INSPECTION AND PREPARATION OF HOLDS Index > Need for inspection of holds > Items to be inspected > Importance of cleaning holds > Checking weather tightness of hatch covers > Use of Dunnage & spar ceiling > Disposal requirements of Dunnage > Importance of checking bilge suction > Use of deodorising wash > Blanking of ballast linesLR Description Why inspection of holds is important? Cargo spaces intended to be used for loading should be inspected to ensure that the compartment intended to be loaded with cargo is clean, dry and ready in all respect to receive the cargo being offered. ‘Thorough inspection of holds is needed to 4. Avoid contamination No residue of the previous cargo to be left * Holds are Taint free. * No Visible loose rust which can cause contamination. 2. Safety * Holds are safe for stevedores to work. * Detect physical damage within the hold. It also benefits in raising new stevedore damage claims. * Damages to the ship structure, checking for corrosion/ cracks to get an early warning for parts/ portions/ strengthening structures to be renewed/ repaired 3. Prevent Cargo Damage * which can be caused from operational bilges * ballast lines and/or * lack of weather tight integrity of hatch covers 4. Fire Safety * Identification of fire hazard for the intended cargo and availability of firefighting equipment Items to be inspected 1. Check that the designated compartments are clean and ready to receive cargo. a. Holds properly swept and cleaned from previous cargo residue. b. Loose rust scale and loose paint removed. c. Holds free from all stains. d. Depending upon charterers’ requirement, holds effectively washed/rinsed & dried. 2. Check that the drainage and bilge suctions are working effectively and that bilge wells ate dry. Bilges to be sweetened for some particular cargoes and covered with burlap and cemented. 3. No leakage from ballast tanks present. 4. Sounding pipes and air pipes passing from holds are clean and rust free. 5. Ensure that cargo battens (spar ceiling) is in position and not damaged Note: some cargoes require cargo battens to be removed 6. Check that the hatch lighting’s are in good order. Isolate lights if it poses fire hazard for the intended cargo. 7. Inspect and ensure all means of access to the compartments are safe. 8. Guard rails and safety barriers should be seen to be in place. eoocuuvoaoagooL 900000A 9. Ensure all necessary fixed and portable fire-fighting arrangements are ready for immediate use. Blow through CO,/Halon lines with compressed air. 10. Inspect Cargo Hold Ventilation system. 111. Inspect and ensure hatch covers are weather tight and that all the securing devices are in good working condition. 12. If Cargo Hold is meant to take heavy weather ballast then pressure test the lines for leakage and subsequently blank off the ballast lines. 13, Double Bottom tank manhole covers to be absolutely tight. 14.Cargo securing points/ fixed fittings etc are in good condition Why it is important to clean holds? This is to ensure that the quality of the cargo is not affected whilst in vessel's custody and reach its destination in the same condition as when it was loaded. If cargo arrives at its destination in damaged condition due to vessel's fault, cargo owner will raise claim against the vessel or her owner. Quality of cargo can be affected due to * Contamination * Staining * Water contact * Inadequate ventilation Checking weather-tightness of the hatch cover Section through sides and ends Section through coaming cross joint between 7] panels | ‘The two most common leak detection tests are the water hose test andee «the ultrasonic test. Ultrasonic testing is the preferred method because areas of inadequate hatch sealing are accurately located. Chalk testing (another hatch test) gives only an indication of poor compression and potential leaks. Chalk testing is not a leak detection test. Light testing is also effective but is potentially dangerous because personnel are in a closed, dark hold looking for light infiltration between panels. Use of Dunnage & spar ceiling The cargo damage may be caused due to: i) Dampness ) Contact with the ship's steelwork or other cargo; and ili) Lack of ventilation + Dunnage is usually used to prevent these problems arising. + Dunnage is generally used on general cargo and refrigerated cargo ships and bulk carriers loading bagged cargo. + Dunnage is usually strips of wood about 6 ft x 1.ft (approx. 2 mtrs. x 0.3 mts) in size. Many different types of wood and other material including mats, gunny cloth and paper can be used as dunnage. Dunnage used must be dry, free from oil, grease or other stains as well as free of insects, Not covered with bark and free of nails and splinters. New timber (for dunnage) should be free of smell and raisin coatings. Bottom layer of dunnage is put in arthwartship direction to allow free drainage of sweat towards ship side and then finally towards bilges. The layer above that is put in fore and aft direction. Method of dunnaging differs from cargo to cargo (e.g., rice, steel coil). The supplier must provide the certificate/documents related to S.W.L. and material of the dunnage timber. oO 2Gg Yes Oobone sew Butdog wre pe piaastaaeaes a: | oxo oxc tH UNoYoYoYyoYoyoyo a Pere Ue teal 8 SSS, ESS Double dunnage Half bag stow Bag on bag stow Dunnage may serve the following purposes, according to the nature of the cargo carried: To protect cargo from contact with water from the bilges, leakage from other catgo, from ship's side or from double bottom tank. To protect cargo from moisture or sweat which condenses on the ship's sides (ship sweat), frames, bulkheads, etc and runs down into the bilges or gets collected and retained on side stringers, bulkhead brackets, etc. To provide air courses for the heated moisture laden air to travel to the sides and bulkheads along which it ascends towards the uptakes, etc Provide access for cooled air round or through the cargo for temperature controlled requirements (refrigerated holds). To prevent chafe & shifting as well as to chock off and secure cargo by filing in broken stowage, i.e. spaces which