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Seam 3- Cargo Handling and Stowage (Non-Dangerous Goods)JB-BB

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Seam 3- Cargo Handling and Stowage (Non-Dangerous Goods)JB-BB

Lesson 2: Deck Cargo

Cargoes, other than in containers, commonly carried on deck

Cargoes, other than in containers, commonly carried on deck

Cargoes, other than in containers, commonly carried on deck are:

Timber deck cargoes

Containers

Vehicles

Livestocks

Iron and steel pipes or girders

Dangerous goods

Heavy lifts and unusually shaped goods such as locomotives, yachts, launches, large tanks or pressure
vessels, offshore construction materials and other large machineries

The phrase ‘deck cargoes’ refers to items and/or commodities carried on the weather deck and/or hatch
covers of a ship and thereon exposed to sun, wind, rain, snow, ice and sea, so that the packaging must
be fully resistant to, or the commodities themselves not be denatured by such exposure.

Deck cargoes, because of their very location and the means by which they are secured, will be subjected
to greater velocity and acceleration stresses in most instances, than cargo stowed below decks.

Vessels are generally constructed so that cargo can be stowed in the holds. Loading of cargo on deck will
imply higher risks due to the cargo being exposed to nature. There is obviously a difference between
loading under deck and on deck.
If the vessel has no space in the holds (due to voluminous cargo loaded) but could still carry cargo (as
she is not down to her marks), Owners could offer to carry cargo on deck and for this may provide an
incentive to the Shipper / Cargo interests by way of lower freight rates. In this way, Vessel Owners /
Operators could maximize the utilization of the vessel.

Cargoes that are stowed on deck(weather deck) are those that are not permitted below decks because
of their large sizes and shapes(over-sized cargo), characteristics and associated hazards they present
such as reactivity,flammability,toxicity, explosiveness, corrosiveness, acidness,
combustibility( dangerous goods) etc., and those that will not be susceptible to material damage when
exposed to weather elements or nature(lumber, steel pipes, rails ,bars, girders) etc., or those that are
difficult and impossible to stow under deck such as locomotives, large boilers and tanks,yachts, offshore
construction materials, (heavy lifts) and etc.

Securing the deck cargo should be planned as soon as the reservation of the shipment is accepted so
that preparations could be made by ensuring the adequacy of lashing points, appropriateness of
securing arrangements, necessary lashing materials and associated shores or braces, and measures to
check securing/tensioning arrangements.

The type of lashings depends on the kind of cargo. Lashings should be either chain with pear links,
pelican hooks, turnbuckles; wire rope with shackles, clamps and turnbuckles; or steel strapping with
turnbuckles.

Deck cargo should be secured in such a manner and with materials adequate enough so that they will
not break and the cargo will not shift in the worst kind of weather the vessel would encounter at sea.
Efficient securing of deck loads should be supervised by ship’s officers so that both cargo and the ship
are protected.
Seam 3- Cargo Handling and Stowage (Non-Dangerous Goods)JB-BB

Dashboard

My courses

Seam 3- Cargo Handling and Stowage (Non-Dangerous Goods)JB-BB

Lesson 2: Deck Cargo

Loading and Stowage of Deck Cargo

Loading and Stowage of Deck Cargo

Stowage of Deck Cargo

Before loading and stowing the deck cargoes, the master should be provided with at least the following
information:

The total number of unit loads and commodity to be loaded;

The type of strapping or wrapping used;

The dimensions of a unit load in metres; and

The gross mass of a unit load in kilogrammes

All openings in the weather decks such as hatch covers, hatch accesses should be securely closed and
battened down thereby making them watertight before deck cargo is stowed on top of them (hatch
tops).

The weight of deck cargo should not exceed the deck load capacities of the hatch covers and deck
having regard to their integral strength or it will cause enormous damage to both decks and hatch-
covers. Unless the weather-deck has been specially strengthened, it is unlikely to have a maximum
permissible weight-loading of more than 3 tonnes/sq. Meter.

Similarly, unless hatch-covers have been specially strengthened, it is unlikely to have a maximum
permissible weight-loading of more than 1.8 tonnes/sq. Meter.
The ship’s capacity plan and/or general arrangement plan should always be consulted.

If the information is not found, the ship’s stability booklet available on board is to be consulted.

The load weight of single units of cargo can be spread or distributed over a wider area by employing
timber dunnages laid diagonally in an area bigger than the base area of the stowed deck cargo, or by
appropriate shores in the tweendeck to support the main deck above. If applicable, use sufficient strips
of dunnage to avoid exceeding the hatch top or deck acceptable point load.

This part of loading cargo on deck should be emphasized because the deck could be set down and hatch
covers become damaged due to execessive concentration of load weight over them.

When loading deck cargo, attention should be paid for the weathertight/ watertight integrity, protection
and safe accessibility by the crews of essential equipment needed for the safe operation of the ship,
such as sounding pipes, tank air pipes, ventilators,devices (actuators)for the remote operation of valves,
mooring arrangement gears, fire fighting and life saving appliances, emergency steering arrangements,
watertight doors, crew accommodation and working spaces.

