Code of Safe Practice

for Ships Carrying

Timber Deck Cargoes, 1991
 Preface
Upon instruction by the Maritime Safety Committee (MSC) the Sub-Committee on Containers
and Cargoes developed the first Code of Safe Practice for Ships Carrying Timber Deck Cargoes
in the early 1970s. The Code was approved by the MSC at its twenty-fifth session (March 1972)
and adopted by the Assembly at its eighth regular session (November 1973) by resolution
A.287(VIII).
The Assembly recommended that Governments implement the Code and authorized the MSC to
keep the Code up to date by adopting such amendments as might be necessary.
Recognizing the need to improve the provisions contained in the Code in light of experience
gained, the Sub-Committee on Containers and Cargoes subsequently revised the Code. The MSC
approved the revised Code at its fifty-eighth session (May 1990) and the Assembly, at its
seventeenth regular session (November 1991), adopted it by resolution A.715(17), which
revoked resolution A.287(VIII).
The revised Code is contained in the present edition. Any amendments or further revisions which
may be made will be included in subsequent editions of the Code.

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 CONTENTS
Foreword .............................................................................................................................. 4
Chapter 1 – General ................................................................................................................ 5
Chapter 2 – Stability ............................................................................................................... 6
Chapter 3 – Stowage ............................................................................................................... 7
Chapter 4 – Securing .............................................................................................................. 9
Chapter 5 – Personnel protection and safety devices ........................................................... 12
Chapter 6 – Action to be taken during the voyage ............................................................... 13
Appendix A – Advice on stowage practices ............................................................................. 15
Appendix B – General guidelines for the under-deck stowage of logs .................................... 25
Appendix C – Recommendation on intact stability for passenger and cargo
ships under 100 m in length, as amended, with respect to ships
carrying deck cargoes ....................................................................................... 27
Appendix 1 – Calculation of stability curves .............................................. 31
Appendix 2 – Standard conditions of loading to be examined ................... 35
Appendix 3 – Memorandum to Administrations on an approximate
determination of ship’s stability by means of the rolling period
tests (for ships up to 70 m in length) .................................... 36
Annex to appendix 3 – Suggested form of guidance to the
master on an approximate determination of ship’s stability by
means of the rolling period test ............................................ 40
Appendix D – Text of regulation 44 of the International Convention on
Load Lines, 1966 .............................................................................................. 41
Resolution A.715(17) – adopted on 6 November 1991 ................................................................ 44

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 FOREWORD

The Code of Safe Practice for Ships Carrying Timber Deck Cargoes was first circulated by the
Organization in 1972 and subsequently amended in 1978.
The continuing occurrence of casualties involving shift and loss of timber deck cargoes, the
employment of larger and more sophisticated ships in this trade, the introduction of new
techniques and the desirability of having more comprehensive safety recommendations in this
particular maritime activity have made it necessary to revise and update the earlier document.
Although this Code is directed primarily at providing recommendations for the safe carriage of
timber deck cargo, appendix B contains recommendations applicable to the under-deck stowage
of logs.

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Ships Carrying Timber Deck Cargoes Chapter 1

CHAPTER 1 – GENERAL
1.1 Purpose
The purpose of this Code is to make recommendations on stowage, securing and other
operational safety measures designed to ensure the safe transport of mainly timber deck cargoes.
1.2 Application
This Code applies to all ships of 24 m or more in length engaged in the carriage of timber deck
cargoes. Ships that are provided with and making use of their timber load line should also
comply with the requirements of the applicable regulation of the Load Line Convention
(reproduced in appendix D).
1.3 Definitions
Except where expressly provided otherwise, the following definitions apply to the Code.
1.3.1 Administration means the Government of the State whose flag the ship is entitled to
fly.
1.3.2 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.
1.3.3 Fall protection system means a system which incorporates an adequate anchorage
point, a safety harness worn by the person to be protected and a fall arrest device which, when
attached to the anchorage point and harness, will permit normal personnel movement but lock
immediately if any force is applied to the system.
1.3.4 Organization means the International Maritime Organization (IMO).
1.3.5 Timber means sawn wood or lumber, cants, logs, poles, pulpwood and all other type
of timber in loose or packaged forms. The term does not include wood pulp or similar cargo.
1.3.6 Timber deck cargo means a cargo of timber carried on an uncovered part of a
freeboard or superstructure deck. The term does not include wood pulp or similar cargo.
1.3.7 Timber load line means a special load line assigned to ships complying with certain
conditions related to their construction set out in the International Convention on Load Lines and
used when the cargo complies with the stowage and securing conditions of this Code.
1.3.8 Weather deck means the uppermost complete deck exposed to weather and sea.

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Ships Carrying Timber Deck Cargoes Chapter 2

CHAPTER 2 – STABILITY
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. It should be calculated having regard to:
.1 the increased weight of the timber deck cargo due to:
.1.1 absorption of water in dried or seasoned timber, and
.1.2 ice accretion, if applicable;
.2 variations in consumables;
.3 the free surface effect of liquid in tanks; and
.4 the weight of water trapped in broken spaces within the timber deck cargo and
especially logs.
2.3 The master should:
.1 cease all loading operations if a list develops for which there is no satisfactory
explanation and it would be imprudent to continue loading;
.2 before proceeding to sea, ensure that:
.2.1 the ship is upright;
.2.2 the ship has an adequate metacentric height; and
.2.3 the ship meets the required stability criteria.
2.4 Ships carrying timber deck cargoes should operate, as far as possible, with a safe
margin of stability and with a metacentric height which is consistent with safety requirements but
such metacentric height should not be allowed to fall below the recommended minimum *.
2.5 However, excessive initial stability should be avoided as it will result in rapid and
violent motion in heavy seas which will impose large sliding and racking forces on the cargo
causing high stresses on the lashings. Operational experience indicates that metacentric height
should preferably not exceed 3% of the breadth in order to prevent excessive accelerations in
rolling provided that the relevant stability criteria are satisfied*. This recommendation may not
apply to all ships and the master should take into consideration the stability information obtained
from the ship’s stability manual.

*
Reference is made to the Recommendation on intact stability for passenger and cargo ships under 100
metres in length (resolution A.167(ES.IV)), as amended by resolution A.206(VII) with respect to ships carrying
timber deck cargoes. (Reproduced in appendix C).

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Ships Carrying Timber Deck Cargoes Chapter 3

CHAPTER 3 – STOWAGE
3.1 General
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. This will be necessary should a preloading examination
of securing equipment be required in the loading port.
3.1.2 The timber deck cargo should be so stowed that:
.1 safe and satisfactory access to the crew’s quarters, pilot boarding access, machinery
spaces and all other areas regularly used in the necessary working of the ship is
provided at all times;
.2 where relevant, openings that give access to the areas described in 3.1.1.1 can be
properly closed and secured against the entry of water;
.3 safety equipment, devices for remote operation of valves and sounding pipes are left
accessible; and
.4 it is compact and will not interfere in any way with the navigation and necessary
working of the ship.
3.1.3 During loading, the timber deck cargo should be kept free of any accumulations of ice
and snow.
3.1.4 Upon completion of loading, and before sailing, a thorough inspection of the ship
should be carried out. Soundings should also be taken to verify that no structural damage has
occurred causing an ingress of water.
3.2 Height and extent of timber deck cargo
3.2.1 Subject to 3.2.2, 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.
3.2.2 The height of the timber deck cargo should be restricted so that:
.1 adequate visibility is assured;
.2 a safe margin of stability is maintained at all stages of the voyage;
.3 any forward-facing profile does not present overhanging shoulders to a head sea; and
.4 the weight of the timber deck cargo does not exceed the designed maximum
permissible load on the weather deck and hatches.