cannot be filled with cargo. To evenly spread the compression load of deep stowage. To provide working levels and protection for the cargo on which labor can operate and serve as a form of separation. Separate cargoes. The dunnage on the ship's side laid in fore and aft direction is known as Spar Ceiling or Cargo Batten. It consists of timber of about 150mm X 50mm fitted over the side frames. IteK is usually fitted horizontally into cleats on the frames for easy fixing and removal. There is a vertical distance of not more than 230mm between battens. {C[SPAR GEILINGIGARGO BATTEN ORSIDE BATTEN | HULL PLATING. The purpose of spar ceiling or cargo battens + To allow for air circulation between the cargo and the shipside thereby improving ventilation. + To prevent cargo getting trapped between the frames. + To prevent bagged cargo from coming in contact with the shipside which may cause condensation (ship's sweat), depending upon the prevalent weather conditions. + To prevent packages of cargo from protruding beyond the inner edges of the frames and becoming damaged. + The space between the cargo battens and ship's side permits drainage of sweat or any leakage from cargo naturally into the bilges without coming in contact with the cargo itsef. Disposal requirements of Dunnage Timber and timber products such as plywood are still the main type of dunnage materials in use as other materials although cheaper are generally found to be inferior in quality and reliability. Because of the price of timber, charterers are often reluctant to provide good quality dunnage. + There have been numerous cases of vessels being delayed during discharge, when local authorities have detected insect ridden dunnage and have instructed the vessel to be fumigated, and one or more offending durnage to be taken ashore and burned. + When timber dunnage is supplied, responsible ship officer should check that timber is properly seasoned as green or wet timber contains upto 35% water content. + Shrinkage of green timber results in loosening of nails and could mean that any blocking or bracing structure collapses. + Many different sorts of wood and materials are in use and make good dunnage, it is necessary that it be sound and dry, clean and free from oil, grease or stains, or matter likely to develop maggots as well as free from bark, etc. 90 oooK + Secondhand timber is frequently used for dunnage. It should always be inspected to ensure that itis free of stains, odour, nails and large spinters (these later items being disastrous to bagged cargo). New timber also has i's drawback - it should be free of resin and should not have a strong smell of new wood which will affect the cargo + Dunnage should also be without splits as split timber cannot be fastened properly and lacks in strength. Dunnage of good condition may be retained on board depending upon charterers. instructions. Broken/ damaged dunnage shall be disposed ashore. With effect from 1 Jan 2013, MARPOL Annex V revised regulations prohibit the disposal of dunnage at sea. Importance of checking Bilge Suction Neglecting maintenance and testing of hold bilge systems can have serious consequences, resulting in unnecessary cargo claims due to water contamination. The bilge suction line in the hold bilge is normally fitted with a perforated strum box which prevents cargo debris from entering the bilge line. The strum box should be thoroughly cleaned after each cargo discharge and if possible, dismantled and checked for damage or corrosion. The end of the bilge suction line must be confirmed as clear, with no debris fouling the end of the suction pipe. Hold suction arrangement Hold suction filters + Test bilge suction by filling bilge well with water and pumping it out. + Non return valves are fitted in the hold bilge pumping systems to ensure that water Pumped from the hold bilges to the engine room and over-side or into a holding tank cannot flow back via the bilge line into the hold bilge wells and then into the cargo hold. + The easiest way to test the non return valve is to stop the pump (or eductor) and allow water to flood back into the bilge line up to the non retum valve. If no water enters the hold bilge then the non return valve is working correctly. It is prudent seamanship for all non return valves on the bilge line to be overhauled on a regular basis and this requirement should be included in company’s PMS. Use of deodorising wash Contamination — cargoes which taint easily, e.g. tea, flour, tobacco, etc. should be kept well away from strong smelling cargoes.L if a pungent cargo has been carried previously, i.e. cloves or cinnamon for example, the compartments should be deodorized and sweetened before loading the next cargo. For example if we are changing cargo from coal to rice, the we should know that rice can be contaminated by odour which can be deodorized by introducing ozone into the cargo holds by oxidizing the offending molecules. Water based alkaline cleaners are used for removing odours of aromatic solvents, fish oil residues and other obnoxious smells. Blanking of ballast lines Incidents resulting in damage to dry cargo following water ingress into the holds from ballast filling lines and bilge lines continue to arise. Such claims are usually costly, and separating damaged goods from the rest of the cargo can often cause delay. Moreover, when cargo has been damaged by salt water, the salved value may be minimal and disposal may be necessary, adding to the magnitude of the claim. Water ingress can take place from cargo hold heavy weather ballast flling/suction arrangements. This may be due to valves between the ballast main and hold or overboard drop valves not being closed, or when blanking plates have not been properly fitted to the suction/flling arrangements within the hold when the system is not in use. To prevent ballast water ingress into the cargo hold, it is essential that the rubber joint/gasket is in good condition and all the ballast-blank securing bolts are fitted tightly using good seamanship practice. NOTE: The above methods are general and hold preparation method differs