical movement.
In reality ail six above mentioned basic movements take place in their own phase.
File: S:WMS\HandbkLL\HandbZZdoc
Manual Heavy Cargo Hendlin Nr.:
Section : 3-3
on Jumbo Ships
Page : 2
date : 12-01-'g8
i
The way the ship will move is defined by the following factors:
e The wave spectrum

The actual irregular wave patternin which the ship is sailing can only be described by statistical
techniques. A wave spectrum is characterized by a significant wave height (sort of mean height), a
mean wave period and the type of spectrum. The significant waveheight and mean waveperiod are
depending on the shipping route and the season.
The dimensions and shape of the ship
The stability of the schip ; the GM-value.
e The distribution of the weights over the ship. This determines the radius of gyration of the ship in about
the 3 rotation axis.
e, The heading angle of the ship towards the waves.
e The ship's speed. Speed and heading angle determine the encounter period of the waves.The
encounter period can be influenced by changing course and 1 or speed.
1
By the above described ship motions static and dynamic forces will act on the cargo.
3.2 Static forces due to heel- and pitch angle. See fig. 3.2.1
Heeling angle = a0
Fh = W x sin a0
Figure 3.2.1
File: S:WMS\HandbkLL\Handb22.doc
Nr.:
Section : 3-3
con Jumbo Ships
Page : 3
date : 12-01-'98
'I
ynamic forces due to acceleraatio

- angular acceleration = due to rotation ; roll ; pitch ; yaw.
- linear acceleration = due to heave ; surge ; sway.
If factors such as roll damping etc. are not considered and a rolling angle is assumed, the angular
acceleration can be calculated as follows :
4 = 4 n2 X a X 2n rad/secz in which a = roll angle in degr.

T? X 360 Tr = own roll period in sec.
However this formula is only valid for pure rolling of the ship (which is never the case in reality), it is clear
from above formula that there is a great impact from the ship's own roll period Tr to the accelerations due
to roll. The own roll period Tr of the ship is detremined by :
Tr= 2nx i = abt. 2 X 0.4 x B

1
in which: i = radius of gyration
.((gx~G) .(MG B = width of the ship
The MG-value has a great impad on the own roll period. The higher the MG-value (the "stiffer" the ship)
the higher the transverse accelerations will be.
So it is always important to keep the MG-value as low as possible as required for safety (and wind
moment). The minimum MG is given by the IMO-rules.
The own rolling period of the Jumbo ships are usually of the following magnitude :
Figure 3.3.1
The mean wave periods of most common wave spectra are between abt. 8 sec. - l 1 sec.
if the ship's own roll period is close to the wave period, there will be resonance and the rolling motion will
become heavier. See figure 3.3.1 .
This condition should always be avoided. This can be done by changing the ship's own period (see
above) or by changing course a little to change the encounter period.
The same applies to pitching, although the longitudinal stability hardly can be changed. The natural pitch
period of the ship is mainly detremined by the length of the ship.
on Jumbo Ships
Section : 3-3
Page : 4
date : 12-01-'g8
forces for calculatioras.
From the previous it is clear that it will not be easy to calculate the actual loads on the cago for a specific
voyage.
Voor bijvb. de stabiliteit is een werkelijke MG-waarde uit te te rekenen. Het schip zal te allen tijde ook
deze MG hebben.
The actual forces acting on the cargo however can not , like the MG value , be given in one simple value.
In reality only a probability of exceedance of certain values can be calculated for an assumed sea
condition.
Therefore many approximations exist to estimate the'forces due to ship motions, varying from very simple
rules of thumb till very complicated calculations.
A much better way of calculating is determine by means of a comprehensive computer program the
probability of exceedance of certain values in a chosen wavespectrum.
This is however a complicated and time consuming matter and the results are valid for one condition onlly.
On the other hand , rules of thumb can lead to sometimes very inaccurate and unrealistic values.
The following acceleration factors can be used for Jumbo ships as a practical guide :
old- D e ~ k Hold Deck Midships Fore/aft

Head seas forward 0.30 0.45 - 0.20 0.30
Above acceleration factors include the resolved static forces due to the roll- en pitch angle and can be
used upto an MG value of abt. 1.2m .
For higher MG-values the transverse factors will be higher (see also 3.3.).
For the calcualtion of the forces on the seafastenings the following load-cases are to be used :
Beam seas transverse + vertical transverse - vertical

+ transv. windload for deckcargo + transv. windload for deckcargo
-
Head seas forward longitudinal forward + vertical longitudinal forward - vertical
I - aftward 1 longitudinal aftward + vertical I longitudinal aftward - vertical I
I + 10~~tl.windload for deckcargo I + longtl.windload for deckcargo I
Example : The forces to be taken into account in Beam seas for a cargo unit in the hold /
midships (pos. heave) :
- transverse force in hold on cargo weighing 100t :
FT=0.40 X lOOt = 40t
- vertical loadfactor of 0.20 results in a vertical force on deck due to cargo weighing 100t :
Fv= l00t + (0.20 X 100t) = 120t
Nr.:
Section : 3-4
on Jumbo Ships
Page : l
date : 12-01-'98
i
The following forces will act on the cargo:

-
l Mass forces (static 1 dynamic , see also 3.)
2 - Windforces
3 - Friction force cargo / deck
4 - Forces by sea sloshing
When the acceleration factors in the 3 directions are known (or assumed) , the mass forces (static +
dynamic) acting on the cargo can be simply calculated as follows :
The force (F) acting on the cargo due to an acceleration is equal to :

acceleration factor (a) X weight ON)
N.B. : the accel.factors include the resolved
F [t] = a[-] X W[t] static forces due to the roll- and pitch angle
Example : Assumed weight = IOOt ; accel. factors : Transverse = 0.50

vertical = 0.20
longitudinal = 0.45
Figure 4.1.1.
Transverse forces :
Fh = 0.50 X 100t = 50t
Fvm,= 1.20 X 100t = 120t
Fvmin= (1 - 0.20) X l00t = 80t
Figure 4.1.2.
Longitudinal forces :
Fh= 0.45 X lOOt = 45t
, ,v = 1.20 x loot = 120t
Fvmin= (1 - 0.20) X 100t = 80t
Section : 3-4
on Jumbo Ships
Page : 2
dale : 12-01-'g8
I
Besides the forces due to ship motions there will be also a windload on the deck cargo. In case of heavy
and low deck cargo (e.g. reactor vessels; etc.) the contibution of the wind load to the total forces will be
minor.
When calculating the forces on the lashings and seafastenings by means of Jumbo's Standard seafast.
calculation sheet, the input for the windload can be given as :
l-
a standard windload of 0.1 [t/m2]
The windforce (Fw) [t] = L ,
, [m] X H ,
,[m] x 0.1 [t/m2]
2- a handcalculated windforce depending on shape and conditions of cargo. E.g. high or special deck
cargo , such as cranes ; shipunloaders ; etc. In this case the windforce (Fw) can be calcuited as
follows :
v = windspeed [m/sec] ; assumption could be : 40mkec

A = windcatching area of deck cargo
Ch= hight factor ; the windspeed increases with height above sea level
CS= shape factor ; de air resistance is depending on the shape
Spherical shape
Cylindrical shape
Hull ; plating - plane member ; deckhouse
Cable
Plain lattice (each surface)
Exposed stiffening member ;
IIsolated structural members (cranes ; beams ; etc.)
The overturning moment due to the wind load on the cargo is :
MW[tm] = Fw[t] X h[m] h = (estimated) c.0.g. of windcatching area above deck
File: S:WMS\HandbkLLWandb22.doc
on Jumbo Skips
Section : 3-4
Page : 3
date : 12-01-'g8
riciion forces cargo I dec
The friction force (Ff)between cargo and deck is depending on the force perpendicular (I) to the deck,
(cargo weight and vertical acceleration) and the friction coefficient p .
This frictioncoeff. depends strongly on the roughness of the surfaces ; the kind of material ; wet ; dry ; etc.
As an approximation the following values could be used [IMO] :
p= 0.1 for steel - steel (dry)

p= 0.0 for steel - steel (wet)
p= 0.3 for steel - timber
for steel - rubber
As a safety factor usually the friction between cargo and deck is neglected in Jumbo's Standard
seafastening calculation sheet.
Because of the high freeboard of the JUMBO ships the effect of sea sloshing on the deck cargo is usually
neglected.
If in special occasions sloshing is taken into account the following figures can be used [IMO]:
load by sea slohing = lkN I mZ
Sea sloshing forces need only be applied to a height of deck cargo up to 2m above the weather deck or
hatch top.
Manual H e a y Cargo Handling Nr.:
on Jumbo Ships
Section : 3-5
Page : 1
date : 12-01-'98
1 5. CAL I
As a standard l o t SWL lashings are used by Jumbo (see 2.1).
Jumbo uses a safety factor for lashing material of 4 , i.e. the breakingstrength is min. 4 X de SWL.
Lashings have to take the forces parallel (10 to the and tipping forces ("U ") if appiicable.
orces N to deck
The resolved force /l to the deck on the lashings to one side (Sh tot.) is :
-
Sh tot. = Fh Ff
in which Ff = friction force between cargo and deck
Since the lashings usually run under an angle to the deck, the actual tension in the lashings will be higher
than the force parallel to the deck (Fh). The steeper the lashing runs , the unfavourable the resolved force
in the lashing.
4
The force in 1 lashing : S = Fh l ( cos a X n) in which a = angle between lashing and deck
n = number of lashings
The resolved force l/ deck in 1 lashing : Sh = Fh l n
The required number of 1Ot SWL lashings : n = Fh 1 (cos a X 10tSWL)
Exam~lel:
Assumed weight = lOOt
angle between lashing

and deck : a = 30
Figure 5.1.1
required number of lashings per side : n = 50t I (cos 30 X lot) = 5.8 so 6 lashings
The tension in 1 lashing : S = 50t I (cos 30 X 6) = 9.6t
File: S:\JMS\HandbkUWandbZZ.doc
on Jumbo Ships
Example 2 :
Assumed weight = 100t
angle between lashing

and deck : a = 60
Fh = 0.50 X lOOt = 50t
Figure 5.1.2
number of required lashings per side : n = 50t l (cos60 x lot) = 10 lashings