The height above the deck or any other part of the ship on which the deck cargoes stand or stow on
deck should not interfere with the safe navigation of the ship and performing an efficient and prudent
lookout duties. As per SOLAS, the maximum blind length in the forward direction from the stem is twice
the ship’s length or 500mtrs whichever is less.

Vessels that are not designed to carry a cargo of containers sometimes stow and secure containers on
deck. In the securement of containers as a deck cargo, enough lumber dunnages should be used and
stow containers in such a way that each one side is against the mast house or hatch coamings. Chain
lashings are much preferred to be used than wire ropes for lashing and securing purposes in association
with the use of shores and toms.

Advices for containers of non-containers ships without seating devices

• Containers should be stowed only one high.

• The corner-castings should be stowed on timber gratings or timber boards of sufficient

Thickness and rigidity such that the weight of the container is spread over a sufficient area

Of the deck or hatch top, and so the maximum permissible loading is not exceeded.

• No dunnage should be placed such that it is in contact with the underneath of the floor

Structure, sills or side frames.

• Containers must be stowed and secured independently.

• Lashings must be of adequate strength for the weight of the container. Lashings should be

Led from top-corner-castings to deck fitting of appropriate strength, either crossed from

Side to side or leading down and outboard / inboard from the top-corner-castings. The

Requirement for the strength of the lashings should be calculated using the rule-of-thumb

Method or the advanced calculation method, depending upon the amount of information

Available.

• Foot-lashings or foot-chocks should be fitted in way of bottom-corner-castings. Foot-

Lashings of either wire or chain should be lead from bottom-corner-castings directly

Outboard / inboard to deck lashing points. Alternatively, foot-chocks constructed from

 Good-quality timber should be fitted between bottom-cornercastings and the hatch-

Coaming structure inboard and bulwark structure outboard. Such foot-chocks should be of

Length no more than 2 m.

• All lashings should be set tight by turnbuckles. If the container is not adequately secured, it

Is likely to move and, if the cargo in the container is not secured in the container, that cargo

Is likely to move as wel.l

Containers when they are loaded on deck are subject to the following consideration – barring stability,
which would have been planned for:

 The load density of the deck

 Spreading the load of the container evenly

 Chocking the container base to prevent shifting due to rolling or pitching

 Lashing the container for the above as well to prevent the container from being bodily lifted.

 Placing the containers in as close a group as possible

 Safeguarding the sounding pipes and the air pipes within the periphery of the container space.
 Keeping the fire hose boxes clear as well as the passage leading to them, the fire hydrants should
similarly be kept clear.

 No lashing should be taken which would damage or cause to be damaged the fire lines.

 Checking that the leads for the lashing wires are adequate as well as that the chocking points are well
supported

 Keeping a passage for crew members to check the lashings during g voyage.

In general, the close stow is difficult on General Cargo vessels where the container is usually loaded
between the hatch coaming and the bulwark. So the container should be loaded as close as possible to
the hatch coaming, as well as close to the mast house structure. If few containers are being loaded then
the shelter offered by the mast house structure should be borne in mind.

The load is spread by having the container loaded onto timbers at least 4” x 4”. The timbers should be
extended to well beyond the shoe of the container in all directions to spread the load. Once this is done
the chocking of the container is started.

Again heavy timbers are used and the container is first secured to prevent any lateral and transverse
shifting. While selecting chocking points all heavy framework should be selected. Bulwark stays are not
strengthened enough to be used as chocking points. Hatch coamings may be used and as a last resort,
bulwark stays. After the chocking is completed the container is lashed. The lashing is further to prevent
the longitudinal as well as the transverse shifting. For this the base shoes offer the best lashing points.
To prevent the container being bodily shifted out, the lashings are continued to the top shoes.

All lashings should be separate in the sense that a single lashing wire should not be passed over a few
shoes and then lashed at the final point. Each lashing should have a turnbuckle or bottle screw
incorporated and there should be at least 60% free thread in them after completion of lashing.

The bottom lashing and the top lashing should not be counted together for the purpose of assessing the
total number of lashings taken for the container.
The top lashings are for bodily rise and as such should be counted separately.

As a thumb rule, if the SWL of the lashing wire is 2T then to lash the top of a 20T container the number
of lashings should be a minimum of 10 (all well positioned), similarly the bottom should have 10. The
bottom lashings may be reduced depending upon the chocking of the container and the availability of
the lashing point.

Note that a single strong point for lashing should not have more than 2 lashing wires – the preferred
would be 1, however it is often impossible to find so many lashing points.

The vertical distribution of deck cargo must be carried out with due attention so that the ship will retain
adequate stability at all stages of the voyage.

In the loading and stowage of containers and other goods stowed on deck as deck cargoes, the following
factors should be considered:

 Expected wind moments due to strong winds experienced inthe trading ses area.

 The vertical rise of the ship’s center of gravity(VCG) due to fuel oil consumption in the double bottom
tanks and or free surface effects of liquid in slack tanks.