from cargo to cargo (e.g. rice, coal, sulphur, sugar, cement, etc) Relevant section of IMSBC code (for loading bulk cargo) and Charterers requirement must be complied with. ovoo a0oy AO c oO CG ocINSPECTION AND PREPARATION OF HOLDS. Index > Segregation of different Cargoes with reference to Dangerous Goods > Segregation of different Cargoes with reference Dry, Wet and Delicate Cargoes > Describes methods of separating adjacent parcels of cargo > Explain that separation between parcels of cargo for different consignees or different ports of discharge is often requiredDescription The need for separation + Cargo for different ports must be kept separated for easy identification to aid correct discharge. Stevedore labour in many countries may be illiterate and may not understand any port name or markings on the cargo. + Separation of consignments: There may be many shippers shipping the same type of cargo to the same destination. Hence to retain the identification of each consignment as described in the bil of lading they are kept separated from the-other. + Separations are also placed to prevent one cargo from chafing or damaging a more fragile cargo. + Non-compatible cargoes need to be kept separate; hence there will be a need to segregate dangerous cargoes, cargoes liable to contamination by odour tainting or fragile cargoes as failure to observe such requirements could give rise to a most hazardous situation involving toxics or flammable gas being given off as a by-product. Incompatible materials — are those materials which may react dangerously when mixed and are subject to recommendations for segregation. ‘Stowage of cargo and distribution on board, as per discharge ports is important in order to control trim, list and stresses of the vessel during various stages when cargo is discharged at subsequent ports. Segregation of different Cargoes with reference to Dangerous Goods If more than one class of dangerous goods is carried on board - they either require proper separation or they cannot be stowed together in the same compartment. Depending on the class and nature of the goods they have to be segregated using the IMDG Segregation table. The topic of segregation requirements with reference to IMDG cargo and IMSBC cargoes is discussed under header 10.3.1 and 10.3.2 respectively which shall be referred to. General Precautions while planning stowage of Dangerous Cargo > Dangerous cargoes in packaged form are preferably given deck stowage (depending upon the special requirements if any for the IMDG goods class). > The dangerous goods are preferably stowed away from living quarters, in well ventilated spaces. These are further stowed in sheltered areas protected from weather and away from hot surfaces and bulkheads. > Marine Pollutants are not stowed on deck in order to avoid loss overboard. > Poisonous/ toxic cargoes are stowed clear of food items/ edible cargoes and areas where crew normally works.R Segregation of different Cargoes with reference to Dry, Wet and Delicate Goods > Dirty cargoes should never be carried in the same compartment as clean cargoes. A general comparison of dirty cargoes would include such commodities as oils, paints or animal products, whereas clean cargoes would cover the likes of foodstuffs or fabrics. Delicate cargoes shall be suitably marked as fragile and shall be so stowed that these are handled with care. Same shall not be stowed in the same compartment where heavy cargoes are stowed. > The stowage of hides must be away from dry goods and iron work. They have a pungent odour and should be stowed well away from other goods that are liable to ‘spoil. They should not be over-stowed. Cocoa — stow away from heat and from other cargoes which are liable to taint. Coffee — requires plenty of ventilation and susceptible to damage from strong smelling goods. Copra — dried coconut flesh. Liable to heat and spontaneous combustion. It could taint other cargoes and cause oxygen deficiency in the compartment. Dried blood — used as a fertilizer and must be stowed away from any cargoes liable to taint (similar stow for bones). Expeller seed — must be shipped dry. It is extremely high risk to spontaneous combustion and must not be stowed close to bulkheads, especially hot bulkheads. Flour — easily tainted. The stow must be kept dry and clear of smelly goods. Quebracho extract — this is a resin extract used in the tanning industry. Bags are known to stick together and should be separated on loading by wood Soda ash — should be stowed away from ironwork and foodstuffs, and must be kept dry. Sugar also carried as bulk cargo. Bagged green sugar exudes a lot of syrup. Stowage should be kept clear of the ship's side as the bags are susceptible to tearing as the cargo settles. Dry refined sugar and wet or green sugar must not be stowed together. Cover steelwork with brown paper for bulk sugar and keep dry. > Fibres — such as jute, hemp, sisal, coir, flax or kapok are all easily combustible. A strict no-smoking policy should be observed at all stages of contact. Bales must be kept away from oil and should not be stowed in the same compartment as coal or other inflammable substances or other cargoes liable to spontaneous combustion. > Dried fruits — these include: apricots, currents, dates, figs, prunes, raisins and sultanas. May be shipped in cases, cartons, small boxes ot even baskets. However carried, they must be stowed away from cargoes which are liable to taint. Dried fruits tend to give off a strong smell and generally may contain drugs and insects which could contaminate other cargoes, especially foodstuffs. > Garlic and onions — shipped in bags, cases or crates and these give off a pungent odour and must be stowed clear of other cargoes liable to taint. They are also liable to germinate and rot in moist environment. v Vy vy vovv vv Separation between parcels of cargo and methods of separation In order to carry goods safely, the vessel must be seaworthy and the cargo spaces must be in such a condition as not to damage cargo parcels by ships sweat, taint or cause any other harmful factor. To this end the Chief Officer would cause a cargo plan to be constructed to ensure that separation of cargoes are easily identifiable and that no contamination of products could take place during the course of the voyage.