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Ships Carrying Timber Deck Cargoes Chapter 3

3.2.3 On ships provided with, and making use of, their timber load line, the timber deck
cargo should be stowed so as to extend:
.1 over the entire available length of the well or wells between superstructures and as
close as practicable to end bulkheads;
.2 at least to the after end of the aftermost hatchway in the case where there is no limiting
superstructure at the after end;
.3 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
.4 to at least the standard height of a superstructure other than a raised quarterdeck.
3.2.4 The basic principle for the safe carriage of any timber deck cargo is a solid stowage
during all stages of the deck loading. This can only be achieved by constant supervision by
shipboard personnel during the loading process.
3.2.5 Appendix A provides general advice on stowage practices which have proved to be
effective for various types of timber deck cargoes.

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Ships Carrying Timber Deck Cargoes Chapter 4

CHAPTER 4 – SECURING
4.1 General
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.
4.1.6 The spacing of the lashings should be such that the two lashings at each end of each
length of continuous deck stow are positioned as close as practicable to the extreme end of the
timber deck cargo.
4.1.7 If wire rope clips are used to make a joint in a wire lashing, the following conditions
should be observed to avoid a significant reduction in strength:
.1 the number and size of rope clips utilized should be in proportion to the diameter of
the wire rope and should not be less than four, each spaced at intervals of not less than
15 cm;
.2 the saddle portion of the clip should be applied to the live load segment and the U-bolt
to the dead or shortened end segment;
.3 rope clips should be initially tightened so that they visibly penetrate into the wire rope
and subsequently be re-tightened after the lashing has been stressed.
4.1.8 Greasing the threads of grips, clips, shackles and turnbuckles increases their holding
capacity and prevents corrosion.

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Ships Carrying Timber Deck Cargoes Chapter 4

4.2 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.
4.3 Loose or packaged sawn timber
4.3.1 The timber deck cargo should be secured throughout its length by independent
lashings.
4.3.2 Subject to 4.3.3, 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:
.1 for a height of 4 m and below, the spacing should be 3 m;
.2 for heights of above 4 m, the spacing should be 1.5 m.
4.3.3 The packages stowed at the upper outboard edge of the stow should be secured by at
least two lashings each.
4.3.4 When the outboard stow of the timber deck cargo is in lengths of less than 3.6 m, the
spacing of the lashings should be reduced as necessary or other suitable provisions made to suit
the length of timber.
4.3.5 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.
4.4 Logs, poles, cants or similar cargo
4.4.1 The timber deck cargo should be secured throughout its length by independent
lashings spaced not more than 3 m apart.
4.4.2 If the timber deck cargo is stowed over the hatches and higher, it should, in addition to
being secured by the lashings recommended in 4.4.1, be further secured by:
.1 a system of athwartship lashings (hog lashings) joining each port and starboard pair of
uprights near the top of the stow and at other appropriate levels as appropriate for the
height of the stow; and
.2 a lashing system to tighten the stow 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.
4.4.3 The dual continuous wire rope, referred to in 4.4.2.2, should be led to a winch or other
tensioning device to facilitate further tightening.

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Ships Carrying Timber Deck Cargoes Chapter 4

4.4.4 The recommendation of 4.3.5 should apply to a timber deck cargo of cants.
4.5 Testing, examination and certification
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 an
internationally recognized standards institute. Copies of the appropriate certificate should be kept
on board.
4.5.2 No treatments which could hide defects or reduce mechanical properties or strength
should be applied after testing.
4.5.3 A visual examination of lashings and components should be made at intervals not
exceeding 12 months.
4.5.4 A visual examination of all securing points on the ship, including those on the
uprights, if fitted, should be performed before loading the timber deck cargo. Any damage
should be satisfactorily repaired.
4.6 Lashing plans
One or more lashing plans complying with the recommendations of this Code should be provided
and maintained on board a ship carrying timber deck cargo.

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Ships Carrying Timber Deck Cargoes Chapter 5

CHAPTER 5 – PERSONNEL PROTECTION AND SAFETY DEVICES

5.1 Suitable protective clothing and equipment, such as studded boots or studded
overshoes and hard hats, should be provided for the protection of crew members and workers
involved in loading, securing or discharging operations.
5.2 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 guardrails 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.
5.3 Fencing or means of closing should be provided for all openings in the stow such as at
masthouses, winches, etc.
5.4 Where uprights are not fitted or where alternatives to the provisions of 5.2 are
permitted, a walkway of substantial construction should be provided having an even walking
surface and consisting of two fore and aft sets of guardlines or rails about 1 m apart, each having
a minimum of three courses of guardlines or rails to a height of not less than 1 m above the
walking surface. Such guardlines or rails should be supported by rigid stanchions spaced not
more than 3 m apart and lines should be set up taut by tightening devices.
5.5 As an alternative to 5.2, 5.3 and 5.4, a lifeline, preferably wire rope, may be erected
above the timber deck cargo such that a crew member equipped with a fall protection system can
hook on to it and work about the timber deck cargo. The lifeline should be:
.1 erected about 2 m above the timber deck cargo as near as practicable to the centreline
of the ship;
.2 stretched sufficiently taut with a tightening device to support a fallen crew member
without collapse or failure.
5.6 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.
5.7 Personnel safety equipment referred to in this chapter should be kept in an easily
accessible place.

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Ships Carrying Timber Deck Cargoes Chapter 6

CHAPTER 6 – ACTION TO BE TAKEN DURING THE VOYAGE

6.1 Tightening of lashings
6.1.1 It is of paramount importance that all lashings be carefully examined and tightened at
the beginning of the voyage as the vibration and working of the ship will cause the cargo to settle
and compact. They should be further examined at regular intervals during the voyage and
tightened as necessary.
6.1.2 Entries of all examinations and adjustments to lashings should be made in the ship’s
log-book.
6.2 Voyage planning and ship handling
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 be consulted.
6.2.2 In cases where severe weather and sea conditions are unavoidable, masters should be
conscious of the need to reduce speed and/or alter course at an early stage in order to minimize
the forces imposed on the cargo, structure and lashings. The lashings are not designed to provide
a means of securing against imprudent ship handling in heavy weather. There can be no
substitute for good seamanship.
6.3 Listing during voyage
If a list occurs that is not caused by normal use of consumables (water and fuel), such a list can
probably be attributed to one of three causes, or possibly a combination of same.

Cargo shift

6.3.1 A major shift of deck cargo will obviously be immediately apparent. Deck cargo may
however have shifted imperceptibly or there may have been a shift of cargo below decks. An
immediate examination should determine whether or not cargo has shifted and if this is the case
the master will have several remedies available to him depending upon the exact circumstances.
6.3.2 The ballasting and transferring of ballast or fuel to reduce or correct a list caused by a
shifted cargo should, however, be carefully considered since this action would, in all probability,
result in a far greater list if the cargo should subsequently shift to the other side.
6.3.3 As any cargo shift will in most cases occur in adverse weather conditions, sending
crew to release or tighten the lashings on a moving or shifted cargo may well represent a greater
hazard than retaining an overhanging load. A moving or shifted timber deck cargo should only
be jettisoned after careful consideration; jettisoning is unlikely to improve the situation as the
whole cargo stack would probably not fall at once. Severe damage may also be sustained by the
propeller if it is still turning when timber is jettisoned.

