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
