Carriage of timber on deck

Carriage of timber on deck offers an added advantage to the timber carrier ships. Timber
carriers are constructed with special requirements in accordance with “Code of safe practices
for ships carrying timber deck cargoes”.

This Code is designed to assist:

• shipowners, charterers, operating companies and ships’ crew;

• port industries, shippers and pre-packaging organizations, which are involved in
preparation, loading, and stowing of timber deck cargoes; and
• Administrations, manufacturers and designers of ships and equipment associated with
the carriage of timber deck cargoes and those developing cargo securing manuals,

in the carriage of timber deck cargoes.

The purpose of the Code is to ensure that timber deck cargoes are loaded, stowed and
secured properly to prevent, as far as practicable, damage or hazard to the ship and persons
on board as well as loss of cargo overboard throughout the voyage.

The Code provides:

1. practices for safe transportation;

2. methodologies for safe stowage and securing;
3. design principles for securing systems;
4. guidance for developing procedures and instructions to be included in ships’ cargo
securing manuals on safe stowage and securing; and
5. sample checklists for safe stowage and securing.

The provisions of this Code apply to all ships of 24 meters or more in length, carrying a
timber deck cargo.

These ships when loaded with timber on deck and when the timber on deck is secured in the
required manner in accordance with the approved lashing plan for the vessel, are permitted
to load cargo to increased drafts called the timber load lines. The Load line convention also
mentions the requirements for use of timber load lines.
Timber load line. A timber deck cargo may be regarded as giving a vessel a certain
additional buoyancy and a greater degree of protection against the sea. For that reason,
vessels carrying a timber deck cargo may be granted a reduction of freeboard However,
in order that such special freeboard may be granted and used, the timber deck cargo
shall comply with certain conditions relating to its construction which are set out as
below:

(a) Superstructure. (1) Vessels, shall have a forecastle of at least

standard height and a length of at least 0.07L.
For a vessel 75 m or less in length the standard height is 1.80 m.

For a vessel 125 m in length the standard height is 2.30 m.

 Intermediate standard heights can be evaluated for intermediate freeboard lengths
ranging from 75 to 125 m.

In addition, if the vessel is less than 100 metre in length, a poop of at least standard
height, or a raised quarter deck with either a deckhouse or a strong
steel hood of at least the same total height shall be fitted aft.
(b) Double bottom tanks. (1) Double bottom tanks where fitted within
the midship half length of the vessel shall have adequate watertight
longitudinal subdivision.
(c) Bulwarks. (1) The vessel shall be fitted either with permanent
bulwarks at least 1 metre in height, specially stiffened on the
upper edge and supported by strong bulwark stays attached to the deck
and provided with necessary freeing ports, or with efficient rails of
the same height and of specially strong construction.

Protection of crew, access to machinery spaces, etc. (1) In

addition to the requirements of other regulations , guardrails or life
lines spaced not more than 330 mm apart vertically shall be provided
on each side of the deck cargo to a height of at least 1 metre
above the cargo.

Timber Loadline

The variable factors with reference to above are the stability of ship and stowage
and securing of the timber cargo in the required manner. Fulfilling these criteria, ships
can enjoy deeper drafts.

Hazards Associated with carriage of Timber

• water absorption
• ice accretion
• free surfaces in slack tanks
• trapped water within stow (especially logs)
• Cargo shift due to improper lashings
• Reduced GM

The stowage and lashing requirements for timber deck

cargoes are as follows
Prior loading timber cargo on weather deck, hatch covers and other openings to spaces below
that area should be securely closed and battened down.

The air pipes and ventilators shall be suitably protected from deck cargo.

The deck shall be free from any accumulations of ice and snow.

All deck lashing gear and upright shall be in sound condition ready for use.

The access to crew quarters, pilot boarding access, machinery spaces, safety equipments,
remote valves, sounding pipes and all other areas regularly used in the necessary working of
the ship shall be kept free.

