3.1.1 Before timber deck cargo is loaded on any area of the weather deck.1 hatch covers and other openings to spaces below that area should be securely closed and battened down.2 air pipes and ventilators should be efficiently protected and check-valves or similar devices should be examined to ascertain their effectiveness against the entry of water.3 accumulations of ice and snow on such area should be removed; and.4 it is normally preferable to have all deck lashings, uprights, etc., in position before loading on that specific area. 4.1.1 Every lashing should pass over the timber deck cargo and be shackled to eyeplates suitableand adequate for the intended purpose and efficiently attached to the deck stringer plate or otherstrengthened points.

• Lashing And Securing Of Deck Cargoes

4.2.1 Uprights should be fitted when required by the nature, height or character of the timber deck cargo.4.2.2 When uprights are fitted, they should.1 be made of steel or other suitable material of adequate strength, taking into account the breadth of the deck cargo.2 be spaced at intervals not exceeding 3 m.3 be fixed to the deck by angles, metal sockets or equally efficient means; and.4 if deemed necessary, be further secured by a metal bracket to a strengthened point, i.e., bulwark, hatch coaming. 4.5.1 All lashing and components used for the securing of the timber deck cargo should be tested,marked and certified according to national regulations or an appropriate standard of aninternationally recognized standards institute. Copies of the appropriate certificate should be kepton board.4.5.2 No treatments which could hide defects or reduce mechanical properties or strength shouldbe applied after testing.4.5.3 A visual examination of lashings and components should be made at intervals not exceeding12 months.4.5.4 A visual examination of all securing points on the ship, including those on the uprights, iffitted, should be performed before loading the timber deck cargo. Any damage should besatisfactorily repaired.

6.2.1 The master should plan the voyage so as to avoid potential severe weather and sea conditions.To this effect, weather reports, weather facsimiles or weather routeing agencies should beconsulted.6.2.2 In cases where severe weather and sea conditions are unavoidable, masters should beconscious of the need to reduce speed and/or alter course at an early stage in order to minimize theforces imposed on the cargo, structure and lashings. The lashings are not designed to provide ameans of securing against imprudent ship handling in heavy weather. There can be no substitute forgood seamanship. If a list occurs that is not caused by normal use of consumables (water and fuel), such a list canprobably be attributed to one of three causes, or possibly a combination of same.Cargo shift6.3.1 A major shift of deck cargo will obviously be immediately apparent. Deck cargo mayhowever have shifted imperceptibly or there may have been a shift of cargo below decks. If a whole or partial timber deck load is either jettisoned or accidentally lost overboard theattention of the master is drawn to chapter V of the International Convention for the Safety of Lifeat Sea which, inter alia, requires a master to communicate information on a direct danger tonavigation by all means at his disposal, to ships in the vicinity, and also to the competentauthorities at the first point on the coast with which he can communicate. It is required that suchinformation should include the kind of danger (in this case a timber deck load), the position of thedanger when last observed, and the time and date (co-ordinated universal time) when the dangerwas last observed.

Lashing And Securing Of Deck Cargoes

2.1 The ship should be supplied with comprehensive stability information which takes into account timber deck cargo. Such information should enable the master, rapidly and simply, to obtain accurate guidance as to the stability of the ship under varying conditions of service.

Comprehensive rolling period tables or diagrams have proved to be a very useful aid in verifying the actual stability conditions.2.2 The stability of the ship at all times, including during the process of loading and unloading timber deck cargo, should be positive and to a standard acceptable to the Administration. 1.1 The stowage practices described in this appendix have been found to achieve satisfactoryresults, provided that account is taken of the recommendations of chapters 1 to 6. Although specificconditions may dictate a departure from these guidelines, the basic principle as detailed in 1.2should nevertheless be adhered to.1.2 The basic principle for the safe carriage of timber deck cargo is, as indicated earlier, to makethe stow as solid and compact as practicable.

The purpose of this is to.1 prevent slack in the stow which could cause the lashings to slacken.2 produce a binding effect within the stow; and.3 reduce to a minimum the permeability of the stow.1.3 Lashings prevent deck cargo from shifting by increasing the friction due to pre-stress forcesand counteracting forces on the stow in the direction of possible shifting. 2.1 Timber packages are usually bundled by bandings fastened mechanically (hard bundled) or byhand (soft bundled). The packages may not have standard dimensions and they are not always flushat both ends. The stowage problem is compounded by differences in the lengths of packaged timberwhen the packages are stowed on board the ship. Moreover, the master of the ship often has noinfluence on the order in which the packages are delivered.2.2 Packages which contain random lengths likely to disrupt the compaction of the stow shouldnot be loaded on deck.