 Increase of weight to the deck cargo by absorption of water in the cargo like

Dried and seasoned timbers, or excessive ice accretion on deck if applicable,

Superstructures and cargo itself.

 The weight of water trapped in broken spaces within the timber deck cargo and especially logs.

 In the case of timber deck cargo ,the freeing ports should be clear of any obstruction so that sea water
being shipped during heavy weather and sea conditions would easily flow overboard.
Cargoes, other than in containers, commonly carried on deck

Cargoes, other than in containers, commonly carried on deck are:

Timber deck cargoes

Containers

Vehicles

Livestocks

Iron and steel pipes or girders

Dangerous goods

Heavy lifts and unusually shaped goods such as locomotives, yachts, launches, large tanks or pressure
vessels, offshore construction materials and other large machineries

The phrase ‘deck cargoes’ refers to items and/or commodities carried on the weather deck and/or hatch
covers of a ship and thereon exposed to sun, wind, rain, snow, ice and sea, so that the packaging must
be fully resistant to, or the commodities themselves not be denatured by such exposure.

Deck cargoes, because of their very location and the means by which they are secured, will be subjected
to greater velocity and acceleration stresses in most instances, than cargo stowed below decks.

Vessels are generally constructed so that cargo can be stowed in the holds. Loading of cargo on deck will
imply higher risks due to the cargo being exposed to nature. There is obviously a difference between
loading under deck and on deck.

If the vessel has no space in the holds (due to voluminous cargo loaded) but could still carry cargo (as
she is not down to her marks), Owners could offer to carry cargo on deck and for this may provide an
incentive to the Shipper / Cargo interests by way of lower freight rates. In this way, Vessel Owners /
Operators could maximize the utilization of the vessel.
Cargoes that are stowed on deck(weather deck) are those that are not permitted below decks because
of their large sizes and shapes(over-sized cargo), characteristics and associated hazards they present
such as reactivity,flammability,toxicity, explosiveness, corrosiveness, acidness,
combustibility( dangerous goods) etc., and those that will not be susceptible to material damage when
exposed to weather elements or nature(lumber, steel pipes, rails ,bars, girders) etc., or those that are
difficult and impossible to stow under deck such as locomotives, large boilers and tanks,yachts, offshore
construction materials, (heavy lifts) and etc.

Securing the deck cargo should be planned as soon as the reservation of the shipment is accepted so
that preparations could be made by ensuring the adequacy of lashing points, appropriateness of
securing arrangements, necessary lashing materials and associated shores or braces, and measures to
check securing/tensioning arrangements.

The type of lashings depends on the kind of cargo. Lashings should be either chain with pear links,
pelican hooks, turnbuckles; wire rope with shackles, clamps and turnbuckles; or steel strapping with
turnbuckles.

Deck cargo should be secured in such a manner and with materials adequate enough so that they will
not break and the cargo will not shift in the worst kind of weather the vessel would encounter at sea.
Efficient securing of deck loads should be supervised by ship’s officers so that both cargo and the ship
are protected.

Loading and Stowage of Deck Cargo

Stowage of Deck Cargo

Before loading and stowing the deck cargoes, the master should be provided with at least the following
information:

The total number of unit loads and commodity to be loaded;

The type of strapping or wrapping used;

The dimensions of a unit load in metres; and

The gross mass of a unit load in kilogrammes

All openings in the weather decks such as hatch covers, hatch accesses should be securely closed and
battened down thereby making them watertight before deck cargo is stowed on top of them (hatch
tops).
The weight of deck cargo should not exceed the deck load capacities of the hatch covers and deck
having regard to their integral strength or it will cause enormous damage to both decks and hatch-
covers. Unless the weather-deck has been specially strengthened, it is unlikely to have a maximum
permissible weight-loading of more than 3 tonnes/sq. Meter.

Similarly, unless hatch-covers have been specially strengthened, it is unlikely to have a maximum
permissible weight-loading of more than 1.8 tonnes/sq. Meter.

The ship’s capacity plan and/or general arrangement plan should always be consulted.

If the information is not found, the ship’s stability booklet available on board is to be consulted.

The load weight of single units of cargo can be spread or distributed over a wider area by employing
timber dunnages laid diagonally in an area bigger than the base area of the stowed deck cargo, or by
appropriate shores in the tweendeck to support the main deck above. If applicable, use sufficient strips
of dunnage to avoid exceeding the hatch top or deck acceptable point load.

This part of loading cargo on deck should be emphasized because the deck could be set down and hatch
covers become damaged due to execessive concentration of load weight over them.

When loading deck cargo, attention should be paid for the weathertight/ watertight integrity, protection
and safe accessibility by the crews of essential equipment needed for the safe operation of the ship,
such as sounding pipes, tank air pipes, ventilators,devices (actuators)for the remote operation of valves,
mooring arrangement gears, fire fighting and life saving appliances, emergency steering arrangements,
watertight doors, crew accommodation and working spaces.