Force in llashing : S = 50t 1 (cos 60 x 10) = lOt
In a similar way it can be calculated :
angle lashing required number

a= of lashings n =
0 5
15 6
30 6
45 7
60 10
75 20
90 infinity *
* In reality only the force I to the deck will be increased, so alos the friction force. So this is a very
inefficient way of lashing against forces /l to the deck.
If more lashings are required to take the force in one direction , the lashings must as good as possible :
1. be in the same plane , under the same angle to the deck.

Bij gelijke hoeken zullen de ontbonden krachten ook gelijk zijn.
2. Have equal length ; There is always some elasticity in lashing wires .
This elasticity increases with the length of the lashing wire. A short lashing between longer lashings will
take up more force due to less elasticity than the longer lashings.
3. The same composition of the lashings .
If e.g. next to a "standard" lashing with wire a lashing of only chain is positioned , the "chain-lashing"
will take up more force due to less elasticity.
4. Kept to the same tension by means of the turnbuckles.
5. Placed symetric with regard to the c.0.g. of the cargog. If this is not pssible, the lashings closer to the
c.0.g. will be loaded more. See also 6.1 .
Nr.:
Section : 3-5
on Jumbo Ships
Page : 3
date : 12-01-'98
When lifting shackles are used as lashing material , their securing capacity can be taken 1.25 to 1.5 x the
SWL..This because the safety factor for lifting shackles is 5 to 6 and the safety factor for lashing material
is 4.
It should be checked however that there is sufficient space inside the bow to accommodate all lashing
grommets. Example : a lOOt SWL slhackle used as lashing mat. has a capacity of
SWL = l.25 X lOOt = 125t . In practice there will be hardly space for 12 lashing grommets.
To calculate the required number of lashings for a cargo item the calculation sheet "Standard
Calculationsheet for JUMBO seafastenings and lashingsncan be used.
It is clear that the number of lashings is depending on the angle of the lashing.
File: S:WMSWandbkLL\Handb22.doc
Nr.:
Section : 3-5
on Jumbo Ships
Page : 4
date : 12-01-'98
For cargo with a relative high c.0.g. and a narrow base, the cargo will tend easily to tipp over due to the
statisc- and dynamic forces on the cargo.
There will be danger for uplift if :

Fh X V C >~ FvminX bf
or for deck cargo whereby windload have to be taken into account :
Fh X V C +~ FWX hw > FvminX bl
in which : vcg = hight c.0.g. above deck
b, = hor. distance c.0.g. to tipping point
(in order to find the highest uplift force , the smallest value of b should be taken , in
case of unsymetric cargo)
Fw = force on cargo due to wind (see also 4.2)
hw = hight above deck of point of application of the windload
I=
B I
Fgure 5.2.1
The additional tension due to uplift in 1 lashing Su can be calculated as follows :

The sum of the moments about point A = 0 (C Mom. A = 0 ) results in :
F ~ x ~ c ~ + F w x ~ w - -~S u
F xvn ~
x a~ =~O x ~ A in which the lever a = B' X sin a + h X cosa
Fw = Ot for hold cargo
Fhxvcg + Fwxhw-Fvminxbl = S u x n x a
or: Su=Fhxvcg+Fwxhw-Fvmi,xb,
axn
From above it is clear that if the lashings are used only against uplift, the effect is maximum when lever
"a" is the largest.
To calculate the occurrence and the magnitude of "uplift" the "Standard Calculation of Uplift" can be used.
1 (see next pages)
I
Form
ard Seafastening Calculations
i---JSF 41324 1 22-05-00
Ship :
Date :
Place:
Voy. nr. : standard
Accel.factors used : Transverse (beamseas) = 8- (0.50)
Longitudinalfwd. = 4345. : 1 (0.45)
Cargo item : :E3Eampl$ Longitudinal aft = Q;;30t'_ (0.30)
Weight = . @@l
ton Vertical (beamseas) = , (0.20)
Vertical (headseas) = 8,20 = (0.20)
Windload : 1 - standard calculation windload (O.ltlm2)
average height of deckcargo =
average length of deckcargo =
average width of deckcargo =
Transv. windload = 12.0 t
Longtl. windload = 1.2 t
-
2 handcalculated windload
, Transv. windload = not applicable
Longtl. windload = not applicable
Aethod of securing
Iansverse
.ongitudinal fore-end
.ongitudinal aft-end
Shear area /double weld