Other packages of random lengths capable of compact stowage may beloaded on deck in a fore and aft direction but not on exposed surfaces or in the stowage outboard ofthe hatch coamings (see figures 8 and 9).2.3 Packages for deck stowage should be solidly made up. They should have bands adequate toprevent slackening or disintegration of the package during the voyage, which could cause aloosening of the stow as a whole. Slack bands on the top surface of the deck cargo are dangerousfoot traps.2.4 Cants are usually bundled by banding, but the irregularities caused by varying thicknesses andcurved sides make compact bundling very difficult to achieve. Because of these factors,considerable broken stowage is encountered as well. The tendency is for the packages to assume arounded cross section within the bands due to the curved sides of the individual pieces (see figure10).2.5 A solid stow of packaged timber is not always possible as the packages of timber havedifferent measurements, may be partially soft bundles, and gaps may exist between the packages.

Itis essential, however, that the upper tier and outboard packages be stowed as compactly as possibleand the upper tiers chocked as necessary.2.6 The methods used to stow cargoes of loose timber for transport cannot always be applied tothe transport of packaged timber as.1 packaged timber cannot be stowed to give a compactness as tight as that achieved withloose timber, and lashings may therefore be less effective.2 packaged timber cannot be stowed between the uprights as densely and with so few gaps asloose timber. The uprights may consequently have to sustain greater loads when packagedtimber is being carried and may absorb the forces generated by the cargo when it ismoving.2.7 Before commencing to load on the deck or hatches a firm and level stowage surface should beprepared.

Dunnage, where used, should be of rough lumber and should be placed in the directionwhich will spread the load across the ship's underdeck structure and assist in draining.2.8 Due to the system of athwartship lashing, the stowage of packages should generally be in thefore and aft direction; the wings of the upper two tiers should always be in the fore and aftdirection. It is advisable to have one or more non-adjacent tiers stowed athwartships when abovethe level of the hatches in order to produce a binding effect within the cargo. Also, athwartshippackages should be carried above the hatches to interlock the load. If packages with greatdifferences in length are to be loaded, the longest packages should be stowed fore and aft outboard.Short packages should be confined to the inner portions of the stowage. The text of the Recommendation on intact stability for passenger and cargo ships under 100 metres in length wasadopted by resolution A.167(ES.IV) and amended by resolution A.206(VIII) with respect to ships carrying timber deckcargoes.

The Recommendation, as amended, is reproduced here with minor editorial changes.1.1 The provisions given hereunder are recommended for new decked sea-going passenger andcargo ships (other than fishing vessels) under 100 m in length.1.2 Administrations are invited to adopt, for all conditions of loading, the stability criteria given in5 below unless they are satisfied that operating experience justifies departures therefrom. 2.1 Compliance with the stability criteria does not ensure immunity against capsizing regardless ofthe circumstances or absolve the master from his responsibilities. Masters should therefore exerciseprudence and good seamanship having regard to the season of the year, weather forecasts and thenavigational zone and should take the appropriate action as to speed and course warranted by theprevailing circumstances.2.2 Care should be taken that the cargo allocated to the ship is capable of being stowed so thatcompliance with the criteria can be achieved. If necessary, the amount should be limited to theextent that ballast weight may be required.2.3 Before a voyage commences care should be taken to ensure that the cargo and sizeable piecesof equipment have been properly stowed or lashed so as to minimize the possibility of bothlongitudinal and lateral shifting while at sea, under the effect of acceleration caused by rolling andpitching. 7.1 The master of any ship to which the present Recommendation applies should receiveinformation which will enable him to assess with ease and certainty the stability of his ship indifferent service conditions.