Water ingress

6.3.4 The possibility of water ingress should immediately be determined by sounding

throughout the ship. In the event that unexplained water is detected, all available pumps should

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Ships Carrying Timber Deck Cargoes Chapter 6

be used to bring the situation under control. Subsequent actions will obviously depend upon
whether or not such ingress of water can be controlled by use of pumps.

Angle of loll

6.3.5 If the rolling of the ship prior to the detection of the list has been exceptionally slow
and the ship has returned to the upright position in a sluggish manner, this will indicate that the
ship has little or no metacentric height remaining. The list is therefore due to the ship lolling to
one side and having no righting arm to return it to the upright position. This situation may be
rectified by either adding weight to the low part of the ship (ballasting double bottom tanks) or
removing weight from the high part (deck cargo). Of the two options, ballasting is usually
preferable and if empty divided double bottom space is available, the tank on the lower side
should be ballasted first in order to immediately provide additional metacentric height – after
which the tank on the high side should also be ballasted. However, special care should be taken
in ballasting and deballasting to rectify the situation since this may cause a far greater list to the
other side.
6.4 Notification
If a whole or partial timber deck load is either jettisoned or accidentally lost overboard the
attention of the master is drawn to chapter V of the International Convention for the Safety of
Life at Sea which, inter alia, requires a master to communicate information on a direct danger to
navigation by all means at his disposal, to ships in the vicinity, and also to the competent
authorities at the first point on the coast with which he can communicate. It is required that such
information should include the kind of danger (in this case a timber deck load), the position of
the danger when last observed, and the time and date (co-ordinated universal time) when the
danger was last observed.

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Ships Carrying Timber Deck Cargoes Appendix A

Appendix A – Advice On Stowage Practices

1 General
1.1 The stowage practices described in this appendix have been found to achieve
satisfactory results, provided that account is taken of the recommendations of chapters 1 to 6.
Although specific conditions may dictate a departure from these guidelines, the basic principle as
detailed in 1.2 should nevertheless be adhered to.
1.2 The basic principle for the safe carriage of timber deck cargo is, as indicated earlier, to
make the 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
forces and counteracting forces on the stow in the direction of possible shifting. The lashings
should meet the following criteria:
.1 the strength of all lashing elements should be at least equal to that recommended in the
Code; and
.2 the necessary tension should be maintained during the whole voyage.
1.4 The shifting of timber deck cargo is due mainly to the following causes which may
occur singly or together:
.1 lashings becoming slack due to compaction of the cargo during the voyage, unsuitable
devices for tightening the lashing systems and/or inadequate strength of the lashings;
.2 movement of the cargo across the hatch covers due to insufficient friction, particularly
in ice and snow;
.3 inadequate strength of the uprights due to poor material properties and/or excessive
forces;
.4 heavy rolling or pitching of the ship;
.5 impact from heavy seas.
1.5 Great care should be taken to keep the ship in an upright condition during loading as
even a slight list will impose a considerable load on the retaining uprights. The necessity for
prudent ship handling during the voyage cannot be overstressed; imprudent ship handling can
nullify even the best of stowages.
1.6 The lashings should be in accordance with chapter 4 of the Code and may comprise
the following types:
.1 Hog lashings are normally used over the second and third tiers and may be set “hand
tight” between stanchions. The weight of the upper tiers when loaded on top of these
wires will further tighten them (see figure 1).

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Ships Carrying Timber Deck Cargoes Appendix A

.2 Wire rope lashings which are used in addition to chain lashings. Each of these
may pass over the stow from side to side and loop completely around the uppermost tier.
Turnbuckles are fitted in each lashing to provide means for tightening the lashing at sea (see
figure 2).

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Ships Carrying Timber Deck Cargoes Appendix A

.3 Wiggle wires which are fitted in a manner of a shoelace to tighten the stow. These
wires are passed over the stow and continuously through a series of snatch blocks,
held in place by foot wires. Turnbuckles are fitted from the top of the footwire into the
wiggle wire in order to keep the lashings tight at sea (see figures 3 and 4).

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Ships Carrying Timber Deck Cargoes Appendix A

.4 Chain lashings which are passed over the top of the stow and secured to substantial
padeyes or other securing points at the outboard extremities of the cargo. Turnbuckles
are fitted in each lashing to provide means for tightening the lashing at sea (see figure
5).

1.7 Systems for securing timber deck cargoes are shown in figures 3, 4, 5, 6 and 7.

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Ships Carrying Timber Deck Cargoes Appendix A

2 Packaged timber and cants

2.1 Timber packages are usually bundled by bandings fastened mechanically (hard
bundled) or by hand (soft bundled). The packages may not have standard dimensions and they
are not always flush at both ends. The stowage problem is compounded by differences in the
lengths of packaged timber when the packages are stowed on board the ship. Moreover, the
master of the ship often has no influence on the order in which the packages are delivered.
2.2 Packages which contain random lengths likely to disrupt the compaction of the stow
should not be loaded on deck. Other packages of random lengths capable of compact stowage
may be loaded on deck in a fore and aft direction but not on exposed surfaces or in the stowage
outboard of the hatch coamings (see figures 8 and 9).

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Ships Carrying Timber Deck Cargoes Appendix A

2.3 Packages for deck stowage should be solidly made up. They should have bands
adequate to prevent slackening or disintegration of the package during the voyage, which could
cause a loosening of the stow as a whole. Slack bands on the top surface of the deck cargo are
dangerous foot traps.

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Ships Carrying Timber Deck Cargoes Appendix A

2.4 Cants are usually bundled by banding, but the irregularities caused by varying
thicknesses and curved 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 a rounded cross section within the bands due to the curved sides of the individual pieces
(see figure 10).

2.5 A solid stow of packaged timber is not always possible as the packages of timber have
different measurements, may be partially soft bundles, and gaps may exist between the packages.
It is essential, however, that the upper tier and outboard packages be stowed as compactly as
possible and the upper tiers chocked as necessary.
2.6 The methods used to stow cargoes of loose timber for transport cannot always be
applied to the transport of packaged timber as:
.1 packaged timber cannot be stowed to give a compactness as tight as that achieved with
loose timber, and lashings may therefore be less effective;
.2 packaged timber cannot be stowed between the uprights as densely and with so few
gaps as loose timber. The uprights may consequently have to sustain greater loads
when packaged timber is being carried and may absorb the forces generated by the
cargo when it is moving.
2.7 Before commencing to load on the deck or hatches a firm and level stowage surface
should be prepared. Dunnage, where used, should be of rough lumber and should be placed in
the direction which 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 the fore and aft direction; the wings of the upper two tiers should always be in the fore and aft
direction. It is advisable to have one or more non-adjacent tiers stowed athwartships when above
the level of the hatches in order to produce a binding effect within the cargo. Also, athwartship

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Ships Carrying Timber Deck Cargoes Appendix A

packages should be carried above the hatches to interlock the load. If packages with great
differences 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. Only packages
flush at both ends can be stowed athwartships (see figures 11, 12 and 13).