Shear stress (max 0.85) [tlcm2]
Bending Moment /double weld [t.cm]
Section Modulus /double weld [cm31
Bending stress (max 1.4) [tlcm2]
Combined stress ( max 1.6) [tlcm2]
Result:
Total welding volume in cm3 48 0 0 48
e friction between cargo and deck is not taken into account (p=0)
) Nr of double welds: e.g.: 1 H beam has 1 double weld; an L2 fork type seafastening has 2 double welds ;
an L3 type has 3 double welds, etc. ; count separate, do not add lenghts
Jumbo Management System Page:112

Place: To:
Voy. nr. :
Accel.factors used : Transverse (beamseas) =m
Lonaitudinal fwd. = L
1 ~ongitudinalaft
=
Weight = Vertical (beamseas) =
Vertical
Windload : 1 - standard calculation windload (O.ltlm2)
average height of deckcargo = +&3&
average length of deckcargo =- 3n':QIO m
3,Otl m
-
I
Longtl. windload =
CALCULATION OF
-
- Fuplift
b ft shtp Fore ~ n # p
vert.cent.grav. above deck = F, Z.Q# m/
Transverse Uplift Force at S.B. side = 15.9 t UPLIFT

Transverse Uplift Force at P.S. side = -10.8 t (means no uplift) ,
Longitudinal Uplift Force at Aft side = -35.6 t (means no uplift)
Longitudinal Uplift Force at Fore side = -38.1 t (means no uplift)
File:SfcaicBa.xlt Jumbo Management System Page:2/2

se of welded lashingplates
The standard "D-rings in deck have to be used as much as possible for lashings, to avoid superfluous
welding and cutting. However it will often be necessary to weld additional lashingplates.
The following should be considered :
For all lashings that require a l o t Safe oad the long lashing plates (20cm x llcm) must be
used. See also 2.1 drawing LL-001. The plate must be welded all round with a minimum throat
thickness of 4mm.
Explanation :
The advantage of the long lashing plates is a better distribution of the force to the
hatchcover / deckconstruction. Since the new lashing plates type-2 are more expensive
(can only be used 2x instead of 4x) , the new plates have to be used only if lOt SWL is
required.
2. For lashings on lighter cargo , where not the full l o t SWL per lashing is required , the old lashing plate
type-l (12cm) still can be used. See also 2.1 drawing LL-017.
This lashing plate must be welded around with a throat thickness of min. 4mm a 5mm .
The capacity will be abt. 7t a 8t SWL .
3. Lashing plates must be positioned in way of reinforcements (frames ; webs ; girders ; etc.) and as
good as possible in line with these reinforcements.
4. Lashing plates must be placed in line with the lashings to avoid bending sideways.
That the strength of a lashing is defined by the weakest link applies also for the lasing plates. The
following should be considered inthis respect :
the strength of the reinforcement below the deckplate ; bulkhead ; etc.
0 the thickness of the deckplate ; bulkhead ; etc. on which the lashing plate is welded.
9 the welded connection between the reinforcement and the deckplate. If e.g. the deckplate is connected
to the reinforcement by a 4mm weld, it is no use to weld the lashing plate to the deckplate by a 6mm
weld.
e the way of alignment of the lashing plate and the deck reinforcement.
the quality of the weld, which is influenced in a negative way by e.g. :
rain
0 frost ( in cas of extreme low temp. the parts to be welded to be pre-heated).
0 paint ( paint to be removed).
the angle of the lashing to the deck. Particularly when using the older type-l lashing plates, the
stresses increase rapidly at smaller angles.
From above it is clear that the effective capacity of a lashing plate is not only determined by the length of
the lashing plate and the thickness of the weld.
File: S:WMS\HandbkLL\HandbZZ.doc
Nr.:
Section : 3-6
on Jumbo Skips
Page : l
date : 12-01-'W
l
.%. influence of c.0.g. cargo on disfri

If the seafastenings are distributed symetrical around the c.0.g. in the horizontal plane , the force on 1
seafastening is Fs :
Fs = Fh / n in which n = number of seafastenings per side
If the seafastenings are not distributed symetrical around the c.0.g. in the horizontal plane , the
seafastening nearest to the c.0.g. will take the most force.
The distribution of the forces on the seafastenings can be calculated as follows : (see figure 6.1 . l )
N.B. In case lashings arewed,
The same applies to cargo that is lashed ;,the lashings must be asymetric in case of an asymatric c.0.g.
topview cargo
figure 6.1.l
Fs,=Fhxa/(a+b) in which : Fsl = the force N deck on the seafastening about point 1
F s =~the force l / deck on the seafastening about point 2
Since the cargo is only locked in a horizontal plane when using seafastenings , there will be only forces
on the seafastenings N deck.
The force l/ deck on a seafastening results in the weld to the deck in a :

