1 In accordance with the International Convention for
the Safety of Life at Sea, 1974 (SOLAS) chapters VI,
VII and the Code of Safe Practice for Cargo Stowage and Securing
(CSS
Code), cargo units, including containers, shall be stowed and secured
throughout the voyage in accordance with a Cargo Securing Manual approved by the
Administration.
2 The Cargo Securing Manual is required on all types of
ships engaged in the carriage of all cargoes other than solid and liquid bulk
cargoes.
3 The purpose of these Guidelines is to ensure that Cargo
Securing Manuals cover all relevant aspects of cargo stowage and securing and to provide
a uniform approach to the preparation of Cargo Securing Manuals, their layout and
content. Administrations may continue accepting Cargo Securing Manuals drafted in
accordance with Containers and cargoes (BC) – Cargo Securing Manual
(MSC/Circ.385) provided that they satisfy the requirements of these Guidelines.
4 If necessary, those manuals should be revised explicitly
when the ship is intended to carry containers in a standardized system.
5 It is important that securing devices meet acceptable
functional and strength criteria applicable to the ship and its cargo. It is also
important that the officers on board are aware of the magnitude and direction of the
forces involved and the correct application and limitations of the cargo securing
devices. The crew and other persons employed for the securing of cargoes should be
instructed in the correct application and use of the cargo securing devices on board the
ship.
1.1.1
Cargo securing devices are all fixed and portable devices used to secure and
support cargo units.
1.1.2
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.
1.1.3
Standardized cargo means cargo
for which the ship is provided with an approved securing system based
upon cargo units of specific types.
1.1.4
Semi-standardized cargo means cargo for which the ship is provided with a
securing system capable of accommodating a limited variety of cargo units, such as
vehicles and trailers.
1.1.5
Non-standardized cargo means
cargo which requires individual stowage and securing arrangements.
1.2
Preparation of the manual
The Cargo Securing Manual should be developed, taking into account the
recommendations given in these Guidelines, and should be written in the working language
or languages of the ship. If the language or languages used is not English, French or
Spanish, a translation into one of these languages should be included.
This chapter should contain the following general statements:
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.1 "The guidance given herein should by no means rule
out the principles of good seamanship, neither can it replace experience in
stowage and securing practice.";
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.2 "The information and requirements set forth in
this manual are consistent with the requirements of the vessel's trim and
stability booklet, International 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).";
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.3 "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, containers, vehicles and other entities, based
on transverse, longitudinal and vertical forces which may arise during adverse
weather and sea conditions.";
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.4 "It 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.";
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.5 "The cargo securing devices mentioned in this
manual should be applied so as to be suitable and adapted to the quantity, type of
packaging and physical properties of the cargo to be carried. When new or
alternative types of cargo securing devices are introduced, the Cargo Securing
Manual should be revised accordingly. Alternative cargo securing devices
introduced should not have less strength than the devices being replaced.";
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.6 "There should be a sufficient quantity of reserve
cargo securing devices on board the ship.";
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.7 "Information 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."; and
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.8 The Cargo Safe Access Plan (CSAP) is intended to
provide detailed information for persons engaged in work connected with cargo
stowage and securing. Safe access should be provided and maintained in accordance
with this plan.
CHAPTER 2 – SECURING DEVICES AND ARRANGEMENTS
2.1
Specification for fixed
cargo securing devices
This section should indicate and where necessary illustrate the number,
locations, type and MSL of the fixed devices used to secure cargo and should as a
minimum contain the following information:
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.1 a list and/or plan of the fixed cargo securing
devices, which should be supplemented with appropriate documentation for each type
of device as far as practicable. The appropriate documentation should include
information as applicable regarding:
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.1 name of manufacturer;
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.2 type designation of item with simple sketch
for ease of identification;
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.3 material(s);
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.4 identification marking;
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.5 strength test result or ultimate tensile
strength test result;
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.6 result of non destructive testing; and
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.7 maximum securing load (MSL);
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.2 fixed securing devices on bulkheads, web frames,
stanchions, etc. and their types (e.g. pad eyes, eyebolts, etc.), where provided,
including their MSL;
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.3 fixed securing devices on decks and their types
(e.g. elephant feet fittings, container fittings, apertures, etc.) where provided,
including their MSL;
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.4 fixed securing devices on deckheads, where
provided, listing their types and MSL; and
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.5 for existing ships with non-standardized fixed
securing devices, the information on MSL and location of securing points is deemed
sufficient.
