Accordingly, although slash lashings are undesirable, this does not mean that the crew should apply excessive force or use tools to increase the mechanical advantage on the lever that allow them to over-tighten the lashings.

Over-tightening leads in the lashing rods coming under excessive strain which can increase the pre-tension by a few tonnes leading to their failure when under load.

Stevedores and crew should only spanner tight the lashings

... Gard comments.

Moreover, Gard comments that this kind of caution statements have to be included in the Cargo Securing Manual (CSM) which should be prepared in accordance with the guidelines inMSC.1/Circ.1353/Rev.1, Ch.4.

Additional factors to take into consideration when securing cargo, include:

  • the lashings should be evenly tightened,
  • locking/check nuts should be locked to prevent the turnbuckles becoming slack,
  • lashings should be of an approved type,
  • there should be no visible damages, and
  • securing should be in accordance with CSM.

It is strongly recommended that the lashing software used onboard is integrated with the loading be stability software.

In addition, ABS recently issued a guide for the certification of container securing systems, advising that when special containers are to be stored in unique cargoes, the interested parties should be aware of specific limitations when stowing them onboard ship.