TIMBER DECK CARGO

*** Mandatory for vessel >150t gross tonnage carrying Timber Deck cargo into or out of Canada.
l. What precautions should be taken when carrying a deck cargo of packaged timber accordingto the Code of Safe Practices for ships
carrying Timber Deck Cargoes!
For Planning of Voyage:
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 agencies should be consulted.
For Calculating Stability:
The stability of the ship at all times, including during the process of loading timber deck cargo should be positive. It should be calculated having
regard to: the increase weight of timber deck cargo due to absorption of water in dried or seasoned timber and ice accretion, if applicable;
variation in consumables; free surface effect of liquid in tanks; and weight of water trapped in broken spaces within the timber deck cargo
For determining Height of Stow:
The height of the timber deck cargo above the weather deck on a ship within seasonal winter zone in winter should not exceed 1/3 of the extreme
breadth of the ship. The height of the timber deck cargo should be restricted so that:
1. Adequate visibility from the navigating bridge is assured.
2. A safe margin of stability is maintained at all stages of the voyage.
3. A forward facing profile does not present overhanging shoulders to the head sea.
4. The weight of the timber deck cargo does not exceed the designed maximum permissible load on the weather deck and hatches.
Requirement for Uprights:
1. The maximum height of the cargo above the weather deck exceed 2.44 meters, or
2. The maximum height above the hatch cover exceed 2.44 meters or more than 2 bundles, and
3. The ship is loading in a port located within the seasonal load line zone within the period during which the winter load line is applicable.
4. If bundles are less than 3.6 meters, the uprights have to be closer so as there are two uprights on each bundle. The spacing of the uprights must
be less than 3 meters.
Preparation for Stowage:
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 battered 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. Accumulation of ice and snow on such area should be remove.
4. It is normally preferable to have all deck lashing, 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.
During Loading and Stowage:
The timber deck cargo should be so stowed that:
1. Safe and satisfactory access to the crew's quarters, pilot boarding aces, machinery spaces and all other areas regularly worked used in the
necessary working of the ship is provided at all times.
2. Where relevant, openings that give access to those areas mentioned in preparation for stowage above 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.
4. It is compact and will not interfere in any way with the navigation and necessary working of the ship.
5. During loading, the timber deck cargo should be kept free of any accumulation of ice and snow.
6. 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 ingress of water.
Stability while Loading and before going to sea
The Master should:
1. Cease all loading operation 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:
a) the ship is upright;
b) the ship has an adequate metacentric height i.e. GM NLT lm, and
c) the ship meets the required stability criteria.
Stowage on ship having Timber Leadlines:
On ships provided with, and making use of, their timber leadline, 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 the end bulkheads.
2. At least to the after end of the aftermost hatchway in the case where there is no limiting superstructures at the aft end.
3. Athwartships as close as possible to the ship sides, after making due allowance for obstructions such as guard rails, bulwark stays, uprights,
pilot boarding access, etc., provided any area of broken stowage thus created at the side does not exceed a mean 4% of the breadth.
4. To at least the standard height of a superstructure other than a raised quarterdeck.
Securing a Packaged Timber:
1. The timber deck cargo should be secured throughout its length by independent lashing.
2. The maximum spacing of the lashing referred to above should be determined by the maximum height of the timber
deck cargo in the vicinity of the lashing.
3. For a height of 4 meters and below, the spacing of the lashing should be 3 meters.
4. For height above 4 meters, the spacing of the lashing should be 1.5 meters.
5. The packages stowed at the upper outboard edge of the stow should be secured with at least 2 lashings each.
6. When the outboard stow of the timber deck cargo is in lengths of less than 3.6 meters, the spacing of the lashings should be reduced as
necessary or other suitable provisions made to suit the length of timber.
7. Rounded angle pieces of suitable material and design should be used along the upper outboard edge of the stow to bear the stresses and permit
free reeving of the lashings.
Before Sailing:
1. Upon completion of loading, and before sailing a thorough inspection of the ship should be carried out. Soundings should be taken to verify
that no structural damage has occurred causing ingress of water.
2. After the Port Warden has inspected the loaded cargo and is satisfied that all is in compliance with the Code he shall issue a "Certificate of
Fitness". The Master then can go to Custom and get his "Clearance to depart".
During the Voyage:
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.
2. Entries of all examinations and adjustments to lashings should be made in the ship's OLB.
3. In case where severe weather and sea conditions are unavoidable, the Master 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.
4. Listing during the voyage: If a list occur 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 some. These are: 1. Cargo shift;
2. Water Ingress; and 3. Angle of Loll (Loss of Positive GM).
Angle of Loll: 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 (GM) left. The list is therefore due to the ship
rolling 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.
2. With reference to Canadian Code of Safe Practices for Timber Deck Cargoes, what suggested practices should be taken with storage of
package /umbel?
1. Should be a solid compact stow rather than staked.
2. Packages with random lengths should be loaded on deck as it would disrupt the compaction of the stow.
3. Deck packages should have strong bands to prevent slackening.
4. A firm level stowage surface should be prepared by laying dunnage, which spreads the load across the ships under the deck structures.
5. Heavy boards with squares of timber should be loaded separately away from packages.
6. Stowage of package lumber should generally be in the fore and aft direction.
7. Use rounded angle pieces along the top outboard edge, lengths of at least one foot.
8. Throughout the loading use dunnage that will spread over at least three adjacent packages to produce a binding effect.