& Separation of cargoes — itis often a requirement when separate parcels of the same cargo are carried together that a degree of separation between the urits is essential. Depending on the type of goods being shipped will reflect the type of separation method employed. Examples of separation materials include colour wash, tarpaulins, burlap, paper sheeting, dunnage, chalk marks, rope yarns or polythene sheets. The idea of separation is to ensure that the cargo parcels, although maybe looking the same, are not allowed to become inadvertently mixed. Cargoes can be loaded together in the same hold or tween deck using various forms of separation material: Thin netting (different colours are available) usually synthetic. 2. Ropes (different colours are available). 3. Paint (Water-soluble as it may damage the cargo, for example: timber) 4. Marking pens (very suitable for cartons and cased goods). 5. Chalk (but beware as this may be easily erased) 6. Layers of dunnage (fiatboard or plywood). 7. 8. 9. 1 ”. Construction of bulkheads from timber or occasionally, steel plate. . Separation cloth like Burlap. .. Plastic sheet (but make sure restriction of ventilation will not harm the cargo) (0. Use of markings (for example: bags marked on one side can be separated by stowing them mark up/ mark down). Separation between parcels of cargo for different consignees or different ports of discharge is often required. This is achieved using any of the means discussed above as suitable. It shall be borne in mind that the cargoes for the designated port are clearly identified. Discharge of cargo in any other port than the destination is likely to result in huge costs. CououecoonGa e0o00o00ceGOOYINAANKQOON09000GSECURING CARGOES Index > Contents of Lashing Code and Cargo Securing Manual > Need for solid stow and securing > Methods of blocking, lashing, shoring and tomming cargo > Method of securing heavy loads, vehicles, containersDescription Contents of Lashing Code and Cargo Securing Manual “Code of Safe Practice for Cargo Stowage and Securing’ -The CSS Code is the document upon which Cargo Securing Manuals are based. The purpose of the CSS Code is to provide guidance on proper stowage and securing of cargoes. When a ship is, on passage in a seaway, the motions of the ship will lead to acceleration being introduced into items of cargo and the forces created by those accelerations must be counteracted by securing arrangements to prevent movement of cargo items. Thus, proper stowage and securing of cargoes is essential, but it must be remembered that Teducing the amplitude and frequency of the ship's motions will reduce the forces acting ‘on the cargo. itis a mandatory requirement for masters and ships’ officers to be conversant with the CSS Code and the Cargo securing Manual regulations, to understand their applications for the vessel in which they are serving, and to be capable of deploying correctly the hardware which goes with it. All securing of cargo units shall be completed before the ship leaves the berth, The CSM and its associated hardware are subject to port state contro! inspection Violation of the CSM requirements may give tise to vessel detention and/or prosecution of the master and owners. CARGO SECURING MANUAL Regulations VI/5 and VIN6 of the 1974 SOLAS Convention require cargo units and cargo transport units to be loaded, stowed and secured throughout the voyage in accordance withthe cargo securing manual (CSM) approved by the administration and drawn up to a standard at least equivalent to the guidelines developed by the Intemational Maritime Organization (IMO). Guidelines for making CSM is located in Code of safe practice for cargo stowage and seouring (CSS Code) provisions of which is general in nature and intended to provide guidance on preparation of Cargo securing manuals, which are required on all type of ships engaged in the carriage of cargoes other than solid and liquid bulk cargoes. CSM specifies arrangements and cargo securing devices provided on board the ships for correct application to and the securing of cargo units, containers, vehicles and other entities, based on transverse, longitudinal and vertical forces which may arise due to adverse weather and sea conditions * The Cargo securing devices mentioned in this manual should be applied so as to be suitable and adapted to the quantity, type of packaging, and physical properties of the cargo to be carried. ‘+ When new or alternate types of cargo securing devices are introduced, CSM should be revised accordingly. Alternative securing devices should not have the less strength than the devices being replaced Contents of Cargo Securing Manual are: . General Securing Devices and arrangements ‘Stowage and securing of Non-Standardized and Semi-Standardized Cargo ‘Stowage and securing of Containers and other Standardized Cargo BONS Part I - General Ship Data Definitions General Information Principal sources of danger SOeev Part Il - Securing Devices and Arrangements Specification of Fixed Cargo Securing Devices Specification of Portable Cargo Securing Devices Inspection and Maintenance Schemes eeev ‘Stowage and Securing of cargo Handling and safety instructions ¥ General principles of cargo securing Y Safe handling of cargo securing devices Y Evaluation of forces acting on cargo units Y Forces acting on typical cargo units ov& Y Procedures for calculation of forces in semi- standardized and non-standardized lashing arrangements ~+ Maximum Securing Load (MSL)s for different securing devices + Safety factor + Simplified method — Rule of thumb + Assumptions of external forces + Balance of forces - Advanced method and Alternative Method + Calculated example 1 and 2 * Application of portable securing devices > Requirements for Vessel Specific Type RO-RO Vessels ° Y Longitudinal and transverse distances between fixed Cargo Securing Devices Y Cargo securing arrangements for RO-RO ships exposed to