A duplicate of this information should be communicated to theAdministration.7.2 Stability information should comprise.1 stability characteristics of typical loading conditions.2 information in the form of tables or diagrams which will enable the master to assess thestability of his ship and verify whether it is sufficient in all loading conditions differingfrom the standard ones. 2.1 For fully loaded conditions mentioned in 1.2.1, 1.2.2, 1.3.1 and 1.3.2 of this appendix, if a drycargo ship has tanks for liquid cargo, the effective deadweight in the loading conditions thereindescribed should be distributed according to two assumptions, i.e. (i) cargo tanks full, and (ii)cargo tanks empty.2.2 In conditions mentioned in 1.1.1 and 1.2.1 of this appendix, it should be assumed that the shipis loaded to its subdivision load line or summer load line or if intended to carry a timber deckcargo, to the summer timber load line with water ballast tanks empty.2.3 If in any loading condition water ballast is necessary, additional diagrams should be calculatedtaking into account the water ballast. Its quantity and disposition should be stated.2.4 In all cases the cargo in holds is assumed to be fully homogeneous unless this condition isinconsistent with the practical service of the ship.2.5 In all cases when deck cargo is carried a realistic stowage weight should be assumed andstated, including the height of the cargo.2.6 Where timber deck cargoes are carried, the amount of cargo and ballast should correspond tothe worst service condition in which all the relevant stability criteria in 5 of the Recommendationare met. In the arrival condition it should be assumed that the weight of the deck cargo hasincreased by 10% due to water absorption.2.7 When timber deck cargoes are carried and it is anticipated that some formation of ice will takeplace, an allowance should be made in the arrival condition for the additional weight.2.8 A weight of 75 kg should be assumed for each passenger except that this value may be reducedto not less than 60 kg where this can be justified. 1 Recognizing the desirability of supplying to masters of small ships instructions for a simplifieddetermination of initial stability, attention was given to the rolling period tests.

BackgroundA number of global incidents have occurred when best practice methods have not been used to secure cargoes. These have resulted in injuries and the loss of cargo overboard. Any lashing practice must be able to overcome the transverse forces generated by the ship's rolling movement. If the cargo is poorly lashed and the cargo moves during the voyage, it can cause a ship to lose stability. At present, the most common practice for securing timber deck cargoes to a ship is top-over lashing.Top-over lashing is a frictional lashing practice that applies vertical pressure that increases the friction force between the outer stows of deck cargo and the ship’s deck or hatch-cover. Top-over lashing as the sole securing practice for timber deck cargoes is sufficient only when the friction is very large or the expected transverse acceleration is very small. This practice is not recommended other than for vessels trading in restricted sea areas, inland or sheltered waterways.Engineering analysis shows that loop lashing is superior to top-over lashing for security and safety when transporting timber deck cargoes throughout a sea voyage.As a consequence of this, the International Maritime Organization (IMO) has discussed and reviewed its Code of Safe Practice for Ships carrying timber deck cargo.

In 2011, the IMO revised regulation 5.4.1 in the Code of Safe Practice for Ships carrying timber deck cargo to include loop lashing as an optional practice to top-over lashing for securing timber deck cargoes.MNZ recommends loop lashing as the safest and most secure practice for ships carrying timber deck cargoes throughout a voyage. Loop lashings are passed over the top-of-stow in opposing pairs to provide horizontal elements that best prevent the timber deck cargoes racking when considering all conditions at sea. Loop lashing practicesTo secure the timber deck cargoes by loop lashing, the lashing is drawn from the base of one side of the cargo, up and fitted across the top of cargo to a securing point at the top of the stanchion. Alternatively, the lower part of the lashing may be fastened to a securing point on top of the hatch-cover or deck underneath the cargo.The ‘loop’ is then completed by rigging a second lashing in the opposing direction, so that the two lashings form one structure.There are three practices of loop lashing that can be used to secure timber deck cargoes. These are:. upright-fixed.

hatch-cover fixed. deck-fixed.

Safe practice tips. Crane operators and ship operators should check, as a matter of good practice, before cargo handling commences, that all crane components are in good condition and there is no sign of damage or excessive wear to crane blocks. Windows 2000 resource kit dumpcfg exe. Ship operators should take note of the crane manufacturer’s recommendations for modifications to crane blocks and undertake remedial action as they see fit.

IHI suggest either an additional bolt, or additional plate is used to reinforce the cargo block. Competent persons and ship operators should ensure that if, after consideration of the manufacturer’s recommendations, modifications to crane blocks are carried out (either permanent or temporary modifications or any repairs), that this work is appropriately certified. Standards for testing, inspection and examination of cranes on ships are covered by Maritime Rules Part 49: Ships’ Lifting Appliances. In undertaking any testing, inspections, repairs or modifications of ships’ cranes, the requirements of Part 49 must be adhered to. Crane operators should ensure that they adhere to the crane manufacturer’s specified operating parameters and loading limits at all times, and be aware of the potential for failure caused by incorrect lifting.Further reading. Chapters 5 & 6. In Code of Safe Practice For Ships Carrying Timber Deck Cargoes.