9. Make sure them packages do not obstruct eye pads.
10. Lash each tier securely.
3. Summarize the requirements of the Timber Deck Cargo Regulations mentioning.
1. Drainage to spaces below deck - Openings to spaces below the freeboard deck covered by cargo shall be securely closed and battened down.
All fittings such as hatchway beams, fore and afters, and covers shall be in place. Where hold ventilation is needed, the ventilators shall be
efficiently protected.
2. Stowage of Cargo -The cargo shall be compactly stowed, lashed and secured. It shall not interfere in anyway with the navigation and necessary
working of the ship or with the provision of a safe margin of stability at all stages of the voyage taking in to account additions of weight such as
those due to absorption of water (10%) and to losses of weight such as those due to consumption of fuel and stores. When the ship is within a
winter zone during the applicable winter period (as stated in the Regulations), the height of the cargo above the freeboard deck shall not exceed
1/3 of the extreme breadth of the ship. Load not to exceed permissible load per unit area.
3. Access to crew quarters and other openings - Safe and satisfactory access to crew quarters, to the machinery spaces and to all other ports
used in the necessary working of the ship shall be made available at all times. Cargo in the way of openings, which give access to such parts,
shall be so stowed that the openings can be properly closed and secured against the admission of water. Efficient protection for the crew in the
form of guardrails or lifelines, spaced NMT 31cm (12") apart vertically, shall be provided on each side of the cargo to a height of at least 1.2m
(4') above the cargo.
4. Lashing system The cargo shall be efficiently secured throughout its length by independent overall lashing sp NMT 3m (10') apart for
stows <4m and 1.5m for stows >4m in height. When timber is in lengths <3.6m (12Q the spacing of lashings may be reduced. Overall lashing
shall be in good condition and shall consist of close link chain of NLT 19mm (3/4"), or flexible wire rope of equivalent strength, fitted with
shiphooks and stretching screws, that shall be accessible at all times. Wire rope lashings shall have a sufficient length of long link chain to
permit the length of lashings to be regulated. When spacing is <1.5m (5'), the size of lashing may be reduced but to NLT 13mm (1/2") chain or
the equivalent wire rope shall be used.
5. Uprights - When required by the nature of the cargo, they shall be secured by strong angles or metal sockets efficiently attached to the
stringer plate, or by equally efficient means. When fitted on superstructures decks, uprights shall be secured by Athwartships lashings of ample
strength.
4. What arrangements are necessary for a vessel (not marked with Timber Leadline) when loading a cargo of dressed lumber overseas!
1. The Master must be able to prove adequate stability for the intended voyage, taking into consideration water absorption in to the
wood and the use of fuel and water from the lower parts of the vessel.
2. All lashings should be laid out for the Port Warden inspection before those lashings and components are used and there must be valid test
certificates for each of them.
3. Before loading, the Master must get a Certificate of Readiness form the Port Warden and on completion of loading a Certificate of Fitness.
The loadline Regulations must be complied with and during the winter, the height of the deck cargo shall not exceed 1/3 of the extreme beam.
The deck cargo should be compactly stowed, lashed and secured.
4. All openings to spaces below the freeboard deck shall be secure and battened down. The ventilators shall be effectively protected and
the cargo must be compactly stowed.
5. A complete system of independent overall lashings with ample strength fitted with releasing arrangements. The releasing arrangement
shall be accessible at all times. The spacing of the lashings shall not exceed 3m.
6. The cargo must be stowed level enough for gangway and guard lines for crew of 1.2m erected on each side of the cargo.
7. Nothing shall interfere with the safe navigation of the vessel, safety devices clearly marked and accessible, steering gear protected,
satisfactory access to crew quarters, machinery spaces and all other areas in the necessary workings of the ship.
5. When loading timber deck cargo at a Canadian port wherethere is no Port Warden, what information with respect to the deck cargo is
required so as to obtain Customs clearance for the vessel?
If a Port Warden is not available then an Authorized surveyor may act as a Port Warden. In lieu of an Authorized Surveyor, the Master has the
authority to provide a Certificate of Readiness and a Certificate of Fitness, In doing this, the Master must ensure compliance with the Timber
Deck Regulations in the same manner as the Port Warden and follows of the Code of Safe Practices for Ships Carrying Timber Deck Cargoes.
The main considerations are:
1. Ascertain if the vessel is ready to load timber.
2. Prove positive stability at the worst condition for all parts of the intended voyage taking into account absorption of water into the wood and the
use of fuel and water from the lower part of the vessel.
3. Lashings must have a valid "Test Certificate".
4. Stability, stresses, stowage plan, lashing arrangements, are considerations to determine the fitness of the vessel to load timber deck cargo.
5. After the vessel is loaded and the cargo does not exceed 1/3 the breadth of the ship, is not overloaded and has complied with the Timber Deck
regulations, the Surveyor or Master will issue a "Certificate of Fitness". This Certificate is required in order to clear Customs.
The information with respect to the deck cargo that is required in order to obtain Customs clearance for the vessel is:
a) Quantities of cargo on deck
b) Height of stow
c) Ballast onboard
d) Draft of the vessel with corresponding freeboard
e) Methods of securing the cargo