angle of heel after damage or flooding or other considerations relevant to the effectiveness of the cargo securing arrangement Y Number of lashings and lashings angles Container Carriers Y Handling and Safety Instructions Y Stowage and Securing Instructions ++ Stowage and securing principle on deck and under deck ~+ Stowage and Securing Plan + Other allowable stowage patterns * oo eeov Bulk Carriers Timber Deck Cargoes Appendix Appendix | — Assessment of MSL for uncertified cargo securing devices Appendix Il - Log for maintenance of cargo securing equipment Appendix lil - Extracts from the IMO Assembly Resolution A.533(13) — stowage and securing of cargo units and vehicles on ship Appendix IV ~ Extracts from various Timber Deck Codes Appendix V — Annex 1-12 to the Code of Safe Practice for Cargo Stowage and Securing (CSS Code) as applicable Appendix VI - User Guide for Lashing Program provided on board Explain the need for a solid stow and securing off all cargoes A ship sailing in sea has six degrees of motion: surge, sway, heave, roll, pitch and yaw. When a ship is at sea the wind, wind waves and swell waves cause it to move. The greater the strength of the wind and the greater the height of the sea and swell waves the more the ship will move. Out of the six types of motion, mentioned above, three are rotational and oo o Ques Go 9O00G 00gjR three are linear. Roll, pitch and yaw are the three rotational motions and sway, surge and heave are the three linear movements. The ship itself bends and twists as waves pass. Hatch covers move relative to the hatch openings and deck cargo move as clearances in the lashing equipment are taken up. It is the lashing system alone that resists these movements and attempts to keep the deck cargo on board. The cargo whether on deck or under deck stow has to be stowed well and the cargo should be prevented from moving and gaining enough momentum to part lashings and damage the ship structure. The point is to have a good solid stow ~ prevent the cargo from shifting and gaining momentum with the shift. Since this would part any strong lashing. The lashing undertaken should be for the worst sea condition that may be experienced, Cargo units/cargo transport units on a ship will in principles be subjected to the forces given on adjacent drawing: - Longitudinal sliding - Transversal sliding - Vertical pressure& Losses continue of large vehicles, rail cars, cased machinery, steel pipes, structural steelwork, packaged timber, freight containers, hazardous chemicals, boats, launches, etc. When investigated fully, the causes of such losses fall into the following random categories which are not exhaustive: Severe adverse weather conditions. Lack of appreciation of the various forces involved. Ignorance of the relevant rules and guiding recommendations. Cost limitation pressures to the detriment of known safety requirements. Insufficient time and/or personnel to complete the necessary work before the vessel leaves port. Dunnage not utilised in an effective manner. Inadequate strength, balance and/or number of lashings. Wire attachment eyes and loops made up wrongly, including incorrect methods of using bulldog grips. Lack of strength continuity between the various securing components. Taking lashing materials around unprotected sharp edges. Incorrect/unbalanced stowage and inadequate weight distribution. The sometimes stubborn nature of the shore-based labour to depart from what and when it is rightly required to do the job properly. * Securing arrangements, both supplied and approved, not fully utlised on the voyage under consideration. Solid stow and proper securing of cargo ensures safety of ship and crew from danger arising from the nature of the cargo and/or vagaries of the sea. To achieve this: > The ship should be stable at all times and if required ballasted to achieve this condition. >» Heavy lifts should be stowed at the bottom thereby increasing the ship's GM. Also they should be stowed within the hatch square to facilitate easy load and discharge. > Slack tanks should be kept to minimum there by reducing free surface effect. > The load density of each compartment should never be exceeded. > Weights should be evenly distributed both transversely and longitudinally throughout the entire compartment and the ship. This is to reduce excessive stress on the hull girder and to ensure that the ship has a convenient trim. > Lashing gear should be of adequate SWL to secure the cargo. > Safety of crew is of utmost importance and there should be a clear understanding of risks involved during loading, carriage and discharge of the various types of cargoes including dangerous goods. > Protect cargo from damage, loss or deterioration and to ensure a good out turn. Methods of blocking, lashing, shoring and tomming cargo Blocking Oo oO ooo vu egoe0eoouvyKR Blocking is the act of attaching solid pieces of wood, or blocks, tc a deck, bulkhead, or overhead, so that these pieces lean directly against the cargo to prevent its movement. Blocking must be braced, shored, or tommed to be effective. Additional bracing would be required to secure the item adequately. Pieces of wood measuring 2 by 4 inches are doubled instead of using single 4- by 4- inch pieces to make nailing and securing to the deck possible. The 2- by 6-inch blocking extends the full width of the unit load. Since blocking may be nailed directly into the wooden deck, the load may be secured in any location in the hold without the need for extending pieces to permanent ship's structures for bracing. Since it is very difficult to drive nails into a metal deck, 4- by 4-inch lumber must be extended to the bulkhead to provide necessary bracing. BLOCKING FOR WOOD AND METAL DECKS Bracing Bracing is the act of installing a wood piece or structure so that it extends from a deck, bulkhead, or overhead to the stow. This technique strengthens the blocking by supporting it in a horizontal direction. Figure below shows a basic method of bracing. Kickers are relatively short lengths of lumber nailed horizontally. They add rigidity to the uprights and&R braces and are either