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Ships Carrying Timber Deck Cargoes Appendix A

2.9 The timber should be loaded to produce a compact stow with a surface as level as
practicable. Throughout the loading, a level and firm stowage surface should be prepared on each
working tier. Rough dunnage, if used, should be spread over at least three adjacent packages to
produce a binding effect within the stow, particularly in the wings.
2.10 Any gaps occurring around packages in which the cargo may work at sea, such as in
the vicinity of hatch coamings and deck obstructions, should be filled with loose timber,
efficiently chocked off or effectively bridged over. For this purpose a supply of timber chocking
material should be made available to the ship.
2.11 Packages at the outboard edges of the stow should be positioned so that they do not
extend over the padeyes and obstruct the vertical load of the athwartship lashings. The end of
each deck stow should be flush in order to minimize overhangs to resist the influence of green
seas and to avoid the ingress of water.
2.12 Large heavy boards and squares of timber, when loaded on deck in combination with
packages, should preferably be stowed separately. When placed in upper tiers, heavy pieces of
timber tend to work loose at sea and cause some breaking of packages. In the event that boards
and squares are stowed on top of packages they should be efficiently restrained from movement.
2.13 When the final tier is loaded on a large number of tiers, it may be stepped in from the
outer edge of the stow about 0.5-0.8 m (a half package).

23
Ships Carrying Timber Deck Cargoes Appendix A

3 Logs
3.1 If logs are loaded on deck together with packaged timber, the two types of timber
should not be intermixed.
3.2 Logs should generally be stowed in a fore and aft direction to give a slightly crowned
top surface such that each log is adequately restrained from movement when the system of
securing is in place and set up taut.
3.3 In order to achieve a compact stow, the butt of each log or sling of logs should not be
in the same athwartship plane as those adjacent to it.
3.4 In order to achieve a more secure stowage of logs when stowed on deck, a continuous
wire (hog wire) should be utilized at each hatch meeting the specifications of chapter 4 of this
Code. Such hog wire should be installed in the following manner:
.1 at approximately three quarters of the height of the uprights, 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;
.2 a second hog wire may be applied in a similar manner if the height of the hatch cover
is less than 2 m high. Such second hog wire should be installed at approximately 1 m
above the hatch covers;
.3 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.
4 Pulp wood and pit-props
4.1 When these items are stowed in the manner described below good compaction of the
deck cargo can be obtained.
.1 In the deck area clear of the line of hatches, the cargo should be stowed in the
athwartship direction, canted inboard by some cargo laid fore and aft in the scuppers.
.2 At the centre of the stow, along the line of hatches, the cargo should be laid in the fore
and aft direction when the wing cargo has reached hatch height.
.3 At the completion of loading, the cargo should have a level surface with a slight crown
towards the centre.
4.2 To prevent the cargo from being washed out from below its lashings, it is
recommended that nets or tarpaulins be used as follows:
.1 the ends of each continuous section of deck cargo, if not stowed flush with the
superstructure bulkhead, may be fitted with a net or tarpaulin stretched and secured
over the athwartship vertical surface;
.2 over the forward end of each continuous section of deck cargo and in the waist of the
ship the top surface may be fitted with a net or tarpaulin stretched and secured across
the breadth of the cargo and brought down the outboard vertical sides to securing
points at deck level.

24
Ships Carrying Timber Deck Cargoes Appendix B

Appendix B – General Guidelines For The Under-Deck Stowage Of Logs

1 The purpose of this appendix is to recommend safe practices for the under-deck
stowage of logs and other operational safety measures designed to ensure the safe transport of
such cargoes.
2 Prior to loading:
.1 each cargo space configuration (length, breadth and depth), the cubic bale capacity of
the respective cargo spaces, the various lengths of logs to be loaded, the cubic volume
(log average), and the capacity of the gear to be used to load the logs should be
determined;
.2 using the above information, a pre-stow plan should be developed to allow the
maximum utilization of the available space; the better the under-deck stowage, the
more cargo can safely be carried on deck;
.3 the cargo spaces and related equipment should be examined to determine whether the
condition of structural members, framework and equipment could affect the safe
carriage of the log cargo. Any damage discovered during such an examination should
be repaired in an appropriate manner;
.4 the bilge suction screens should be examined to ensure they are clean, effective and
properly maintained to prevent the admission of debris into the bilge piping system;
.5 the bilge wells should be free of extraneous material such as wood bark and wood
splinters;
.6 the capacity of the bilge pumping system should be ascertained. A properly
maintained and operating system is crucial for the safety of the ship. A portable
dewatering pump of sufficient capacity and lift will provide additional insurance
against a clogged bilge line;
.7 side sparring, pipe guards, etc., designed to protect internal hull members should be in
place; and
.8 the master should ensure that the opening and closing of any high ballast tank dump
valves are properly logged. Given that such high ballast tanks are necessary to
facilitate loading and bearing in mind regulation 22(1) of the International Convention
on Load Lines, 1966, which requires a screw-down valve fitted in gravity overboard
drain lines, the master should ensure that the dump valves are properly monitored to
preclude the accidental readmission of water into these tanks. Leaving these tanks
open to the sea, could lead to an apparently inexplicable list, a shift of deck cargo, and
potential capsize.
3 During loading operations
.1 each lift of logs should be hoisted aboard the ship in close proximity to the ship to
minimize any potential swinging of the lift;
.2 the possibility of damage to the ship and the safety of those who work in the cargo
spaces should be considered. The logs should not be swinging when lowered into the
space. The hatch coaming should be used, as necessary, to eliminate any swinging of

25
Ships Carrying Timber Deck Cargoes Appendix B

the logs by gently resting the load against the inside of the coaming, or on it, prior to
lowering;
.3 the logs should be stowed compactly, thereby eliminating as many voids as is
practicable. The amount and the vertical centre of gravity of the logs stowed under
deck will govern the amount of cargo that can be safely stowed on deck. In
considering this principle, the heaviest logs should be loaded first into the cargo
spaces;
.4 logs should generally be stowed compactly in a fore and aft direction, with the longer
lengths towards the forward and after areas of the space. If there is a void in the space
between the fore and aft lengths, it should be filled with logs stowed athwartships so
as to fill in the void across the breadth of the spaces as completely as the length of the
logs permits;
.5 where the logs in the spaces can only be stowed fore and aft in one length, any
remaining void forward or after should be filled with logs stowed athwartships so as to
fill in the void across the breadth of the space as completely as the length of the logs
permits;
.6 athwartship voids should be filled tier by tier as loading progresses;
.7 butt ends of the logs should be alternately reversed to achieve a more level stowage,
except where excess sheer on the inner bottom is encountered;
.8 extreme pyramiding of logs should be avoided to the greatest extent possible. If the
breadth of the space is greater than the breadth of the hatch opening, pyramiding may
be avoided by sliding fore and aft loaded logs into the ends of the port and starboard
sides of the space. This sliding of logs into the ends of the port and starboard sides of
the space should commence early in the loading process (after reaching a height of
approximately 2 m above the inner bottom) and should continue throughout the
loading process;
.9 it may be necessary to use loose tackle to manoeuvre heavy logs into the under-deck
areas clear of the hatchways. Blocks, purchases and other loose tackle should be
attached to suitably reinforced fixtures such as eyebolts or padeyes provided for this
purpose. However, if this procedure is followed, care should be taken to avoid
overloading the gear;
.10 a careful watch by ship’s personnel should be maintained throughout the loading to
ensure that no structural damage occurs. Any damage which affects the seaworthiness
of the ship should be repaired;
.11 when the logs are stowed to a height of about 1 m below the forward or after
athwartship hatch coaming, the size of the lift of logs should be reduced to facilitate
stowing of the remaining area; and
.12 logs in the hatch coaming area should be stowed as compactly as possible to
maximum capacity.
4 After loading, the ship should be thoroughly examined to ascertain its structural
condition. Bilges should be sounded to verify the ship’s watertight integrity.