The height above the deck or any other part of the ship on which the deck cargoes stand or stow on
deck should not interfere with the safe navigation of the ship and performing an efficient and prudent
lookout duties. As per SOLAS, the maximum blind length in the forward direction from the stem is twice
the ship’s length or 500mtrs whichever is less.
Vessels that are not designed to carry a cargo of containers sometimes stow and secure containers on
deck. In the securement of containers as a deck cargo, enough lumber dunnages should be used and
stow containers in such a way that each one side is against the mast house or hatch coamings. Chain
lashings are much preferred to be used than wire ropes for lashing and securing purposes in association
with the use of shores and toms.

Advices for containers of non-containers ships without seating devices

• Containers should be stowed only one high.

• The corner-castings should be stowed on timber gratings or timber boards of sufficient

Thickness and rigidity such that the weight of the container is spread over a sufficient area

Of the deck or hatch top, and so the maximum permissible loading is not exceeded.

• No dunnage should be placed such that it is in contact with the underneath of the floor

Structure, sills or side frames.

• Containers must be stowed and secured independently.

• Lashings must be of adequate strength for the weight of the container. Lashings should be

Led from top-corner-castings to deck fitting of appropriate strength, either crossed from

Side to side or leading down and outboard / inboard from the top-corner-castings. The

Requirement for the strength of the lashings should be calculated using the rule-of-thumb
 Method or the advanced calculation method, depending upon the amount of information

Available.

• Foot-lashings or foot-chocks should be fitted in way of bottom-corner-castings. Foot-

Lashings of either wire or chain should be lead from bottom-corner-castings directly

Outboard / inboard to deck lashing points. Alternatively, foot-chocks constructed from

Good-quality timber should be fitted between bottom-cornercastings and the hatch-

Coaming structure inboard and bulwark structure outboard. Such foot-chocks should be of

Length no more than 2 m.

• All lashings should be set tight by turnbuckles. If the container is not adequately secured, it

Is likely to move and, if the cargo in the container is not secured in the container, that cargo

Is likely to move as wel.l

Containers when they are loaded on deck are subject to the following consideration – barring stability,
which would have been planned for:

 The load density of the deck

 Spreading the load of the container evenly

 Chocking the container base to prevent shifting due to rolling or pitching

 Lashing the container for the above as well to prevent the container from being bodily lifted.

 Placing the containers in as close a group as possible

 Safeguarding the sounding pipes and the air pipes within the periphery of the container space.

 Keeping the fire hose boxes clear as well as the passage leading to them, the fire hydrants should
similarly be kept clear.

 No lashing should be taken which would damage or cause to be damaged the fire lines.

 Checking that the leads for the lashing wires are adequate as well as that the chocking points are well
supported

 Keeping a passage for crew members to check the lashings during g voyage.

In general, the close stow is difficult on General Cargo vessels where the container is usually loaded
between the hatch coaming and the bulwark. So the container should be loaded as close as possible to
the hatch coaming, as well as close to the mast house structure. If few containers are being loaded then
the shelter offered by the mast house structure should be borne in mind.

The load is spread by having the container loaded onto timbers at least 4” x 4”. The timbers should be
extended to well beyond the shoe of the container in all directions to spread the load. Once this is done
the chocking of the container is started.

Again heavy timbers are used and the container is first secured to prevent any lateral and transverse
shifting. While selecting chocking points all heavy framework should be selected. Bulwark stays are not
strengthened enough to be used as chocking points. Hatch coamings may be used and as a last resort,
bulwark stays. After the chocking is completed the container is lashed. The lashing is further to prevent
the longitudinal as well as the transverse shifting. For this the base shoes offer the best lashing points.
To prevent the container being bodily shifted out, the lashings are continued to the top shoes.

All lashings should be separate in the sense that a single lashing wire should not be passed over a few
shoes and then lashed at the final point. Each lashing should have a turnbuckle or bottle screw
incorporated and there should be at least 60% free thread in them after completion of lashing.

The bottom lashing and the top lashing should not be counted together for the purpose of assessing the
total number of lashings taken for the container.

The top lashings are for bodily rise and as such should be counted separately.

As a thumb rule, if the SWL of the lashing wire is 2T then to lash the top of a 20T container the number
of lashings should be a minimum of 10 (all well positioned), similarly the bottom should have 10. The
bottom lashings may be reduced depending upon the chocking of the container and the availability of
the lashing point.

Note that a single strong point for lashing should not have more than 2 lashing wires – the preferred
would be 1, however it is often impossible to find so many lashing points.

The vertical distribution of deck cargo must be carried out with due attention so that the ship will retain
adequate stability at all stages of the voyage.

In the loading and stowage of containers and other goods stowed on deck as deck cargoes, the following
factors should be considered:

 Expected wind moments due to strong winds experienced inthe trading ses area.

 The vertical rise of the ship’s center of gravity(VCG) due to fuel oil consumption in the double bottom
tanks and or free surface effects of liquid in slack tanks.

 Increase of weight to the deck cargo by absorption of water in the cargo like
Dried and seasoned timbers, or excessive ice accretion on deck if applicable,

Superstructures and cargo itself.

 The weight of water trapped in broken spaces within the timber deck cargo and especially logs.

