Securing heavy goods on board correctly

Rickmers, the German project liner and heavy lift specialist, has organised its fourth lashings seminar of the year in Hamburg, entitled ‘Safe Transportation of Project Cargo’. Following the success of the January, May and October seminars, 50 forwarders attended the latest Hamburg event. The seminar’s primary goal was to emphasise correct lashing practice in order to prevent damage or loss to either the ship or the cargo. These regular seminars aim to increase forwarders’ and carriers’ knowledge of the processes involved in the loading of heavy cargo and to improve cooperation between forwarder, their clients and Rickmers.

As a result of globalisation of production, more than 90% of project cargo is carried by sea for at least part of the overall transport move. Production and transportation of goods should be on a par in terms of standards of quality and technology. Often however, there is a serious discrepancy, namely between high-value production techniques and unsatisfactory transportation practices. Forwarders, carriers, lashings contractors and ship owners are asked to work together to create the necessary lashings standards to ensure the safe transportation of cargo.

Which standards are these? The first rule is quite simple: the cargo must fit the ship and the ship the cargo. The dimensions and weight of the cargo are vital to securing the individual pieces safely on board but these are not the sole considerations; many of the cargo’s non-standard characteristics, such as its centre of gravity, are important too.

Three points are crucial to the securing of the cargo: lifting, stowage and finally, securing. Ideally, lifting and securing devices should be integrated during the construction of a turbine, for example. In most cases the cargo is lifted several times between transport modes, eg barge, road, rail and/or ocean going vessels. The forwarder is responsible for the cargo, including its security, until its delivery to the consignee. The carrier cannot be responsible for this. The forwarder is therefore required to provide the shipowner and the carrier with all necessary information regarding the cargo. This system has potential for international improvement.

Decades of experience, as well as experience gained on a daily basis, are not enough to ensure a cargo’s security. This also rests with the engineer and on exact calculations based on individual circumstances. Whereas the securing of containers is standardised, the same cannot be said for the lashing of project cargo: each item presents different challenges that have to be met by various calculations. Rickmers’ security standards conform to IMO Resolution A714 and SOLAS 1974 (The International Convention for the Safety of Life at Sea).

A great number of variables may affect the cargo, such as its weight, the forces of inertia from the ship’s acceleration and the impact forces of wind and waves. Other influences are the size, the speed and stability of the ship, the area of the vessel in which the cargo is stowed, the shipping area, the season, as well as the duration of voyage. Immediate variables include, of course, the weather and sea conditions, as well as the captain’s experience and diligence.

Rickmers has produced a brochure on cargo security, which it hopes will improve communication between all parties dealing with heavy lifts and project cargo. Its title is ‘Company Standard on Stowage and Securing of Project Cargo’ and contains guidelines on the handling and securing of heavy cargo, international securing guidelines, checklists and sample calculations. The categorisation of project cargo shows the varying lashing options available.

Further topics covered in the seminar include new lifting and lashing technologies and legal questions such as liability and damage control.

The next Rickmers lashing seminars are planned for May and October/November of 2002 in Hamburg.