26
Ships Carrying Timber Deck Cargoes Appendix B/C

5 During the voyage:

.1 the ship’s heeling angle and rolling period should be checked, in a seaway, on a
regular basis;
.2 wedges, wastes, hammers and portable pump, if provided, should be stored in an
easily accessible place; and
.3 the master or a responsible officer should ensure that it is safe to enter an enclosed
cargo space by:
.3.1 ensuring that the space has been thoroughly ventilated by natural or mechanical
means;
.3.2 testing the atmosphere of the space at different levels for oxygen deficiency and
harmful vapour where suitable instruments are available; and
.3.3 requiring self-contained breathing apparatus to be worn by all persons entering the
space where there is any doubt as to the adequacy of ventilation or testing before
entry.

Appendix C – Recommendation On Intact Stability For Passenger And

Cargo Ships Under 100 Metres In Length,
As Amended With Respect To Ships Carrying Deck Cargoes*
1 Scope
1.1 The provisions given hereunder are recommended for new decked sea-going
passenger and cargo 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 in 5 below unless they are satisfied that operating experience justifies departures
therefrom.
2 General precautions against capsizing
2.1 Compliance with the stability criteria does not ensure immunity against capsizing
regardless of the circumstances or absolve the master from his responsibilities. Masters should
therefore exercise prudence and good seamanship having regard to the season of the year,
weather forecasts and the navigational zone and should take the appropriate action as to speed
and course warranted by the prevailing circumstances.
2.2 Care should be taken that the cargo allocated to the ship is capable of being stowed so
that compliance with the criteria can be achieved. If necessary, the amount should be limited to
the extent that ballast weight may be required.
2.3 Before a voyage commences care should be taken to ensure that the cargo and sizeable
pieces of equipment have been properly stowed or lashed so as to minimize the possibility of
both longitudinal and lateral shifting while at sea, under the effect of acceleration caused by
rolling and pitching.

*
The text of the Recommendation on intact stability for passenger and cargo ships under 100 metres in
length was adopted by resolution A.167(ES.IV) and amended by resolution A.206(VII) with respect to ships
carrying timber deck cargoes. The Recommendation, as amended, is reproduced here with minor editorial changes.

27
Ships Carrying Timber Deck Cargoes Appendix C

3 Calculation of stability curves

The methods and procedures employed for calculating stability righting arms should be in
accordance with appendix 1, and the degree of accuracy obtained should be acceptable to the
Administration.
4 Assessment of compliance with criteria
4.1 For the purpose of assessing in general whether the criteria are met, stability curves
should be drawn for the main loading conditions intended by the owner in respect of the ship’s
operations.
4.2 If the owner does not supply sufficiently detailed information regarding such loading
conditions, calculations should be made for the standard conditions given in appendix 2.
4.3 In all cases calculations should be based on the assumptions shown in appendix 2.
5 Recommended criteria
5.1 The following criteria are recommended for passenger and cargo ships:
.1 The area under the righting lever curve (GZ curve) should not be less than 0.055 metre
radians up to θ = 30º angle of heel and not less than 0.09 metre radians up to θ = 40º
or the angle of flooding θf, * if this angle is less than 40º.
Additionally, the area under the righting lever curve (GZ curve) between the angles of
heel of 30º and 40º or between 30º and θf, if this angle is less than 40º, should not be
less than 0.03 metre radians.
.2 The righting lever GZ should be at least 0.20 m at an angle of heel equal to or greater
than 30º.
.3 The maximum righting arm should occur at an angle of heel preferably exceeding 30º
but not less than 25º.
.4 The initial metacentric height GMo should not be less than 0.15 m.
5.2 For ships loaded with timber deck cargoes and provided that the cargo extends
longitudinally between superstructures † transversely for the full beam of the ship after due
allowance for a rounded gunwale not exceeding 4% of the breadth of the ship and/or securing the
supporting uprights and which remains securely fixed at large angle of heel, an Administration
may apply the following criteria in substitution for criteria given in 5.1 above:
.1 The area under the righting lever (GZ curve) should not be less than 0.08 metre
radians up to θ = 40º or the angle of flooding if this angle is less than 40º.
.2 The maximum value of the righting lever (GZ) should be at least 0.25 m.
.3 At all times during a voyage the metacentric height GMo should be positive after
correction for the free surface effects of liquid in tanks and, where appropriate, the

*
θf is an angle of heel at which openings in the hull, superstructures or deckhouses which cannot be closed
weathertight immerse. In applying this criterion, small openings through which progressive flooding cannot take
place need not be considered as open.
†
Where there is no limiting superstructure at the after end, the timber deck cargo shall extend at least to the
after end of the aftermost hatchway.

28
Ships Carrying Timber Deck Cargoes Appendix C

absorption of water by the deck cargo and/or ice accretion on the exposed surfaces.
Additionally, in the departure condition the metacentric height should be not less than
0.10 m.
5.3 The following additional criteria are recommended for passenger ships:
.1 The angle of heel on account of crowding of passengers to one side as defined in
appendix 2, 2.11, should not exceed 10º.
.2 The angle of heel on account of turning should not exceed 10º when calculated using
the following formula:
2
V d
M R = 0.02 o ∆( KG − )
L 2
where:
MR = heeling moment in metre-tons
Vo = service speed in metres per second
L = Length of ship at waterline in metres
∆ = displacement in metric tons
d = mean draught in metres
KG = height of centre of gravity above keel in metres
5.4 The criteria mentioned in 5.1, 5.2 and 5.3 above fix minimum values, but no
maximum values are recommended. It is advisable to avoid excessive values, since these might
lead to acceleration forces which could be prejudicial to the ship, its complement, its equipment
and to the safe carriage of the cargo.
5.5 Where antirolling devices are installed in a ship, the Administration should be
satisfied that the above criteria can be maintained when the devices are in operation.
5.6 A number of influences such as beam wind on ships with large windage area, icing of
topsides, water trapped on deck, rolling characteristics, following seas, etc., adversely affect
stability and the Administration is advised to take these into account so far as is deemed
necessary.
5.7 Regard should be paid to the possible adverse effects on stability where certain bulk
cargoes are carried. In this connection, attention should be paid to the Code of Safe Practice for
Solid Bulk Cargoes. Ships carrying grain in bulk should comply with the criteria mentioned in 5.1
above, in addition to the stability requirements in chapter VI of the International Convention for
the Safety of Life at Sea, 1960.
6 Inclining test
6.1 When construction is finished, each ship should undergo an inclining test, actual
displacement and co-ordinates of the centre of gravity being determined for the light ship
condition.
6.2 The Administration may allow the inclining test of an individual ship to be dispensed
with, provided basic stability data are available from the inclining test of a sister ship.

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Ships Carrying Timber Deck Cargoes Appendix C

7 Stability information
7.1 The master of any ship to which the present Recommendation applies should receive
information which will enable him to assess with ease and certainty the stability of his ship in
different service conditions. A duplicate of this information should be communicated to the
Administration.
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
the stability of his ship and verify whether it is sufficient in all loading conditions
differing from the standard ones. This information should include, in particular, a
curve or table giving, as a function of the draughts, the required initial metacentric
height GMo (or any other stability parameter) which ensures that the stability is in
compliance with the criteria given in 5.1 above;
.3 information on the proper use of antirolling devices if these are installed in the ship;
.4 additionally, information enabling the ship’s master to determine the initial
metacentric height, GMo by means of rolling test, as described in the annex to the
memorandum to Administrations reproduced in appendix 3 would be desirable;
.5 notes on the corrections to be made to the initial metacentric height GMo to take
account of free surface liquids;
.6 for ships carrying timber deck cargoes, the Administration may deem it necessary that
the master be given information setting out the changes in deck cargo from that shown
in the loading conditions, when the permeability of the deck cargo is significantly
different from 25%;
.7 for ships carrying timber deck cargoes, conditions should be shown indicating the
maximum permissible amount of deck cargo having regard to the lightest stowage rate
likely to be met in service.