 In the case of timber deck cargo ,the freeing ports should be clear of any obstruction so that sea water
being shipped during heavy weather and sea conditions would easily flow overboard.

The Carriage of Livestocks

Livestock is a term which describes all types of domestic, farm and wild animals that are carried on
board a ship and for which freight is paid.The animals that are carried in such livestock carriers include
sheep, goats, cows and other forms of cattle. Such transfer of cargo with animals as the main items of
transportation is carried out as an import-export operation.

The carriage of livestock is another area where some expertise is required. Strict

National legislation may be set in place to reduce the risk of disease if that risk exists.

This may even apply to animals transiting a particular region.

Apart from the regulatory requirements, there is the need for humane and hygienic treatment and
conditions for animals transported by land and sea.

The animals, which range from birds to reptiles and mammals, must be looked after in a humane way.

The major concern in the carriage of livestock is the well being of the animals being carried. Every effort
should be made to ensure that they are well looked after, and travel in a good environment.
They should be provided with food and clean water, be able to move and have adequate lighting. They
should have clean air and be protected from any source of danger, bad weather and extreme conditions.

Livestock can be carried in containers, in cages or simply in pens on decks. The stowage position must
ensure that they can be accessed easily (if veterinary attention is required or to remove any carcass) and
protected from extremes of heat, cold, rain, wind and spray.

Before any livestock is loaded on board a vessel, a notice of intention to load livestock must be given to
the surveyor in charge. The surveyor will then check the vessel to see if it is suitable to carry livestock.

At the end of loading (usually three hours before), the Master must advise the surveyor about the
completion time. Livestock must not be loaded without the permission of a Government veterinary, and
until all certificates required by the concerned supervising government authority.

Restrictions on the carriage of livestock

Livestock must not be carried if the livestock or any livestock fitting or equipment:

Obstructs access to any accommodation space necessary for the safe running of the ship

Interferes with LSA/FFA

Interferes with the sounding of tanks and bilges

Interferes with the operation of closing appliances

Interferes with the operation of freeing ports

Interferes with the lighting or ventilation of other parts of the ship

Interferes with the proper navigation of the ship.

Ventilation,Lighting, Drainage and fire-fighting

When livestock is carried in an enclosed space, there must be a mechanical way to change the air in that
space. A surveyor may test that system prior to loading. In some circumstances, a mechanical ventilation
system might not be necessary, especially if there is sufficient headroom for air circulation. The
mechanical system must have a primary and a secondary source of power.
There must be lighting providing a level of illumination of not less than 20 lux in all areas and
passageways where livestock is carried

Provisions must be made for effectively draining fluids from each pen in which livestock is carried.
Contaminated water must not be intentionally discharged from a ship while she is within the limits of an
Australian port.

There must be fire hydrants so that at least two jets of water could be directed simultaneously to any
part of a space where livestock are located.If hay or straw is carried, there must be either a portable
water fire extinguisher for every 18m of the space or a fixed fire fighting installation, which uses water.

While in transit the animals are kept in pens or stalls which are protected from adverse weather and the
sun. Adequate straw and fodder would also be carried. The feeding and watering of animals would be to
the shipper’s instructions. It is not unusual for a shipper to send a supervisory attendant where large
numbers of animals are carried or where specialist animals like valuable race horses are carried.

If no attendant is carried, members of the crew would be designated to take care

Of the animals during the passage, cleaning stalls and feeding, etc. Where one or two animals are
carried by a non-designated vessel, they are usually carried in horse box-type stalls, or in caged kennels.

These are generally kept on a sheltered area of the upper deck away from the prevailing weather. Each
animal would be tallied and allotted a carriage number. In the event of the animal dying on passage, this
number must be recorded. All vessels carrying livestock must carry a ‘humane killer’ with enough
ammunition to be considered adequate. Where a regular livestock trade is featured, like
Australia/Middle East regions, shore facilities for loading and discharging are regularly inspected by the
country’s authorities.

Government representaives also inspect the cleanliness and the facilities aboard designated livestock
carriers. Documentation inclusive of veterinary certificates is usually shipped with the animal(s) together
with routine welfare instructions. When landed, documentation is usually landed at the same time being
handed to the shipper’s representative or quarantine officials.
Timber Deck Cargo

Timber deck cargo means a cargo of timber carried on an uncovered part of a freeboard or
superstructure deck.

The Timber deck caro argo related expressions are:

Cant means a log which is “slab-cut”, i.e. ripped lengthwise so that the resulting thick pieces have two
opposing, parallel flat Sides and, in some cases, a third side which is sawn flat.

Non-rigid cargo means sawn wood or lumber, cants, logs, poles, pulpwood and all other types of loose
timber or timber in packaged forms not fulfilling specified strength requirement, as defined in section
4.7.

Rigid cargo package means sawn wood or lumber, cants, logs, poles, pulpwood and all other types of
timber in packaged forms, fulfilling specified strength requirement, as defined in section 4.7.

Round wood means parts of trees that have not been sawn on more than one long side. The term
includes, among others, logs, poles and pulpwood in loose or packed form.