nailed to the deck or wedge-fitted to a bulkhead. In both cases, the structure extends slightly higher than the unit load and along its full width. Shoring and Tomming Shoring, which includes blocking and bracing, is the process of securing cargo to prevent side-to-side movement by supporting it from the side. Shoring may also be used to prevent downward movement by supporting cargo from below. ‘Tomming is the securing of cargo to prevent upward movement. Personnel secure the x cargo by running lumber from the ship's overhead structure down to the cargo either vertically or at an angle. e 2% 4 (MIN STRIPPING o oO Qo a Q oVERTICAL TOMMING Method of securing heavy loads, vehicles, containers Information is necessary for you to know before loading a heavy lift: The weight, size and construction of the loads. Where support points of the loads are required or are permissible. « Maximum load of each specific support point which the design would tolerate. ~ What securing points are available on the load and where are they located. Where the lifting attachments may be made on the load and how they are made. Is the speed of movement of the load is in anyway critical. — if any additional lifting or lashing and dunnaging equipment is required and who will provide them. + Permissible load density of the tank top or deck where the heavy lft is to be placed. + Lashing points available on the ship in the vicinity where load is to be placed. + Necessary lashing gear available and ready at hand. + The heavy load is placed on strengthened positions, preferably on decks supported by bulkheads or pillar or other strong constructional fittings. + The weight of load shall be evenly spread using dunnage avoiding point loads.For Ro-Ro ships Wheel-based cargoes, in the context of these guidelines, are all cargoes which are provided with wheels on tracks, including those which are used for the stowage and transport of other cargoes, except trailers and road trains, but including buses, military vehicles with or without tracks, tractors, earth-moving equipment, rolitailers, etc. General Recommendations 1. The cargo spaces in which wheel-based cargo is to be stowed should be dry, clean and free from grease and cil. 2. Wheel-based cargoes should be provided with adequate and clearly marked securing points or other equivalent means of sufficient strength to which lashings may be applied. 3. Wheel-based cargoes which are not provided with securing points should have those places where lashings may be applied, clearly marked. 4. Wheel-based cargoes, which are not provided with rubber wheels or tracks with friction increasing lower surfaces, should always be stowed on wooden dunnage or other friction increasing material such as soft boards, rubber mats, etc. When in stowage position, the brakes of a wheel-based unit, if so equipped, should be set. 6. Wheel-based cargoes should be secured to the ship by lashings made of material having strength and elongation characteristics at least equivalent to steel chain or wire. 7. Where possible, wheel-based cargoes, carried as part cargo, should be stowed close to the ship's side or in stowage positions which are provided with sufficient securing points of sufficient strength, or be block stowed from side to side of the cargo space. . To prevent any lateral shifting of wheel-based cargoes not provided with adequate securing points, such cargoes should, where practicable, be stowed close to the ship's side and close to each other, or be blocked off by other suitable cargo units such as. loaded containers, etc. 9. To prevent the shifting of wheel-based cargoes, it is, where practicable, preferable to stow those cargoes in a fore-and-aft direction rather than athwart ships. If wheel-based cargoes are inevitably stowed athwart ships, additional securing of sufficient strength may be necessary. 10. The wheels of wheel-based cargoes should be blocked to prevent shifting. 11.Cargoes stowed on wheel-based units should be adequately secured to stowage platforms or, where provided with suitable means, to its sides. Any movable external components attached to a wheel-based unit, such as derricks, arms or turrets should be adequately locked or secured in position. 12. Road vehicles and semi-trailers should be stowed so that the chassis are kept as static as possible by not allowing free play in the suspension. This can be done by securing the vehicle to the deck as tightly as the lashing tensioning device will permit, and in the case of compresses air suspension systems, by first releasing the air pressure where this facility is provided. a 2 wos G S9OGBUL 4BKR 13. Lashings should not be attached to lamp brackets, side guards or bumpers except those specially designed for this purpose. 14. Lashings on a road vehicle, semi-trailer or roll trailer should be under equal tension. 15. Only one lashing should be attached to any one aperture, loop or lashing ring at each vehicle securing point. 16.Where practicable, the arrangement of lashings on both sides of a vehicle should be the same, and angled to provide some fore and aff restraint with an equal number pulling forward as are pulling aft. 17. The front ends of rol trailers shall always be placed on soft boards or rubber mats. 18. Caterpillar treaded vehicles such as bulldozers and cranes are prone to sliding when parked on bare steel decks owing to the low degree of frictional resistance between the threads and the deck. Such vehicles should be stowed on dunnage or soft boards before being secured. 