- Shear force
- Bendig moment. Since the force on the seafastenig will not be in line to the weld on deck, this will result
in a bending moment (see figure 6.3.1).
Section : 3-6
on Jumbo Skips
Page : 2
date : 12-01-'g8
ear force iF
The shear stress in a weld is :
z=Fs/A in which : Fs= force acting on the seafastening
A = total sectional area of welding = I X a x n
I = length of a single weld
a = throat thickness of weld
n = number of welds per seafastening
T = shear stress
Y The bending moment Mb = Fs X h in which h = the lever (height of force Fs above deck)
Figure 6.3.1
---
- - W
Bending stress in the weld is :
q,= Mb / WWddin which : Mb = the bending moment acting on the seafastening

Wweld= the total section modulus of the welding to the deck
The1 section modulus of the welding to the deck is :
Wweld ='/e X a X i2 X n
in which : a = throat thickness of weld
I = length of a single weld
n = number of welds per seafastening
File: S:\JMS\HandbkLL\HandbZZ.doc
on Jumbo Ships
Section : 3-5
Page : 3
date : 12-01-'98
i
Compr@s$onstress
The cargo must be able to withstand the force in way of the seafastening. If the contact area between the
seafastening and the cargo is small, the compression stress can become rather high.
Example :
A plate of 30cm long and 2 r flange. (see figure 6.4.1 )
figure 6.4. l.
The contact area A [cm2] = t X e t = thickness of seafastening plate [cm] e.g. 2cm
e = thickness of flange [cm] e.g. 3cm
A = 2cm X 3cm = 6 cm2
Max. allowable compression stress is taken as G& = 1.6t/cm2 (see also 6.6)
So the max. force (Fmax) that can be taken by this seafastening is :
Fmax It] = A Jcm2]X G, tlcm
1-
Fmax = 6cm X l.6t/cm - 9.6t'l
From above it is clear that it is important that the contact area (with headplate) of the seafastening fits
properly to the cargo.
File: S:UMS\HandbkLL\Handb22doc
Section : 3-6
on J u m b o Ships
Page : 4
date : 12-01-'g8
As already discussed in 5.2 there can be uplifi if :

Fh x vcg + Fw x hw > Fvminx bj (see figure 5.2.1)
in whicti : vcg = vert. hight of c.0.g. above deck
bl = hor. distance c.0.g. to tipping point
(in order to find the highest uplift force , the smallest value of b should be taken , in
case of unsymetric cargo)
Fw = force on cargo due to wind (see also 4.2) Fw = 0 for hold cargo
hw = hight above deck of point of application of the windload
The uplift force (Fu) to be taken by the clips at one side is :

Fu = Fh x vcq + Fw X hw - Fvmin x bl (zie figure 6.5.1)
B
An example of an uplift clip is given in 2.2 drawing LL-008.
Figure 6.5.1
File: S:UMS\HandbkLLVfandb22.doc
Nr.:
Section : 3-6
on Jumbo Ships
Page : 5
date : 12-01-'98
ilowable stresses
The rnax. allowable stresse for wels of seafastenings are :
Max. allowable bending stress ob = 1.4 t/cm2

Max. allawable shear stress z = 0.85 tlcm2
Because the shear- and bending stress occur at the same time in the weld, the combination of stresses is
also limited. The combined stress oc can be calculated as follows :
GC = d( ob2+ 3 )
Max. allowable combined stress oc= 1.6 t/cm2
The above mentioned allowable stresses are kept rather low , because the welding is not always done
under ideal circumstance. ,
i
6.7 Example calculations
On the next pages 3 examples of seafastening calculations are given. (CSM example1 -3)
It should be noted that for the higher type seafastening the bending stress becomes decisive and for the
same holding capacity much more welding length is required. As shown figure 6.3.1 , the deck under the
fore end of the seafastening is pulled up and at the aft side pulled down. So it is important that fore- and
aft side of a high seafastening are supported
- by a girder or frame.
So it is important always to keep the seafastenings as low as possible .

L-type seafstenings ("vorken") are very good in this respect.
Form
Standard Seafastening Calcullations
Ship :
Date :
Proj-nr.:
9
J Bk.Note:
From:
To:
Lzv ,a,&- -p * 1
Voy. nr. : standard
Accel.factors used : Transverse (beamseas) = i0:56".' (0.50)
Longitudinal fwd. = U$- : (0.45)
Cargo item : X3M example-l I Longitudinal aft = Q,3D- (0.30)
Weight = B B ]ton Vertical (beamseas) = Q.2p
Vertical (headseas) = Q.20-
Windload : 1 - standard calculation windload :0.1 tlm2)
average height of deckcargo =i :2@3=b
average length of deckcargo =:, 301QO- m
average width of deckcargo = - 3 x
-
2 handcalculatedwindload
t
Transv. windload = not applicable
Method' of securing ' W or L