Sawn wood means parts of trees that have been sawn so that they have at least two parallel flat long
sides. The term includes, among others, lumber and cants in loose or packed form.

Timber is used as a collective expression used for all types of wooden material covered by this Code,
including both round and sawn wood but excluding wood pulp and similar cargo.

Technically related expressions are:

Blocking device means physical measures to prevent sliding and/or tipping of cargoes and/or collapse of
stow.

Lashing plan means a sketch or drawing showing the required number and strength of securing items for
the timber deck cargo to obtain safe stowage and securing of timber deck cargoes.

Timber deck cargo means a cargo of timber carried on an uncovered part of a freeboard or
superstructure deck.

Timber load line means a special load line assigned to ships complying with certain conditions set out in
the International Convention on Load lines.
Stowage Factor (SF) means the volume occupied by one ton of a cargo when stowed and separated in
the accepted manner.

Weather deck means the uppermost complete deck exposed to weather and sea.

Reeving means the process where a rope, chain, or any other type of lashing can freely move through a
sheave or over a fulcrum such as a rounded angle piece, in such a manner so as to minimize the
frictional effect of such movement.

Height of cargo means the distance form the base of the deck cargo stow to the highest part of the
cargo.

The guidelines for loading Timber Deck cargo are the following:

All securing equipment should be laid out -visual examinations at intervals not exceeding 12
months(prudently inspect before use)

All equipment, such as shackles, marked and certification in order

Weld additional securing points, such as eye-plates, if required

Outboard ends of lashings secured to eye-plates before loading

Test vessel stiffness by resulting movement of ship using cargo lift

Protect ventilators, air pipes, sounding pipes, winches and-similar dock appliances

When necessary, lay dunnage (3 x 12m) at 1 m apart

All hatch covers, watertight doors, and means of securing air pipes and ventilators within area to secure
before loading commence

Neatly stow the timber, interlocks within each layer. Do not “stack”timber piece on piece as this will not
ensure compact stow

After the initial securing of the cargo, ”tightening devices should be capable of further tightening for use
on the voyage

Lashings and other securing arrangements frequently inspected on passage

On a long voyage it may he necessary to re-coat wire lashings with a suitable anti-corrosion compound

Chock each tier, fill gaps with loose timber

Fence off openings to prevent accidents

Ladders or steps provided from deck to top of cargo

Generally stow cargo F & A to facilitate lashing

Distribute weight evenly and avoid excessive height

Examine slip hooks – ensure cannot work loose

No cargo protruding at outboard edges of stow- interfere lashings

Check stability before completion of loading

Prior to loading the vessel with the timber deck cargo, relevant cargo information, as defined in timber
Code, should be provided by the shipper, according to the custom of the trade. The stevedoring
company should be made aware of specific requirements according to the ship’s Cargo Securing Manual
regarding stowage and securing of timber deck cargoes.

The information as applicable for each parcel of cargo(deck cargo) should be provided by the shipper to
the master or his representative such as the total amount of cargo intended to be loaded and stowed on
deck ; typical dimensions of the cargo; number of bundles; density of the cargo; stowage factor of the
cargo; racking strength for packaged cargo; type of cover of packages and whether non-slip type; and
relevant coefficients of friction including covers of sawn wooden packages if applicable.

The Pre-loading plan according to the ship’s Trim and Stability Book should be done and the following
information should be determined checked such as stowage height; weight per m2; required amount of
water ballast; and displacement, draught, trim and stability at departure and arrival.

The stability should be within required limits during the entire voyage. When undertaking stability
calculations, variation in displacement, centre of gravity and free surface moments due to the following
factors should be considered in the like of absorption of water in timber carried as timber deck cargo
according to special instructions;ice accretion, if applicable; variations in consumables; and ballast water
exchange operations, in accordance with approved procedures.

A lashing plan according to the ship’s Cargo Securing Manual (CSM) should be prepared and the
following calculated such as weight and height of stows per hatch; mumber of sections in longitudinal
direction per hatch; required number of pieces of lashing equipment; and required number of uprights,
if applicable

Before timber deck cargo is loaded on any area of the weather deck, the following are to be taken into
account by the master or cargo officer:
Hatch covers and other openings to spaces below that area should be securely closed and battened
down;

Air pipes and ventilators should be effectively protected and check-valves or similar devices should be
examined to ascertain their effectiveness against the entry of water;

Objects which might obstruct cargo stowage on deck should be removed and safely secured in places
appropriate for storage;

The condition of friction-enhancing arrangements, where fitted, should be checked;

Accumulations of ice and snow on such area should be removed;

It is normally preferable to have all deck lashings, uprights, etc., readily available before loading on that
specific area. This will be necessary should a preloading

Examination of securing equipment be required in the loading port; and

All sounding pipes on the deck should be reviewed and arrangements made that access to these remain
as far as practicable.

The master should ensure that the ship condition complies with its stability booklet at all times.A ship
carrying timber deck cargo should continue to comply with applicable damage stability requirements
since excessive GM values induce large accelerations, GM should preferably not exceed 3% of the
breadth of the vessel.

