Regulations & Codes of Practice

MS (Load Line) Regs 1998 - SI 2241 MS (Carriage of Cargoes ) Regs 1999 - SI 336 Code of Safe Practice for Ships Carrying Timber Deck Cargoes - IMO Code of Safe Practice for Cargo Stowage & Securing - IMO

Deck Cargoes

Considerations for All Deck Cargo

Deck Cargoes

Load limits of deck & hatch lids Maintain adequate stability Maintain weathertight integrity Protect deck fittings Height of cargo Maintain safe access/movement Sufficiency of lashings & fittings

Timber Deck Cargoes

Timber Deck Cargoes

Stowage - General
Prior to loading: secure hatch covers & openings protect deck fittings remove accumulated ice & snow have lashings & uprights in position visual inspection of all securing points.

Ensure solid stow during all stages of

loading Prior to sailing:-

carry out thorough inspection of the ship take soundings to verify watertight integrity.

Timber Deck Cargoes

Stowage - Height & Extent
Restrict height to ensure: adequate visibility safe margin of stability throughout voyage deck load-limit is not exceeded Stow should not overhang ships side Max height of stow, if loading to winter

marks, = 1/3 of beam.

Problems at loading

hazards to personnel

Timber Deck Cargoes

Stability Requirements
Ship requires comprehensive stability information Stability must be calculated having regard to: water absorption ice accretion free surfaces in slack tanks trapped water within stow (especially logs) Minimum GM; 0.05m (see your stability lecturer!!!) Maximum GM; preferably </= 3% of beam Allow minimum 15% weight increase! Loading to cease if unexplained list develops

Ice accretionnote the access

Timber Deck Cargoes

Timber Load Lines
Special load lines assigned to ships complying with conditions as per the International Convention on Load Lines May only be utilised when stowage & securing

complies with IMO Code. Allows a ship to load to a deeper draught, as: freeboard is effectively increased timber compensates for loss of reserve buoyancy

Stowage - To Timber Load Lines Stow must extend: over entire wells as close as practicable to end bulkheads as close as possible to ships side at least to standard height of superstructure.

Timber Deck Cargoes

Packaged Timber on Deck Stowed to requirements of Load Line Regs and IMO Code of Practice

Ship utilising timber load line

Timber Deck Cargoes

Securing - General
Independent, overall lashings shackled to eyeplates on deck 19mm close link chain or wire rope with chain length Lashings less than 3m apart, OR; Less than 1.5m apart if stow higher than 4m Lashings as close as possible to ends of stow BS of all lashing components >/= 133 kN
Max 2m from end of stow

Timber Deck Cargoes

Securing - General
Where there is no end bulkhead
Eyeplates & lashings 0.6m & 15m from end of timber cargo

Timber Deck Cargoes

Securing - General
Tightening devices: easily accessible & capable of further tightening after initial securing Bulldog grips: min of 4, max 15cm apart Uprights fitted when required Hog lashings & wiggle wire may be required Lashing plans to be maintained.

.chain tightener.

Timber Deck Cargoes

On Passage
Tightening Lashings: Passage Planning & Ship Handling: Tightened at regular intervals; Log all adjustments and examinations. Monitor forecasts, avoid heavy weather; Reduce speed to minimise forces.

Timber Deck Cargoes

On Passage
Listing on Passage Due To: Cargo shift; Water ingress; Angle of loll.

Actions in all above cases??

Scot Ranger listing to 300 after shift of deck cargo of timber in gale force winds, 1 December 2002

MAIB Case Studies

Shifted cargo leads to serious head injury

 No dunnage between packs

Metal banding - steel to steel contact

Additional means to prevent shift of cargo? Crew safety when releasing lashings

Preventing transverse shift

 Cargo shift in heavy seas

100 port list

 Webbing straps stretch more than wire/chain

Additional means to prevent shift?

Inadequate CSM

Uprights

Cargo shift 350 stbd list

Cargo jettisoned uprights carried away

No hog wires or upright brackets
Remotely operated jettisoning system?

The Kodima had been southbound for Biscay when deck stanchions securing an on deck timber cargo were carried away by extreme weather. The deck cargo rapidly began to shift causing the vessel to list dangerously as the Master attempted to find safety in Falmouth.

 No hog lashings

Alteration of course/speed should be carefully judged

Bad weather prevents tightening of lashings Remote means of jettisoning?

Remote Jettisoning
Cargo shift in Force 9 gales 200 port list Power failed when fuel tank flooded

 Two lashing released in extreme conditions Actions saved the ship Remote system would have reduced dangers

Failed Timber Rail

Steel bands touching insufficient dunnage
Inadequate strength of timber rail No structural calculations carried out

Slippery Plastic Covers

 Initial shift to port 100 list Stbd side ballasted Cargo shift to Stbd 200 list

 Low friction caused by plastic sheets

Timber rail prevented further shift

High friction coatings Use of dunnage

Ballasting NOT to be used to bring vessel upright

MAIB Recommendations
Friction between cargoes and hatch covers Use of fabric lashings Uprights and hog lashings Remote means of jettisoning Use of structural steel rails Plastic covers Adequacy of current IMO provisions