.........
I per side
. ... 2.:. :v.:: .........
per seafast.
..............
...................
..............
height [mm]
.....................
. ........ :m
........ :::..:.:.
iij: ;
1
:...............
.............
... .... ..... . . . ..I:?$ :. '.l; .:;;; .................
. .. ... . .. .
Transverse .... .. ...... ..... .. ..... .... . ....... .... .: .
..............................
.....................................
............
..........
.. . .. ... ... .. . . . . . . . . . . . . .............. . . . . . . . . . . . :
.................................
........................................... - ............ ......................
......................
................
. . . . . . . . . . . . . . . . . :. ........................
................................
.. .. .. ..... .. .. ..-
............. . ...................
.. .. .. .. ...
Longitudinal foreend ........
................
. . . . . .:#
.............. .C . .:. . .;. .i::ij:
. .& . . . . .;:;,
. . . . .;;:
. ..:;. ........-
..... . .. ... . .. ... .. . ..... . . .
...........................
.......................
...................
............................
..............................
..............
................................
............
.
.....
....... ..K;:;i!;: :
t'l.i'. :j :::; iii. Y ' j, j ;;
...............
...........
.................... . . . .-...................
. ...............
............................
.........................
. :::..:: . .. .. .. .. . .. .
Longitudinal aft-end .......
..........
...........
a.
.......... :::
................
. . . . . . . . . . . . . . . . . . .... ... .. ..............................................
....... ..........................
..........................
Section Modulus /double weld [cm%]

Bending stress (max 1.4) [tlcmZ] 0.000 ok
Result:
e friction between cargo and deck is not taken into account (p=O)
*) Nr of double welds: e.g.: 1 H beam has 1 double weld; an L2 fork type seafastening has 2 double welds ;

--
Ship : p-/p
Bk. Note: :.:.'l
Date : From: I
Proj.nr. : To:
Voy. nr. : standard
Accel.factors used : Transverse (beamseas) =E (0.50)
Longitudinal fwd. (0.45)
Longitudinal aft (0.30)
Vertical (beamseas) =
Vertical (headseas) =
-
Windload : 1 standard calculation windload
average height of deckcargo
average length of deckcargo
average width of deckcargo
Transv. M
2 - haridcalculated windload
, Transv. windload = .........................................
..............................
.................. :I.::. not applicable
...........................
...............................
............................................
............................
............................
Longtl. windload = .................................
......................
...........................
...................................... not applicable
Welding or Lasing 1 No of seafst. (Noof double welds* l Impact

illethod of securing W or L per side per seafast.
;: . ::l;;..::-:::..:: . ::
.........................................
.......... ................................
::....!:::W:!::'$;:y ;;; ; ;:;G
; ;% ..........................
........................
rransverse .
.........
.!
......... .
:
........................................
.............................................
..
..
..
L.
.
..................................
................
........................
......................
...............................
..........................
.......................................
-0ngitudinal fore-end ;j;:j;$
.........
..........
,.?Wj ; ;;;; zj:3% j ................................
. ..............................
....................
...................................
........................
..............................
......................
......................................
::.:.; .::y;:;; .! ;;:E:.:.?
.... .........................
...................
-0ngitudina1 aft-end .:
............
.............
............ :
....................
,
;
: j;? ... ..............................
........................
.........................
.........................
...................................
0.000 ok
Section Modulus /double weld [cm31

Bending stress (max 1.4) [t/cm2] 0.000 ok
Result:
e friction between cargo and deck is not taken into account (p=O)

Form JSF 41324 / 22-05-00
Standard Seafastening Caiculations
-3 -
Calc. By: I :,--
Ship
Date
Projm.
~k.Note:
From: F I
Vov. nr. standard

AcceLfactors used : Transverse
5-3 1 Longitudinal aft

Weight =
Vertical (headseas) =
-
Windload : 1 standard calculation windload (0.1 Vm2)
average height of deckcargo =
average length of deckcargo =
average width of deckcargo =
-
Transv. windload =
8
not applicable
Welding or LasingI No of seafst. (NO of double welds* l Impact

Ilethod.ofsecuring W or L - per side
..........................................................
. per seafast.
.............................
..... .........$
.............! 3gvML.
::::?.W :;;-+.::: ;; 3;:. ;;; .. ............
........... ............... ..:::,:-:X
.. . .. .. .......
'ransverse ...........
k?:!
.............
. . . .
...........
.
...........................................
K:.!%:;:;
>......... . . . . . . . . . . . . . . .. ..........
. ... .. .......................
........
...............................
........
........................................ -.
.ongitudinal fore-end ...............
~;~.;~r~~:$~<,:~;'.~:~;;;;~j:~'~
....... ;z
........................................................
...........
................
.. ...............
. ....... . .
. .
.. . .... . ..................
. .
.......................
................
............
.
........................
..........................
............................
.
. .................... ....*.:.
. . .
... ......
..
.....................
....................
.................................
::: T , .......... : :
.....................
::. :,
...........................
?.>,
.......................
............
........................
.:.:L:,;,;;.';;?. :..G;;:; :;,:;;; 1.2 . . . . .:. ...
..... . .......
.ongitudinal aft-end ........
...............
. . . .
,;, ........
. . . . ...:,
....... . . . ... .. .. ............
.:, .? ..... .. .. ... . . . .!. . ... .
....................................
............................
.......................
load per )Transverse l Long fwd I Long aft