Account may be taken of the buoyancy of timber deck cargo when calculating stability curves, assuming
that such cargo has a permeability up to 25% (Permeability is defined as the percentage of empty space
of the volume occupied by the deck cargo).

Securing

One or more of the following principal methods may be used to secure timber deck cargoes, by
themselves or in combination with each other such as the different types of lashing arrangements;
bottom blocking of the base tier in combination with lashing arrangements; blocking over the full height
of the cargo by, e.g. uprights alternatively complemented by lashing arrangements; frictional securing,
taking into account scientific research and appropriate weather and voyage criteria; and other practical
securing enhancement, (taking into account appropriate weather and voyage criteria) in the like of non
slip paints on hatch covers, and liberal use of dunnage in the stow to shore and bridge gaps; double
lashing in exposed areas; and consideration given to the use of locking tiers.

Securing arrangements used should be designed in accordance with Part B and documented in
accordance with section 2.13 of this Code.
The different lashings for timber deck cargoes

Chain Lashing;

Wire Lashing; and

Fabricated Web Lashing

Lashing Arrangements

In order to achieve a more secure stowage of logs when stowed on deck hog wires may be utilized. Such
hog wire should be installed in the following manner:

At approximately three quarters of the height of the stow, the hog wire should be rove through a
padeye attached to the uprights at this level so as to run transversely, connecting the respective port
and starboard uprights. The hog lashing wire should not be too tight when laid so that it becomes taut
when overstowed with other logs.

A second hog wire may be applied in a similar manner if the height of the hatch cover is less than 2 m.
Such second hog wire should be installed approximately 1 m above the hatch covers.

The aim of having the hog wires applied in this manner is to assist in obtaining as even a tension as
possible throughout, thus producing an inboard pull on the respective uprights.

In addition to uprights and hog lashings, an arrangement with top-over and continuous wiggle lashings
(wiggle wires), as shown in the following figures, may be utilized at each hatch.

If a wiggle wire is not fitted, then extra chain or chain/wire combination over lashings should be fitted
instead.

Uprights
Uprights are supports which are rigged along the deck edges to help prevent a timber deck cargo shifting
transversely.

Uprights, designed should be used when required by the nature, height or character of the timber deck
cargo as outlined in this code.

When uprights are used, they should:

Be made of material of adequate strength, taking into account relevant parameters such as the breadth
of the deck cargo, the weight and height of the cargo,the type of timber cargo, friction factors,
additional lashings, etc.;

Be spaced at intervals between the centrelines of two uprights not exceeding 3 m so that preferably all
sections of the stow are supported by at least two uprights; & be fixed to the deck and/or hatch cover
by angles, sockets or equally efficient means and be secured in position as required by the CSM.
Longitudinally stowed round wood, loose sawn wood and sawn wood packages with limited racking
strength should be supported by uprights at least as high as the stow.

Loose or packaged sawn wood

Uprights should be used for loose sawn wood. Uprights or stoppers (low uprights) should also be used to
prevent packaged sawn wood loaded on top of the hatch covers only from sliding. The timber deck
cargo should in addition be secured throughout its length by independent lashings.

The maximum spacing of the lashings referred to above should be determined by the maximum height
of the timber deck cargo in the vicinity of the lashings:

For a height of 2.5 m and below, the maximum spacing should be 3 m;

For heights of above 2.5 m, the maximum spacing should be 1.5 m; and

On the foremost and aft-most sections of the deck cargo the distance between the lashings according to
above should be halved.

Personnel Protection And Safety Devices

During the course of the voyage, if there is no convenient passage for the crew on or below the deck of
the ship giving safe means of access from the accommodation to all parts used in the necessary working
of the ship, guard lines or rails, not more than 330 mm apart vertically, should be provided on each side
of the deck cargo to a height of at least 1 m above the cargo.

In addition, a lifeline, preferably wire rope, set up taut with a tightening device should be provided as
near as practicable to the centreline of the ship. The stanchion supports to all guard rails or lifelines
should be spaced so as to prevent undue sagging.

Where the cargo is uneven, a safe walking surface of not less than 600 mm in width should be fitted
over the cargo and effectively secured beneath, or adjacent to, the lifeline.

Where uprights are not fitted, a walkway of substantial construction should be provided having an even
walking surface and consisting of two fore and aft sets of guard lines or rails about 1 m apart, each
having a minimum of three courses of guard lines or rails to a height of not less than 1 m above the
walking surface.

Such guard lines or rails should be supported by rigid stanchions spaced not more than 3 m apart and
lines should be set up taut by tightening device.

As an alternative a lifeline, preferably wire rope may be erected above the timber deck cargo such that a
crewmember equipped with a fall protection system can hook onto and work about the timber deck
cargo.

The lifeline should be:

Erected about 2 m above the timber deck cargo as near as practicable to the centreline of the ship;

Stretched sufficiently taut with a tightening device to support a fallen crewmember without collapse or
failure.

Properly constructed ladders, steps or ramps fitted with guard lines or handrails should be provided
from the top of the cargo to the deck, and in other cases where the cargo is stepped, in order to provide
reasonable access.