19. Parking brakes, where provided, of each vehicle or each element of a combination of vehicles should be applied. STOWING TRACKED VEHICLE ON DECK ‘Safe stowage and securing of containers on deck of ships which are not specially designed and fitted for the purpose of carrying containers 1. Stowage a) Containers carried on deck or on hatches of such ships should preferably be stowed in the fore and- aft direction. b) Containers should not extend over the ship's sides. Adequate supports should be provided when containers overhang hatches or deck structures. ©) Containers should be stowed and secured so as to permit safe access for personnel in the necessary operation of the ship. d) Containers should at no time overstress the deck or hatches on which they are st e) Bottom-tier containers, when not resting on stacking devices, should be stowed on timber of sufficient thickness, arranged in such a way as to transfer the stack load evenly on to the structure of the stowage area. f) When stacking containers, use should be made of locking devices, cones, or similar stacking aids, as appropriate, between them When stowing containers on deck or hatches, the position and strength of the securing points should be taken into consideration. 9)h) If the individual gross weights of the containers are not known alll 20ft units and all 40ft units should be assumed to have a gross weight of 20 and 26 tonnes. respectively with the centre of gravity at the geometrical centre. i) Care should be taken to ensure that the safe weight load of each individual container is not exceeded and that the gross and tare weights are accurately recorded and declared. 1) Stowing containers in cargo holds requires securing in sold blocks. The containers should be keyed to the tanktop and adequate inter-locking of units should be provided. The resulting block must be secured to the ship structure using common sense. ; . Securing \ + All containers should be effectively secured in such a way as to protect them from sliding and tipping. Hatch covers carrying containers should be adequately secured ( to the ship. Containers should be secured using one of the three methods recommended in figure 1 or methods equivalent thereto. + Lashings should preferably consist of wire ropes or chains or material with equivalent strength and elongation characteristics. ‘ % Timber shoring should not exceed 2 m in length. + Wire clips should be adequately greased and tightened so that the dead end of the a wire is visibly compressed (figure 2). Lashings should be kept, when possible, under equal tension + ° ° Care should be taken when: - It is required to mix general break-bulk cargo with containers. - Loading general cargo on top of containers. ) GY G OoQT Figore 1 = Recommended methods of non-standardized Securing of coneainers Figure 1 tcont) ~ Recommended methods of non-standardized securing ‘of containersecovooonoeoueoocoo se eee 8Ventilation and contro! of sweat Index Need for ventilation of cargo spaces Ship sweat and cargo sweat, and differentiate between them. Factors affecting sweat Control of sweat by ventilation Operation of ventilation system Cargoes requiring special ventilationRQ Description Need for ventilation of cargo spaces Most cargoes are loaded in cargo holds which are closed before proceeding to sea to prevent ariy external elements like bad weather, water, heat, cold from affecting the cargo inside. But when the voyage is Jong, keeping the hatch totally closed, can cause various problems such as: a) Deterioration of cargo due to ship/ cargo sweat b) Cargo damage due to heating of cargo ©) Hazards posed due to presence of a dangerous gases in the hold emitted by cargo (Toxicity, flammability etc) d) Accelerated corrosion of the ship's structure The main objective of merchant shipping is to carry cargo safely from one place to another. The ship and hence the ship owner is liable if there is any damage to cargo during transit. For this reason you should know how best to ventilate the compartment to prevent any damage to the cargo and environment which is safe for crew members to enter and/or work. Also, if we do not ventilate the cargo spaces there will be an increase in the temperature of the hold, especially when the ship is sailing from a colder to a warmer region as the deck which is exposed to the sunlight will heat up and by conduction the temperature of the air inside the hold will begin to rise. An increase in the sea water temperature will also have the same effect on the shipside plating and consequently on the hold temperature. "Moisture damage" is the source of a significant number of cargo claims, often involving bagged or bulk agricultural products. Claimants typically allege that failure by the ship to ventilate correctly resulted in the development of condensation ("sweat"), causing the cargo to deteriorate. SWEAT The air at sea is very humid and it contains a large quantity of water vapour. When this humid air comes in contact with relatively colder surfaces, the moisture condenses on the surface. When the air in the hold comes in contact with bulkheads /decks which are colder than the dew point of the air, the moisture condenses on the bulkheads/ decks forming ship sweat. Also when the humid air comes in contact with the cool cargo (temperature lower than the dew point of the air) moisture condenses on the cargo forming Cargo Sweat. The amount of water vapour contained in a parcel of air depends on the temperature of the air. The parcel is said to be saturated if it has the maximum amount of water vapour it can hold at that temperature. if this parcel is further cooled excess water vapour will condense in the form of “sweat” Ships are fitted with either natural or mechanical ventilation systems. In addition to minimizing the onset and degree of sweat, ventilation may also serve to remove taint and disperse any gases which some cargoes may emit. go eagoooooo$dA Cargo Sweat Cargo sweat refers to condensation which may form on exposed surfaces of the cargo as a consequence of large amounts of warm, moist air being persistently introduced into a hold containing substantially colder cargo. Ship's sweat Ship's sweat refers to condensation which forms directly on a vessel's structure when the air within a hold, made warm and moist by the cargo, comes into contact with cold surfaces as the vessel moves into cooler climates. Cargo may be damaged by overhead drips, by contact with sweat which has formed on the ship's sides or by condensed water which may accumulate at the bottom of the hold. SHIP'S SWEAT ‘CARGO SWEAT ‘AIR WARNED AND GIVEN MCISTURE ‘CARGO SWEAT O. Influencing factors Saturation The amount of water vapour that air may contain