2.2
Specification for portable
cargo securing devices
This section should describe the number of and the functional and design
characteristics of the portable cargo securing devices carried on board the ship, and
should be supplemented by suitable drawings or sketches if deemed necessary. It should
contain the following information as applicable:
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.1 a list for the portable securing devices, which
should be supplemented with appropriate documentation for each type of device, as
far as practicable; the appropriate documentation should include information as
applicable regarding:
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.1 name of manufacturer;
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.2 type designation of item with simple sketch
for ease of identification;
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.3 material(s), including minimum safe
operational temperature;
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.4 identification marking;
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.5 strength test result or ultimate tensile
strength test result;
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.6 result of non destructive testing; and
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.7 maximum securing load (MSL);
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.2 container stacking fittings, container deck
securing fittings, fittings for interlocking of containers, bridge-fittings, etc.
their MSL and use;
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.3 chains, wire lashings, rods, etc. their MSL and
use;
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.4 tensioners (e.g. turnbuckles, chain tensioners,
etc.), their MSL and use;
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.5 securing gear for cars, if appropriate, and other
vehicles, their MSL and use;
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.6 trestles and jacks, etc. for vehicles (trailers)
where provided, including their MSL and use; and
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.7 anti-skid material (e.g. soft boards) for use with
cargo units having low frictional characteristics.
2.3
Inspection and maintenance
schemes
This section should describe inspection and maintenance schemes of the
cargo securing devices on board the ship.
2.3.1 Regular inspections and maintenance should
be carried out under the responsibility of the master. Cargo securing
devices inspections as a minimum should include:
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.1 routine visual examinations of components being
utilized; and
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.2 periodic examinations/re-testing as required by
the Administration; when required, the cargo securing devices concerned should be
subjected to inspections by the Administration.
2.3.2 This sub-chapter should document actions
to inspect and maintain the ship's cargo securing devices. Entries
should be made in a record book, which should be kept with the Cargo
Securing Manual. This record book should contain the following information:
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.1 procedures for accepting, maintaining and repairing
or rejecting cargo securing devices; and
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.2 record of inspections.
2.3.3 This sub-chapter should contain information
for the master regarding inspections and adjustment of securing arrangements
during the voyage.
2.3.4 Computerized maintenance procedures may
be referred to in this sub-chapter.
CHAPTER 3 – STOWAGE AND SECURING OF NON-STANDARDIZED
AND SEMI-STANDARDIZED CARGO
3.1
Handling and safety instructions
This section should contain:
3.2
Evaluation of forces acting
on cargo units
This section should contain the following information:
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.1 tables or diagrams giving a broad outline of
the accelerations which can be expected in various positions on board
the ship in adverse sea conditions and with a range of applicable
metacentric height (GM) values;
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.2 examples of the forces acting on typical cargo
units when subjected to the accelerations referred to in paragraph
3.2.1 and angles of roll and metacentric height (GM) values above
which the forces acting on the cargo units exceed the permissible
limit for the specified securing arrangements as far as practicable;
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.3 examples of how to calculate number and strength
of portable securing devices required to counteract the forces referred
to in 3.2.2 as well as safety factors to be used for different types
of portable cargo securing devices. Calculations may be carried out
according to annex 13 to the CSS Code or methods
accepted by the Administration;
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.4 it is recommended that the designer of a Cargo
Securing Manual converts the calculation method used into a form suiting
the particular ship, its securing devices and the cargo carried. This
form may consist of applicable diagrams, tables or calculated examples;
and
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.5 other operational arrangements such as electronic
data processing (EDP) or use of a loading computer may be accepted
as alternatives to the requirements of the above paragraphs 3.2.1
to 3.2.4, providing that this system contains the same information.
3.3
Application of portable
securing devices on various cargo units, vehicles and stowage blocks
3.3.1 This section should draw the master's attention to
the correct application of portable securing devices, taking into account the following
factors, as reflected in annex 13 of the CSS
Code:
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.1 duration of the voyage;
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.2 geographical area of the voyage with particular
regard to the minimum safe operational temperature of the portable
securing devices;
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.3 sea conditions which may be expected;
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.4 dimensions, design and characteristics of the
ship;
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.5 expected static and dynamic forces during the
voyage;
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.6 type and packaging of cargo units including
vehicles;
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.7 intended stowage pattern of the cargo units
including vehicles; and
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.8 mass and dimensions of the cargo units and
vehicles.
3.3.2 This section should describe the application of
portable cargo securing devices as to number of lashings and allowable lashing angles.
Where necessary, the text should be supplemented by suitable drawings or sketches to
facilitate the correct understanding and proper application of the securing devices to
various types of cargo and cargo units. It should be pointed out that for certain cargo
units and other entities with low friction resistance, it is advisable to place soft
boards or other anti-skid material under the cargo to increase friction between the deck
and the cargo.
3.3.3 This section should contain guidance as to the
recommended location and method of stowing and securing of containers, trailers and
other cargo carrying vehicles, palletized cargoes, unit loads and single cargo items
(e.g. woodpulp, paper rolls), heavy weight cargoes, cars and other vehicles.