Appendix C Appendix 1 – Calculation Of Stability Curves

1 General
1.1 Hydrostatic and stability curves should normally be prepared on a designed trim basis.
However, where the operating trim or the form and arrangement of the ship are such that change
in trim has an appreciable effect on righting arms, such change in trim should be taken into
account.
1.2 The calculations should take into account the volume to the upper surface of the deck
sheathing. In the case of wood ships, the dimensions should be taken to the outside of the hull
planking.
2 Superstructures, deckhouses, etc., which may be taken into account
2.1 Enclosed superstructures complying with regulation 3(10)(b) of the 1966 Load Line
Convention may be taken into account.
2.2 The second tier of similarly enclosed superstructures may also be taken into account.

30
Ships Carrying Timber Deck Cargoes Appendix C

2.3 Deckhouses on the freeboard deck may be taken into account, provided that they
comply with the conditions for enclosed superstructures laid down in regulation 3(10)(b) of the
1966 Load Line Convention.
2.4 Where deckhouses comply with the above conditions, except that no additional exit is
provided to a deck above, such deckhouses should not be taken into account; however, any deck
openings inside such deckhouses shall be considered as closed even where no means of closure
are provided.
2.5 Deckhouses, the doors of which do not comply with the requirements of regulation 12
of the 1966 Load Line Convention should not be taken into account; however, any deck openings
inside the deckhouse are regarded as closed where their means of closure comply with the
requirements of regulations 15, 17 or 18 of the 1966 Load Line Convention.
2.6 Deckhouses on decks above the freeboard deck should not be taken into account, but
openings within them may be regarded as closed.
2.7 Superstructures and deckhouses not regarded as enclosed can, however, be taken into
account in stability calculations up to the angle at which their openings are flooded. (At this
angle, the statical stability curve should show one or more steps, and in subsequent computations
the flooded space should be considered non-existent).
2.8 In cases where the ship would sink due to flooding through any openings, the stability
curve should be cut short at the corresponding angle of flooding and the ship should be
considered to have entirely lost its stability.
2.9 Small openings such as those for passing wires or chains, tackle and anchors, and also
holes of scuppers, discharge and sanitary pipes should not be considered as open if they
submerge at an angle of inclination more than 30º. If they submerge at an angle of 30º or less,
these openings should be assumed open if the Administration considers this to be a source of
significant flooding.
2.10 Trunks may be taken into account. Hatchways may also be taken into account having
regard to the effectiveness of their closures.
3 Effect of liquid in tanks
3.1 For all conditions, the initial metacentric height and the stability curves should be
corrected for the effect of free surfaces of liquids in tanks in accordance with the following
assumptions:
.1 Tanks which are taken into consideration when determining the effect of liquids on the
stability at all angles of inclination should include single tanks or combinations of
tanks for each kind of liquid (including those for water ballast) which according to the
service conditions can simultaneously have free surfaces.
.2 For the purpose of determining this free surface correction, the tanks assumed slack
should be those which develop the greatest free surface moment, Mf.s. at a 30º
inclination, when in the 50% full condition.
.3 The value of Mf.s. for each tank may be derived from the formula:
Mf.s. = vbγk√δ

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Ships Carrying Timber Deck Cargoes Appendix C

Where:
Mf.s. = the free surface moment at any inclination in metre-tons
v = the tank total capacity in cubic metres
b = the tank maximum breadth in metres
γ = the specific weight of liquid in the tank in metric tons per cubic metre
v
δ = = the tank block coefficient
b/h
h = the tank maximum height in metres
l the tank maximum length in metres
k = dimensionless coefficient to be determined from the following table
according to the ratio b/h. The intermediate values are determined by interpolation
(linear or graphic).
.4 Small tanks, which satisfy the following condition using the value of k corresponding
to the angle of inclination of 30º, need not be included in computation:
vbγk δ
< 0.01 m
∆ min
where:
∆min = minimum ship displacement in metric tons.
.5 The usual remainder of liquids in the empty tanks is not taken into account in
computation.

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Ships Carrying Timber Deck Cargoes Appendix C

Table of values for coefficient “K”

4 Effect of timber deck cargo

In the case of ships carrying timber deck cargoes, the Administration may allow account to be
taken of the buoyancy of the deck cargo assuming that such cargo has a permeability of 25% of
the volume occupied by the cargo. Additional curves of stability may be required if the
Administration considers it necessary to investigate the influence of different permeabilities
and/or assumed effective height of the deck cargo.

33
Ships Carrying Timber Deck Cargoes Appendix C

APPENDIX C APPENDIX 2 – STANDARD CONDITIONS

OF LOADING TO BE EXAMINED
1 Loading conditions
The standard loading conditions referred to in 4.2 of the Recommendation are as follows:
1.1 Passenger ship
.1 ship in the fully loaded departure condition with full stores and fuel and with the full
number of passengers with their luggage;
.2 ship in the fully loaded arrival condition, with the full number of passengers and their
luggage but with only 10% stores and fuel remaining;
.3 ship without cargo, but with full stores and fuel and the full number of passengers and
their luggage;
.4 ship in the same condition as in .3 above but with only 10% stores and fuel remaining.
1.2 Cargo ship
.1 ship in the fully loaded departure condition, with cargo homogeneously distributed
throughout all cargo spaces and with full stores and fuel;
.2 ship in the fully loaded arrival condition with cargo homogeneously distributed
throughout all cargo spaces and with 10% stores and fuel remaining;
.3 ship in ballast in the departure condition, without cargo but with full stores and fuel;
.4 ship in ballast in the arrival condition, without cargo and with 10% stores and fuel
remaining.
1.3 Cargo ships intended to carry deck cargoes
.1 ship in the fully loaded departure condition with cargo homogeneously distributed in
the holds and with cargo specified in extension and weight on deck, with full stores
and fuel;
.2 ship in the fully loaded arrival condition with cargo homogeneously distributed in
holds and with a cargo specified in extension and weight on deck, with 10% stores and
fuel.
2 Assumptions for calculating loading conditions
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 dry cargo ship has tanks for liquid cargo, the effective deadweight in the loading
conditions therein described 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 ship is loaded to its subdivision load line or summer load line or if intended to
carry a timber deck cargo, to the summer timber load line with water ballast tanks
empty.

