West of England has said that it was continuing to receive claims in respect of cargo shifting due to inadequate securing where roll trailers had been used. This could either be due to inadequate securing of the load to the trailer or inadequate securing of the trailer to the vessel, or a combination of both.
Common failings found included the following:
- The angle of lashings between the vessel and the cargo to prevent either tilting or sliding was outside of the effective range.
- There were no lashings between the cargo and the trailer.
- There were no lashings between the cargo and the vessel to prevent tilting.
- There was deficient lashing strength due to insufficient number of lashings or inadequate SWL of the lashing materials or excessively worn lashings.
- There was a loose stowage of cargo on the roll-trailer.
- No account was taken of the centre of gravity of the loaded roll-trailer, which could often be high above deck level.
- “Silly-loop” lashings (loop lashings with their ends fastened to either side of the trailer) were used. These did not provide any direct securing effect.
- “Friction Loop” lashings were used, these being lashings passed from one side of the trailer to the other, over the cargo. Although such lashings could provide some enhanced friction between the cargo and the trailer, the cargo could move about under the lashings.
West of England recommended that Members be cognizant of the IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code) – Annex 7 and/or the IMO Code of Safe Practice for Cargo Stowage and Securing (CSS Code).