3.3.4 When weather-dependent lashing is applied,
operational procedures should be developed in accordance with annex 13 of the CSS
Code.
3.4
Supplementary requirements
for ro-ro ships
3.4.1 The manual should contain sketches showing
the layout of the fixed securing devices with identification of strength
(MSL) as well as longitudinal and transverse distances between securing
points. In preparing this sub-chapter further guidance should be utilized
from IMO Assembly resolutions A.533(13) and A.581(14), as appropriate.
3.4.2 In designing securing arrangements for cargo
units, including vehicles and containers, on ro-ro passenger ships
and specifying minimum strength requirements for securing devices
used, forces due to the motion of the ship, angle of heel after damage
or flooding and other considerations relevant to the effectiveness
of the cargo securing arrangement should be taken into account.
If bulk carriers carry cargo units falling within the scope
of chapter VI/5 or chapter VII/5 of the SOLAS Convention, this
cargo shall be stowed and secured in accordance with a Cargo Securing
Manual, approved by the Administration.
CHAPTER 4 – STOWAGE AND SECURING OF CONTAINERS
AND OTHER STANDARDIZED CARGO
4.1
Handling and safety instructions
This section should contain:
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.1 instructions on the proper handling of the
securing devices; and
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.2 safety instructions related to handling of
securing devices and to securing and unsecuring of containers or other
standardized cargo by ship or shore personnel.
4.2
Stowage and securing instructions
This sub-chapter is applicable to any stowage and securing
system (i.e. stowage within or without cellguides) for containers
and other standardized cargo. On existing ships the relevant documents
regarding safe stowage and securing may be integrated into the material
used for the preparation of this chapter.
4.2.1 Stowage and securing plan
This section should consist of a comprehensive and understandable plan or
set of plans providing the necessary overview on:
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.1 longitudinal and athwartship views of under
deck and on deck stowage locations of containers as appropriate;
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.2 alternative stowage patterns for containers
of different dimensions;
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.3 maximum stack masses;
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.4 permissible vertical sequences of masses in
stacks;
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.5 maximum stack heights with respect to approved
sight lines; and
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.6 application of securing devices using suitable
symbols with due regard to stowage position, stack mass, sequence
of masses in stack and stack height. The symbols used should be consistent
throughout the Cargo Securing Manual.
4.2.2 Stowage and securing principle on deck and
under deck
This section should support the interpretation of the stowage and securing
plan with regard to container stowage, highlighting:
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.1 the use of the specified devices; and
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.2 any guiding or limiting parameters as dimension
of containers, maximum stack masses, sequence of masses in stacks,
stacks affected by wind load, height of stacks.
It should contain specific warnings of possible consequences
from misuse of securing devices or misinterpretation of instructions
given.
4.3
Other allowable stowage
patterns
4.3.1 This sub-chapter should provide the necessary
information for the master to deal with cargo stowage situations deviating
from the general instructions addressed under sub-chapter 4.2, including
appropriate warnings of possible consequences from misuse of securing
devices or misinterpretation of instructions given.
4.3.2 Information should be provided with regard
to, inter alia:
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.1 alternative vertical sequences of masses in
stacks;
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.2 stacks affected by wind load in the absence
of outer stacks;
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.3 alternative stowage of containers with various
dimensions; and
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.4 permissible reduction of securing effort with
regard to lower stacks masses, lesser stack heights or other reasons.
4.4
Forces acting on cargo
units
4.4.1 This section should present the distribution of
accelerations on which the stowage and securing system is based, and specify the
underlying condition of stability. Information on forces induced by wind and sea on deck
cargo should be provided.
4.4.2 It should further contain information on the nominal
increase of forces or accelerations with an increase of initial stability.
Recommendations should be given for reducing the risk of cargo losses from deck stowage
by restrictions to stack masses or stack heights, where high initial stability cannot be
avoided.
CHAPTER 5 – CARGO SAFE ACCESS PLAN (CSAP)
5.1 Ships which are specifically designed and fitted for
the purpose of carrying containers should be provided with a Cargo Safe Access Plan
(CSAP) in order to demonstrate that personnel will have safe access for container
securing operations. This plan should detail arrangements necessary for conducting cargo
stowage and securing in a safe manner. It should include the following for all areas to
be worked by personnel:
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.1 hand rails;
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.2 platforms;
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.3 walkways;
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.4 ladders;
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.5 access covers;
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.6 location of equipment storage facilities;
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.7 lighting fixtures;
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.8 container alignment on hatch covers/pedestals;
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.9 fittings for specialized containers, such as
reefer plugs/receptacles;
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.10 first aid stations and emergency access/egress;
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.11 gangways; and
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.12 any other arrangements necessary for the provision
of safe access.
5.2 Guidelines for specific requirements are contained
in annex 14 to the CSS Code.