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Ships Carrying Timber Deck Cargoes Appendix C

2.3 If in any loading condition water ballast is necessary, additional diagrams should be
calculated taking 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 is inconsistent with the practical service of the ship.
2.5 In all cases when deck cargo is carried a realistic stowage weight should be assumed
and stated, including the height of the cargo.
2.6 Where timber deck cargoes are carried, the amount of cargo and ballast should
correspond to the worst service condition in which all the relevant stability criteria in 5
of the Recommendation are met. In the arrival condition it should be assumed that the
weight of the deck cargo has increased by 10% due to water absorption.
2.7 When timber deck cargoes are carried and it is anticipated that some formation of ice
will take place, 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
reduced to not less than 60 kg where this can be justified. In addition, the weight and
distribution of the luggage should be determined by the Administration.
2.9 The height of the centre of gravity for passengers should be assumed equal to:
.1 1.0 m above deck level for passengers standing upright. Account may be taken, if
necessary, of camber and sheer of deck;
.2 0.30 m above the seat in respect of seated passengers.
2.10 Passengers and luggage should be considered to be in the spaces normally at their
disposal, when assessing compliance with the criteria in 5.1.1 to 5.1.4 of the Recommendation.
2.11 Passengers without luggage should be considered as distributed to produce the most
unfavourable combination of passenger heeling moment and/or initial metacentric height, which
may be obtained in practice, when assessing compliance with the criteria in 5.3.1 and 5.3.2 of the
Recommendation, respectively. In this connection it is anticipated that a value higher than 4
persons per square metre will not be necessary.

Appendix C Appendix 3 – Memorandum To Administrations

On An Approximate Determination Of Ship’s Stability By Means
Of The Rolling Period Tests (For Ships Up To 70 M In Length)
1 Recognizing the desirability of supplying to masters of small ships instructions for a
simplified determination of initial stability, attention was given to the rolling period tests. Studies
on this matter have now been completed with the result that the rolling period test may be
recommended as a useful means of approximately determining the initial stability of small ships
when it is not practicable to give approved loading conditions or other stability information, or as
a supplement to such information.
2 Investigations comprising the evaluation of a number of inclining and rolling tests
according to various formulae showed that the following formula gave the best results and it has
the advantage of being the simplest:

35
Ships Carrying Timber Deck Cargoes Appendix C
2
 fB 
GM 0 =  
 Tr 

Where:
f = factor for the rolling period/rolling coefficient (calculated using metric system)
B = breadth of the ship in metric units
Tr = time for a full rolling period in seconds (i.e. for one oscillation “to and fro”
port-starboard-port, or vice versa).
3 The factor “f” is of the greatest importance and the data from the above tests were used
for assessing the influence of the distribution of the various masses in the whole body of the
loaded ship.
4 For coasters of normal size (excluding tankers), the following average values were
observed:
.1 Empty ship or ship carrying ballast f ~ 0.88
.2 Ship fully loaded and with liquids in tanks comprising the following percentage of
the total load on board (i.e. cargo, liquids, stores, etc.)
20% of total load f ~ 0.78
10% of total load f ~ 0.75
5% of total load f ~ 0.73
The stated values are mean values. Generally, observed f-values were within ±0.05
of those given above.
5 These f-values were based upon a series of limited tests and, therefore, Administrations
should re-examine these in the light of any different circumstances applying to their own ships.
6 It must be noted that the greater the distance of masses from the rolling axis, the greater
the rolling coefficient will be.
Therefore it can be expected that:
• the rolling coefficient for an unloaded ship, i.e. for a hollow body, will be higher than that
for a loaded ship.
• the rolling coefficient for a ship carrying a great amount of bunkers and ballast – both
groups are usually located in the double bottom, i.e. far away from the rolling axis – will
be higher than that of the same ship having an empty double bottom.
7 The above recommended rolling coefficients were determined by tests with vessels in
port and with their consumable liquids at normal working levels; thus the influences exerted by
the vicinity of the quay, the limited depth of water and the free surfaces of liquids in service
tanks are covered.
8 Experiments have shown that the results of the rolling test method get increasingly less
reliable the nearer they approach GM-values of 0.20 m and below.

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Ships Carrying Timber Deck Cargoes Appendix C

9 For the following reasons, it is not generally recommended that results be obtained from
rolling oscillations taken in a seaway:
.1 Exact coefficients for tests in open waters are not available.
.2 The rolling periods observed may not be free oscillations but forced oscillations due
to seaway.
.3 Frequently, oscillations are either irregular or only regular for too short an interval
of time to allow accurate measurements to be observed.
.4 Specialized recording equipment is necessary.
10 However, sometimes it may be desirable to use the vessel’s period of roll as a means of
approximately judging the stability at sea. If this is done, care should be taken to discard readings
which depart appreciably from the majority of other observations. Forced oscillations
corresponding to the sea period and differing from the natural period at which the vessel seems
to move should be disregarded. In order to obtain satisfactory results, it may be necessary to
select intervals when the sea action is least violent, and it may be necessary to discard a
considerable number of observations.
11 In view of the foregoing circumstances, it needs to be recognized that the determination
of the stability by means of the rolling test in disturbed waters should only be regarded as a very
approximate estimation.
12 The formula given in 2 above can be reduced to:
f
GM 0 =
Tr2
and the Administration should determine the f-value(s) for each vessel.
13 The determination of the stability can be simplified by giving the master permissible
rolling periods, in relation to the draughts, for the appropriate value(s) of f considered necessary.
14 The initial stability may also be more easily determined graphically by using the attached
sample nomogram, as described below:

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Ships Carrying Timber Deck Cargoes Appendix C

.1 The values for B and f are marked in the relevant scales and connected by a straight
line (1). This straight line intersects the vertical line (mm) in the point (M).
.2 A second straight line (2) which connects this point (M) and the point on the Tr scale
corresponding with the determined rolling period, intersects the GM scale at the
requested value.

38
Ships Carrying Timber Deck Cargoes Appendix C

15 The annex to appendix 3 shows an example of a recommended form in which these

instructions might be presented by each Administration to the masters. It is considered that each
Administration should recommend the f-value or values to be used.

Appendix C Annex To Appendix 3 – Suggested Form Of Guidance

To The Master On An Approximate Determination
Of Ship’s Stability By Means Of The Rolling Period Test
Introduction
1 If the following instructions are properly carried out, this method allows a reasonably
quick and accurate estimation of the metacentric height, which is a measure of the ship’s
stability.
2 The method depends upon the relationship between the metacentric height and the rolling
period in terms of the extreme breadth of the vessel.
Test procedure
3 The rolling period required is the time for one complete oscillation of the vessel and to
ensure the most accurate results in obtaining this value the following precautions should be
observed:
.1 The test should be conducted with the vessel in harbour, in smooth water with the
minimum interference from wind and tide.
.2 Starting with the vessel at the extreme end of a roll to one side (say port) and the
vessel about to move towards the upright, one complete oscillation will have been
made when the vessel has moved right across to the other extreme side (i.e. starboard)
and returned to the original starting point and is about to commence the next roll.
.3 By means of a stop-watch, the time should be taken for not less than about 5 of these
complete oscillations; the counting of these oscillations should begin when the vessel
is at the extreme end of a roll. After allowing the roll to completely fade away, this
operation should be repeated at least twice more. If possible, in every case the same
number of complete oscillations should be timed to establish that the readings are
consistent, i.e. repeating themselves within reasonable limits. Knowing the total time
for the total number of oscillations made, the mean time for one complete oscillation
can be calculated.
.4 The vessel can be made to roll by rhythmically lifting up and putting down a weight as
far off the centreline as possible; by pulling on the mast with a rope; by people
running athwartships in unison; or by any other means. However, and this is most
important, as soon as this forced rolling has commenced the means by which it has
been induced must be stopped and the vessel allowed to roll freely and naturally. If
rolling has been induced by lowering or raising a weight it is preferable that the weight
is moved by a dockside crane. If the ship’s own derrick is used, the weight should be
placed on the deck, at the centreline, as soon as the rolling is established.
.5 The timing and counting of the oscillations should only begin when it is judged that
the vessel is rolling freely and naturally, and only as much as is necessary to
accurately count these oscillations.