side
Shear area /double weld [cm21 0

Shear stress (max 0.85) [tkm2] 0.000
Bending Moment /double weld [t.crn] 0
Section Modulus /double weld [cm31 0
Bending stress (max l.4) [t/cm2] 0.000
Combined stress ( rnax 1.6) [km21 0.000
Result: NIA
Total welding volume in cm3 0
riction between cargo and deck is not ken into account (p4)
Jumbo Management System Page:112

Section : 3-7
on Jumbo Ships
Page : l
date : 12-01-'98
If some containers are shipped with the project cargo, they are to be lashed by Standard IOtSWL
lashings. The lashings are to be connected to the 4 top corner fittings of the container.
To determine the required amount of lashings , the "Standard Calculation Sheet for JUMBO seafastenings
and lashings" can be used.
The containers must be placed on dunnage and with the 4 corners as much as possible on frames and
girders.
ardized cargo
If standardized cargo have to be shipped on JUMBO ships, a stowageplan and separate lashing /
securing instructions will be given by the office to the ship's officers.
These instructions will not ohly be depending on the type of cargo but also depending on the special
requirements of the client.
File: S:WMS\HandbkLL\HandbZZ.doc
Nr.:
Section : 3-8
on Jumbo Ships
Page : l
date : 12-01-'98
During the prepariton of the loading in the office, in principle it will be checked wether the max. allowed
deckload is not exceeded . In case of heavy cargo on saddles or supports the stowage position with
regard to the girders and frames has to be kept as indicated on the stowageplan.
In general, attention should be paid to the the following items :
The max. load . / m2 which is given for a deck and hatchcover, is the max. equal distributed load if the
total area is loaded. So a local higher load / m2fora smaller area is possible.
Example :
Assumed : a hatchcover has a max. allowable load of 3.5 t/m2
the length = 6.40m ; the width = 15.20m ;
the total area is 6.40m X 15.20m = 97m2
the total rnax equal distributed weight W that can be placed on the hatchcover is :
W = 97m2x 3.5t/m2 = 340t
This does not mean that a 300t load of a single saddle on the hatchcover is allowed.
For heavy local loads the deck- or hatchcover strength must always be checked by a strength calculation.
In case of doubt the office should always be contacted directly.
For an asymmetrical loaded tweendeck hatchcover the max. allowed load on the supporting points
(pintles) is not exceeded.
Example : i
figure 8. l.
FP= 103t
Max. = e.g. 100t i
Force Fp on the heaviest loaded pintle :
If e.g. the mm. allowed force on a tweendeck pintle is 100t , the saddle have to be shifted a bit towards
the middle of the tweendeck hatchcover.
File: S:WMS\HandbkLLVfandb22.doc
Marnual Heavy Cargo Pilandling
Nr.:
Section : 3-8
on Jumbo Ships
Page : 2
date : 12-01-I98
1
unnage
Since the deck surface will not always be completely flat, soCtwood dunnage (planks or plywood) is used
under saddles ; supports ; foundations ; etc. This also increases the friction between cargo and deck.
It is important.that the dunnage is positioned on girders and frames and not only on the unsupported
deckplating in between.
It shoud be noted that where welded seafastenigs have to be placed, no dunnage is protruding.
Wooden supports
Sometimes it is necessary to have wooden supports in addition to the steelsaddles under a pressure
vessel. This should be done as much as possible by hardwooden beams. If the height allows so, always a
support of cross beams should be made.
Attention should be paid to sufficient bearing area to take the forces and that the wood is bearing
properly to obtain the required area. If the bearing surface of a support is too small compared to the
forces on it, the support will be compressed too much and the steel saddles will take all the load.
In case steel saddles are uded in combination with wooden supports, the supports must be slightly higher
than the steel saddles, since wooden supports will be compressed more than the steel saddles.
Standard the following is used :

wooden beams : 10cm X lOcm
20cm X 20cm
30cm x 30cm
dunnage : abt. 2.5cm thickness
The max. allowable pressure for softwood dunnage can be taken as abt. 40kgf/cm2
The max. allowable pressure for hardwood beams can be taken as abt. l00kgf/cm2
File: S:!JMSVtandbkLL\Handb22.doc
on Jumbo Ships
Section : 3-8
Page : 3
date : 12-01-'g8
ers under sad