Guard rails or life lines spaced not more than 330 mm apart vertically shall be provided on
each side of the deck cargo to a height of at least 1 metre above the cargo.

The height of the timber deck cargo above the weather deck on a ship within a
seasonal winter zone in winter should not exceed one third of the extreme breadth of the
ship.
The height of timber on deck shall not obstruct the navigation bridge visibility as per IMO
visibility criteria.

The cargo shall not project overhanging shoulders to head seas.

And the deck load density of deck and hatch covers shall not be exceeded in any case.

The timber deck cargo should be stowed so as to extend over the entire available length of the
well or wells between superstructures and as close as practicable to end bulkheads, and
athwartships as close as possible to the ship’s sides, after making due allowance for
obstructions such as guardrails, bulwark stays, uprights, pilot boarding access, etc., provided
any area of broken stowage thus created at the side of the ship does not exceed a mean of 4%
of the breadth and to at least the standard height of a superstructure other than a raised
quarterdeck. The cargo stow shall be compact.

Lashing used for timber deck cargo shall be adequate for the intended purpose and
be shackled to eye plates efficiently attached to the deck stringer plate or other strengthened
points as per the ship’s lashing plan. Lashings shall be so spaced that each log has atleast two
lashing running on it.
All lashings and components used for securing are required to have a breaking strength of not
less than 133 kN. These shall not show an elongation of more than 5% after stressing at 80%
of their breaking strength. Also these shall not show any permanent deformation after having
been subjected to a proof load of not less than 40% of their original breaking strength.

After tightening each lashing shall have a load of 27 kN in the horizontal part and 16 kN in
the vertical part. Having secured initially the bottle screws in the lashing shall be left with
atleast half threads for further tightening during voyage.

When required by the nature, height or character of the timber deck cargo, uprights where
fitted, they should be made of steel or other suitable material of adequate strength, taking into
account the breadth of the deck cargo. These are fixed to deck by angles, metal sockets or
equally efficient means spaced at intervals not exceeding 3 m.
On loose or packaged sawn timber, the spacing between lashings shall be 3m for a stow
height of 4 m and below and 1.5m for a stow height of above 4m. The packages stowed at the
upper outboard edge of the stow should be secured by at least two lashings each. Rounded
angle pieces of suitable material and design should be used along the upper outboard edge of
the stow to bear the stress and permit free reeving of the lashings.

On the timber deck cargo stowed over the hatches and higher, additionally a system
of athwartship lashings (hog lashings) joining each port and starboard pair of uprights
near the top of the stow shall be provided. Hog lashings are normally used over the
second and third tiers and may be set “hand tight” between stanchions. A lashing system
to tighten the stow is provided whereby a dual continuous wire rope (wiggle wire) is passed
from side to side over the cargo and held continuously through a series of snatch blocks or
other suitable device, held in place by foot wires. Wiggle wires are fitted in the manner of a
shoelace to tighten the stow. Wire rope lashings are used in addition to chain lashings. Chain
lashings which are passed over the top of the stow and secured to substantial pad eyes or
other securing points at the outboard extremities of the cargo.

General/ Lashing
4.1.1 Every lashing should pass over the timber deck cargo and be shackled to eyeplates
suitable and adequate for the intended purpose and efficiently attached to the deck
stringer plate or other strengthened points. They should be installed in such a manner as
to be, as far as practicable, in contact with the timber deck cargo throughout its full
height.

4.1.2 All lashings and components used for securing should:

.1 possess a breaking strength of not less than 133 kN;
.2 after initial stressing, show an elongation of not more than 5% at 80% of their
breaking strength; and
.3 show no permanent deformation after having been subjected to a proof load of not less
than 40% of their original breaking strength.

4.1.3 Every lashing should be provided with a tightening device or system so placed that
it can safely and efficiently operate when required. The load to be produced by the
tightening device or system should not be less than:
.1 27 kN in the horizontal part; and
.2 16 kN in the vertical part.