39
Ships Carrying Timber Deck Cargoes Appendix C

.6 The mooring should be slack and the vessel “breasted off” to avoid making any
contact during its rolling. To check this, and also to get some idea of the number of
complete oscillations that can be reasonably counted and timed, a preliminary rolling
test should be made before starting to record actual times.
.7 Care should be taken to ensure that there is a reasonable clearance of water under the
keel and at the sides of the vessel.
.8 Weights of reasonable size which are liable to swing, (e.g. a lifeboat), or liable to
move (e.g. a drum), should be secured against such movement. The free surface
effects of slack tanks should be kept as small as is practicable during the test and the
voyage.
Determination of the initial stability
4 Having calculated the period for one complete oscillation, say T seconds, the metacentric
height GMo can be calculated from the following formula:
f
GM 0 =
Tr2
where f is ... (to be determined for each particular vessel by the Administration).
5 The calculated value of GMo should be equal to or greater than the critical value which is
... (to be determined for each particular vessel by the Administration).
Limitations to the use of this method
6 A long period of roll corresponding to a GMo of 0.20 m or below, indicates a condition of
low stability. However, under such circumstances, accuracy in determination of the actual value
of GMo is reduced.
7 If, for some reason, these rolling tests are carried out in open, deep but smooth waters,
inducing the roll, for example, by putting over the helm, then the GMo calculated by using the
method and coefficient of paragraph 3 above should be reduced by (figure to be estimated by the
Administration) to obtain the final answer.
8 The determination of stability by means of the rolling test in disturbed waters should only
be regarded as a very approximate estimation. If such test is performed, care should be taken to
discard readings which depart appreciably from the majority of other observations. Forced
oscillations corresponding to the sea period and differing from the natural period at which the
vessel seems to move should be disregarded. In order to obtain satisfactory results, it may be
necessary to select intervals when the sea action is least violent, and it may be necessary to
discard a considerable number of observations.

40
Ships Carrying Timber Deck Cargoes Appendix D

Appendix D – Text Of Regulation 44 Of

The International Convention On Load Lines, 1966*

Regulation 44 – Stowage

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 the superstructure.
(3) On a cargo ship 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 ship.
(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 ship.

Uprights

(5) Uprights, when required by the nature of the timber, shall be of adequate strength
considering the breadth of the ship; the spacing shall be suitable for the length and character of
timber carried, but shall not exceed 3 metres (9.8 feet). Strong angles or metal sockets or equally
efficient means shall be provided for securing the uprights.

Lashings

(6) Timber deck cargo shall be efficiently secured throughout its length by independent
overall lashings spaced not more than 3 metres (9.8 feet) 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 metres (9.8 feet). The distance from an end bulkhead of a superstructure to the first eye
plate shall be not more than 2 metres (6.6 feet). Eye plates and lashings shall be provided 0.6
metre (231/2 inches) and 1.5 metres (4.9 feet) from the ends of timber deck cargoes where there
is no bulkhead.
(7) Lashings shall be not less than 19 millimetres (3/4 inch) 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.
(8) When timber is in lengths less than 3.6 metres (11.8 feet) the spacing of the lashings shall
be reduced or other suitable provisions made to suit the length of timber.

*
This text remains in force until the entry into force of the Protocol of 1988 relating to the International
Convention on Load Lines, 1966 (see note below).

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Ships Carrying Timber Deck Cargoes Appendix D

(9) All fittings required for securing the lashings shall be of strength corresponding to the
strength of the lashings.

Stability

(10) Provision shall be made for a safe margin of stability at all stages of the voyage, regard
being given to additions of weight, such as those due to absorption of water and icing and to
losses of weight such as those due to consumption of fuel and stores.

Protection of crew, access to machinery spaces, etc.

(11) In addition to the requirements of regulation 25(5) of this annex, guardrails or lifelines
spaced not more than 330 millimetres (13 inches) apart vertically shall be provided on each side
of the deck cargo to a height of at least 1 metre (39 1/2 inches) above the cargo.

Steering arrangements

(12) Steering arrangements shall be effectively protected from damage by cargo and, as far as
practicable, shall be accessible. Efficient provision shall be made for steering in the event of a
breakdown in the main steering arrangements.
Note: Upon the entry into force of the Protocol of 1988 relating to the International Convention
on Load Lines, 1966, * the text of regulation 44 will be replaced by the following:

Regulation 44 – Stowage

General

(1) Openings in the weather deck over which cargo is stowed shall be securely closed and
battened down.
The ventilators and air pipes shall be efficiently protected.
(2) Timber deck cargoes 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.

*
Article V of the Protocol (entry into force) states, in part, as follows:
“1 The present Protocol shall enter into force twelve months after the date on which both the
following conditions have been met:
(a) not less than fifteen States, the combined merchant fleets of which constitute not less than fifty per
cent of the gross tonnage of the world’s merchant shipping, have expressed their consent to be bound
by it in accordance with article IV, and
(b) the conditions for the entry into force of the Protocol of 1988 relating to the International Convention
for the Safety of Life at Sea, 1974, have been met,
provided that the present Protocol shall not enter into force before 1 February 1992.”

42
Ships Carrying Timber Deck Cargoes Appendix D

The timber deck cargo shall extend athwartships as close as possible to the ship’s side, due
allowance being made for obstructions such as guardrails, bulwark stays, uprights, pilot access,
etc., provided any gap thus created at the side of the ship shall not exceed a mean of 4% of the
breadth. The timber shall be stowed as solidly as possible to at least the standard height of the
superstructure other than any raised quarterdeck.
(3) On a ship 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 ship.
(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 ship.

Uprights

(5) Uprights, when required by the nature of the timber, shall be of adequate strength
considering the breadth of the ship; the strength of the uprights shall not exceed the strength of
the bulwark and the spacing shall be suitable for the length and character of timber carried, but
shall not exceed 3 m. Strong angles or metal sockets or equally efficient means shall be provided
for securing the uprights.

Lashings

(6) Timber deck cargo shall be effectively secured throughout its length by a lashing system
acceptable to the Administration for the character of the timber carried.

Stability

(7) Provision shall be made for a safe margin of stability at all stages of the voyage, regard
being given to additions of weight, such as those arising from absorption of water or icing, if
applicable, and to losses of weight such as those arising from consumption of fuel and stores.

43
Ships Carrying Timber Deck Cargoes Resolution A.715(17)

Resolution A.715(17)
Adopted on 6 November 1991
THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines concerning
maritime safety,
RECALLING FURTHER that, by resolution A.287(VIII), it had adopted the Code of Safe
Practice for Ships Carrying Timber Deck Cargoes, which was subsequently amended by the
Maritime Safety Committee at its thirty-ninth session in 1978,
RECOGNIZING the need to improve the provisions contained in the Code in the light of
experience gained,
HAVING CONSIDERED the recommendations made by the Maritime Safety Committee at its
fifty-eighth session,
1. ADOPTS the Code of Safe Practice for Ships Carrying Timber Deck Cargoes, 1991, set
out in the annex to the present resolution;
2. RECOMMENDS Governments to apply the 1991 Code in lieu of the Code annexed to
resolution A.287(VIII), as amended in 1978;
3. INVITES the Maritime Safety Committee to review appendix D to the Code after the
Protocol of 1988 to the International Convention on Load Lines, 1966, enters into force;
4. REVOKES resolution A.287(VIII).

44
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