When placing a heavily loaded saddle on deck (or tanktop), it is important that the saddles are also
supported by girders under the ends of the saddle. See figure 8.1
figure 8.1
Manual Heavy Cargo Handling Mr.:
on Jumbo Ships
Section : 3-9
Page : l
date : 12-01-'g8
9. Survey - inspection of lashings l seafastenings
Before departure of the ship the captain and / or chief officer and / or cargo superintendent have to check
the lashings and seafastenings.
In case of important deviations to the lashing- seafasteningplan as given by the office, or in case of doubt,
the office must be contacted.
In case of deckcargo sometimes a survey has to be done by an independent surveyor (a "Lloyd's

appointednsurveyor). A report have to be made stating the following (as a minimum) :
1. The stowage and securing of the deckcargo has been carried out satisfactorily in accordance with
good seamanship and all normal precautions have been taken to cope with the conditions , which
can reasonably be expected during the voyage.
2. 1 furthermore found after inspection that :

2.1. all lashingmaterial used is in good condition
2.2. there are sufficient lashings and securings or welded seafastenings/cleats per unit
2.3. all the welds of the lashingplates and seafastenings are in good condition
2.4. the lashingplates are placed under the right angles
2.5. the turnbuckles are tight and have thread left to tighten them during the voyage.
3. Stability calculations are checked and found all in order.
The captain, together with the surveyor, must check above mentioned items and notes of the findings
should be made in the ship's log before departure.
If the Suez-Canal has to be passed , always a Declaration of Safe Passage for the Suez Canal Authority,
which should include above text , has to be made before departure from the loadport by the surveyor.
see A.!. 91/74
During the sea voyage the lashings and seafastenings must, weather permitting, be checked twice a day.
Notes of findings to be made in the ship's log.
File: S:\JMSWandbkLL\Handb22.doc

Jumbo Heavy Cargo Handling

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09.00h - 12.

00h ec tion- tability

09.00h - 12.00h eafasteni

Rules for calculation

1. Moment = force X lever tons X meter [tm]

righting moment = MK sin cp X D and D = G

KG = height c.0.g. above keel ; from loading condition

_I lever heeling mom. = GK sin g

Displ. X MG X sin cp = G X a cos cp or :

sincp = G X a = "disturbing moment1'

also : sincp = tgcp ; resulting in :

valid till abt. 5O a 6 O list

Example : (see figure 1.1.3)

Load (L) shifted = 20t

tgcp= Lxb = 20tx10m = 0.05 so cp=2.g0

a= lever disturbing moment =>

lever disturbing momen at angle cp

lever stabilitymoment at angle cp = MG X

ose of stability pontoon :

Stabil. pontoon has no

tcfl. = APoNTX a = 100 X 17 = 1.00m

= 53333 + 833 + 100 X 1 7 ~- 1700 X 1 = 81366m4 (an increase of abt. 50%)

VS+P= 8000 + 135 = 8135m3 (an increase of abt.2%)

1. stability pontoon into water

3. bottom valves to be closed tight.

colour marks on the 4 corners of the stability pontoon.

t schip tilt ponton uit water

Voyage no.: Port: Date:

Items to be checked Yes No NIA Remarks

a. Are actual dimensions of cargo in correspondence

Are the nominated shackles as per liftingplan suitable

Is actual outreach/lifting height in correspondence

Are local tides knowdchecked and taken in consideration

Is height of quay known/ measured

Is height of car0 above quay (saddles, transportation

Is Lifting height sufficient, taking above particulars into

In case items mentioned above gave reason for modification

In case outreach is re-adjusted (item 3), is capacity of

Does stability calculation give reason to use the

Sufficient tank capacity for required Anti-heeling available.

Is vessel's ballast/ bunker / cargo situation fully prepared.

Have contents of tanks been checked on correct

Has draft been checked and corresponding with

Does rigged stabilizor pontoon draft allow for draft

Voyage no.: Port: Date:

Items to be checked Yes No NIA Remarks

17 Are all securing andlor locking pins and devices of ono

18 Are instructions in respect to pumping (ballasting anti-heeling)

20 Are ship's materials and equipment sufficiently secured ono

21 Is lifting capacity of utilized gear (wires1shackles1cranes) still

25 Has alignment on drum, alarm devices, limit switches been nu0

6 Are remote control devices, control monitors (bridge, crane- nnn

27 Are lifting eyesllugs checked for deformation or visible cracks nu0

Stabil.pontoon comes out off

year survey ; surveyor Bureau Veritas ; Lloyds Register ;.

Safety margin for stability lifting

stability moment > additional heeling moment :

o Visited crewmember to report visitors forthwith to the captain or assigned substitute.

( Form Jsf 41 133).

ADMITTANCE OF UNAUTHORISED PERSONS IS

FOR ADMISSION ONBOARD REPORT TO DUTY DECK OFFICER

File : N:\Nieuwe structuur rederij\JMS\001-JMS-manual\4.Voyage\Final\4113lg.doc

1) Master to declare an operation "Special heavy lift operation" when:

- Capsizing moment versus stability of vessel.