deck timber

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Deck Cargoes

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


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Deck Cargoes

Considerations for All Deck Cargo 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


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Timber Deck Cargoes


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Timber Deck CargoesStowage - 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.


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Timber Deck Cargoes

Stowage - Height & Extent Restrict height to ensure:

adequate visibility

safe margin of stability throughoutvoyage

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.


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Problems at loading


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hazards to personnel


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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


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Ice accretionnote the access


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Timber Deck Cargoes

Timber Load Lines Special load lines assigned to ships complying

with conditions as per the InternationalConvention on Load Lines

May only be utilised when stowage & securingcomplies with IMO Code.

Allows a ship to load to a deeper draught, as:-

freeboard is effectively increased

timber compensates for loss of reservebuoyancy


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Timber Deck Cargoes

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.


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Packaged Timber on Deck

Stowed to requirementsof Load Line Regs andIMO Code of Practice

Ship utilising timber loadline


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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 Max 2m from end of stow

BS of all lashing components >/= 133 kN


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Timber Deck CargoesSecuring - General

Where there is no end bulkhead Eyeplates & lashings

0.6m & 15m from end of timber cargo


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Timber Deck CargoesSecuring - 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.


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.chain tightener.


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Timber Deck Cargoes

On Passage Tightening Lashings:-

Tightened at regular intervals;

Log all adjustments and examinations.

Passage Planning & Ship Handling:- Monitor forecasts, avoid heavy weather;

Reduce speed to minimise forces.


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Timber Deck CargoesOn Passage

Listing on Passage Due To:- Cargo shift;

Water ingress; Angle of loll.

Actions in all above cases??


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Scot Ranger listing to 300 after

shift of deck cargo of timber in

gale force winds, 1 December

2002


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MAIB Case Studies

Shifted cargo leads to

serious head injury


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No dunnage between packs


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Metal banding - steel to steel contact

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


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Preventing transverse shift


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Cargo shift in heavy seas

100 port list


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Webbing straps stretch more than wire/chain


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Webbing straps stretch more than wire/chain

Additional means to prevent shift?

Inadequate CSM


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Uprights


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Cargo shift 350

stbd list


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Cargo jettisoned uprights carried away


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No hog wires or upright brackets

Remotely operated jettisoning system?

The Kodima had been southbound for Biscay when


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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 asthe Master attempted to find safety in Falmouth.


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No hog lashings


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g g

Alteration of course/speed should becarefully judged

Bad weather prevents tightening oflashings

Remote means of jettisoning?


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Remote Jettisoning

Cargo shift in Force 9 gales 200 port list

Power failed when fuel tank flooded


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Two lashing released in extreme conditions

Actions saved the ship Remote system would have reduced dangers


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Failed Timber Rail

Steel bands touching insufficient dunnage

Inadequate strength of timber rail

No structural calculations carried out


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Slippery Plastic Covers

Initial shift to port 100 list


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Initial shift to port 10 list

Stbd side ballasted

Cargo shift to Stbd

200

list


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Low friction caused by plastic sheets

b l d f h h f


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Timber rail prevented further shift

High friction coatings

Use of dunnage

Ballasting NOT to be used to bring vessel upright


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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

deck timber

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