4.1.4 Upon completion and after the initial securing, the tightening device or system
should be left with not less than half the threaded length of screw or of tightening
capacity available for future use.

4.1.5 Every lashing should be provided with a device or an installation to permit the
length of the lashing to be adjusted.

Timber deck cargo shall be efficiently secured throughout its length by independent
overall lashings spaced not more than 3 metre apart. Eye plates for these lashings shall
be efficiently attached to the sheer strake or to the deck stringer plate at intervals
of not more than 3 metre. The distance from an end bulkhead of a superstructure to the
first eye plate shall be not more than 2 metre. Eye plates and lashings shall be provided
0.6 metres and 1.5 metre from the ends of timber deck cargoes where there is no
bulkhead.

(2) Lashings shall be not less than 19 millimetres close link chain or
flexible wire rope of equivalent strength, fitted with sliphooks and
turnbuckles, which shall be accessible at all times. Wire rope lashings
shall have a short length of long link chain to permit the length of
lashings to be regulated.
(3) When timber is in lengths less than 3.6 metre the spacing of the
lashings shall be reduced or other suitable provisions made to suit the length of timber.
(4) All fittings required for securing the lashings shall be of
strength corresponding to the length of the lashings.

Uprights
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.

Stowage

(a) General. (1) Openings in the weather deck over which cargo is
stowed shall be securely closed and battened down. The ventilators shall
be efficiently protected.
(2) Timber deck cargo shall extend over at least the entire
available length which is the total length of the well or wells between
superstructures. Where there is no limiting superstructure at the after
end, the timber shall extend at least to the after end of the aftermost
hatchway. The timber shall be stowed as solidly as possible, to at least
the standard height of a superstructure other than a raised quarter
deck.
(3) On a vessel within a seasonal winter zone in winter, the height
of the deck cargo above the weather deck shall not exceed one-third of
the extreme breadth of the vessel.
(4) The timber deck cargo shall be compactly stowed, lashed, and
secured. It shall not interfere in any way with the navigation and
necessary work of the vessel.
All lashing and components used for the securing of the timber deck cargo should be tested,
marked and certified according to national regulations and the respective certificates shall be
maintained on board. A further visual examination of lashings and components should be
made at intervals not exceeding 12 months.

Preparations before loading of timber deck cargoes

General preparations

1) The following information as applicable for each parcel of cargo should be provided by
the shipper and collected by the master or his representative:

• total amount of cargo intended as deck cargo;

• 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

2) Confirmation on when the deck cargo will be ready for loading should be received.
3) A pre-loading plan according to the ship’s Trim and Stability Book should be done and
the following should be calculated and checked:

• stowage height;
• weight per m2;
• required amount of water ballast; and
• displacement, draught, trim and stability at departure and arrival

4) The stability should be within required limits during the entire voyage.

5) When undertaking stability calculations, variation in displacement, centre of gravity and

free surface moments due to the following factors should be considered:

• absorption of water in timber carried as timber deck cargo;

• ice accretion, if applicable;
• variations in consumables; and
• ballast water exchange operations, in accordance with approved procedures

6) Proper Instructions for ballast water exchange operations, if applicable for the intended
voyage, should be available in the Ballast Water Management Plan.

7) A lashing plan according to the ship’s Cargo Securing Manual (CSM) should be
prepared and the following calculated:

• weight and height of stows per hatch;

• number of sections in longitudinal direction per hatch;
• required number of pieces of lashing equipment; and
• required number of uprights, if applicable

8) The certificates for the lashing equipment should be available in the ship’s Cargo
Securing Manual.

9) When the initial stability calculations and lashing plan have been satisfactorily
completed, the maximum cargo intake should be confirmed.

10) Pre-load, loading and pre-lashing plans should be distributed to all involved parties
(i.e. supercargo, stevedores, agent, etc.).

11) Weather report for loading period and forecasted weather for the sea voyage should
be checked.

12) It should be confirmed that the stevedoring company is aware of the ship’s