Ro-Ro Cargoes
RoRo is short for “Roll-on Roll-off”, which is the description of how cargo is loaded and discharged from
a RoRo vessel. This means simply that cargo rolls on or off the vessel, as opposed to being lifted using
cranes. For self-propelled cargo, such as cars, they roll on and off the vessel on their own wheels. For
cargo that is not self-propelled, the cargo is placed on handling equipment with wheels on the terminal
to roll the cargo on and off the vessel. The cargo then remains on the handling equipment for the entire
sea voyage.

A “roll-on roll-off cargo” or RoRo cargo is a wheeled cargo which is driven or towed on and off the vessel
on their own wheels. RORO cargo consists of items such as auto-mobiles,tractors, buses, semi-trailer
trucks, trucks, or oversized cargo loaded on special flatbed, mafi or lowboy trailers.

These wheeled cargoes offer the advantage of rolling on and off its transportation carrier, a Roll-on/Roll-
off or RoRo vessel specifically designed to ship “Roll-on” and “Roll-off” its cargo through its built-in ramp
which allows for efficient on- and offloading by rolling the cargo on and off the vessel as opposed to lo-lo
(lift-on/lift-off) vessels, which use either built-in cranes or dock cranes to load and unload cargo.

RO-RO vessels are normally gearless; ie they do not have cargo-handling gear. Instead the cargo is driven
on and off the vessel through big openings such as ramps. The ramps of the RoRo vessel could be
located at the stern or/and on at the bow. Some ships have ramps installed on the port side of the hull.

A ramp located amidships to ease the flow of cargo, is also common for some types of these vessels.

RoRo cargo is typically measured in units of lane meters. A lane meter is a unit of deck area for “roll
on/roll off” ships. A lane is a strip of deck 2 meters wide. A lane meter is an area of deck one lane wide
and one meter long, that is, 2 square meters. This is ultimately a measure to determine the total
effective deck area and lane length a carrier offers.

Nowadays, the RoRo vessel, typically the Pure Car Carrier (PCC) is being replaced by the Pure Car and
Truck Carrier (PCTC). PCTCs typically have a wide stern quarter ramp and a side ramp for dual loading
and discharging of a combination of cars and high-and-heavy cargo units(RoRo cargo) in a short time
span. The required mixture can be accommodated by having a number of liftable or hoistable car decks
to allow high vehicle clearance.
The internal ramp system is usually arranged in succession to allow simultaneous cargo operations on all
decks. Internal ramps can be fixed, with ramp covers, or hoistable.

Ramps, Doors, Car decks

Quarter ramp/door

The main ramp for loading and unloading. Allows your vessel to berth at practically any quay. Normally
on the starboard side, but port-side installations are available. Strengthened for high and heavy cargoes.

The ramp should be of sufficient length to cope with all tidal conditions and is often divided into three
articulated sections. Maneuvered by wires and hydraulic or electric winches. When stowed, the quarter
ramp also often functions as the watertight stern door.

Side ramp

Side ramps can be arranged to be hoistable between two or three deck levels. A side ramp increases the
loading and discharging capability considerably, especially where several deck levels are incorporated
higher up in the vessel.

Hoistable ramp

Hoistable ramps make more efficient use of the cargo space. Choose between ramps which, when
closed, form a tightly sealed closure, and ramps without sealing. The hoistable ramp is installed between
deck levels and the hoistable car deck.

Tilting ramp versions are also available for increased flexibility. Locked in the raised position by
hydraulically operated locking wedges, the ramps will form an integral part of the deck surface and can
be of lightweight construction. Automated operation, either hydraulic or electric.

Ramp cover

The ramp cover fulfils the same requirements for load-carrying capacity and the same tightness as the
surrounding fixed deck. Usually operated via directacting hydraulic cylinders or electric screw-jack.
Car decks – liftable and hoistable

Fixed decks means that deck panels are fixed at a certain level. The hoistable car deck is divided into
sections which can be individually hoisted to the required height or

Stowed beneath the deckhead. Each section may have two decks that can be set at several alternative
positions:

Three decks of equal headroom

Two decks with one higher and one lower headroom

•one deck with maximum headroom

Two systems are available for hoisting/lowering the deck:

Liftable decks means that the deck panels are lifted, hoisted and height-adjusted by a mobile deck lifter.

Automated operation, either electric or hydraulic, is available where frequent adjustment is required or
where time for adjustment is limited.

The deck surface can be of lightweight construction, with a plywood top plate, to save weight.

Shell door

Doors, such as bunker doors and pilot doors, can be upplied with frames as an option. Framed doors
can be welded as complete units directly into the hull, saving installation time.

Bulkhead door

Various types of bulkhead doors are avaiable. The choice is between top-hinged, side-hinged and sliding
doors, and between gastight or watertight solutions.

Rampway door
Top-hinged rampway doors are the best choice where there is plenty of room to stow the door up
against the deck head. The door, which closes against the deck andbulkhead, is fitted with a rubber seal.