is highly dependent on its temperature: A given volume of air is said to be saturated when no more water can be absorbed. If the air temperature then falls, condensation will ocour. As air rises in temperature so does its saturation moisture content; its capacity to retain water climbs by ever-increasing amounts. Thus, when hot air is cooled, its potential for releasing water in the form of condensation is far greater when it is cooling from higher temperatures than when cooling from lower temperatures. Apart from periods of fog or rain, ambient air is rarely saturated. Moreover, it will never be totally dry. Within these two extremes the amount of water retained by the air will vary according to the prevailing conditions. Relative humidity Relative humidity is the actual amount of water vapour in the air compared with the saturation amount of water vapour in the air at the same temperature and pressure. The figure is usually expressed as a percentage, with saturated air having a relative humidity of 100%. At main deck level, ambient sea air over the open oceans will normally have a relative humidity in excess of 80%.Dew point temperature when an isolated volume of air cools, relative humidity increases as the temperature falls. Once the temperature has descended, to the level at which saturation occurs, water begins to condense. This temperature is known as the “dew point”. Dew point temperature may be measured by a variety of methods. Ships generally use a traditional wet and dry bulb arrangement consisting of two identical mercury thermometers, one of which has a damp wick covering the bulb. These are normally housed in a protective marine screen. The dew point temperature may then be determined by using a "Dew point Table". This figure is important when considering cargo ventilation requirements. Wet and dry bulb thermometers When using traditional wet and dry bulb thermometers, the accuracy of the dew point temperature will depend on the condition of the equipment. The muslin covering the wet bulb should be clean, the water in the reservoir should be distilled and the bulb itself should be wet. In order to ensure that the readings are correct, the device should always be positioned clear of any exhaust vents, other draughts and all sources of heat. Dew point measurement Theoretically, all decisions regarding cargo ventilation should be based on dew point temperatures, comparing the dew point of the ambient air with dew point of the air inside the hold. Given that most ships are customarily equipped with wet and dry bulb thermometers located close to the bridge, determining the dew point temperature of the ambient air is usually straightforward. However, ascertaining the dew point temperature inside a cargo space is more problematic. One of the simplest methods is to use a "whirling psychrometer", swinging the instrument inside the hold until the wet bulb temperature has stopped falling and remains steady. All readings should be taken well away from any air inlets, ensuring that only hold air is tested. Enclosed space entry procedures should always be observed. If access to the holds is impossible or undesirable, and provided there is no significant air flow, wet and dry bulb thermometers may be placed in the trunking of an exhaust ventilator or similar pipework leading from the compartment, allowing the device to be drawn out and tead from above deck. Ventilation Once the above information has been obtained, the rules are simple; 2 GC G9900GC00 CULLA Dew point Rule VENTILATE if the dew point of the air inside the hold is higher than the dew point of the air outside the hold. DO NOT VENTILATE if the dew point of the air inside the hold is lower than the dew point of the air outside the hold. Three Degree Rule In many instances it is impracticable to measure hold dew point temperatures accurately, or atalll In such cases ventilation requirements may be estimated by comparing the average cargo temperature at the time of loading with the outside air temperature several times a day. Ventilation may then be carried out on the following basis; VENTILATE if the dry bulb temperature of the outside air is at least 3°C cooler than the average cargo temperature at the time of loading. DO NOT VENTILATE if the dry bulb temperature of the outside air less thai 3°C cooler than the average cargo temperature at the time of loading, or warmer. In order to apply the Three Degree Rule, it will be necessary for the ship's staff to take a number of cargo temperature readings during loading. The rules for ventilation are simple and are easily illustrated by the following examples. Cargo sweat: Consider the following case: * Aship has loaded stee! cargo at Antwerp in January for shipment to Singapore. ‘Antwerp in January is a winter zone and the temperature is low. * As the cargo spaces would be sealed after completion of loading, the cargo and the air temperature inside the hold will be cold. + During the voyage to Singapore the outside atmospheric temperature will rise as the ship passes from winter to the tropical zone. ‘* Compared to the volume of air inside the hold, the volume of air brought into the hold through the ventilator ducts at any given time is small. If ventilation is permitted - the warm moist air entering the cold cargo space will be cooled and if cooled below its dew point will condense on the cold steel cargo surface causing cargo sweat. This can cause the steel to rust. Do not ventilate when passing from a cold and cargo in the hold to warm up naturally. Here the solution is to restrict ventilati area to a warm area, always allow the Exactly the same phenomenon causes ship's sweat. * Consider a ship having loaded cargo in a warm region is proceeding towards a cold tegion. For example: bagged rice is loaded in Bangkok, in November, for shipment to Inchon in South Korea.& © Atthe time of loading, the ambient temperature in Bangkok was 26 degrees C. The cargo and the air inside the cargo hold is warm and moist and would continue to remain so for some time after the hold is sealed. Air and seawater temperature starts to drop as the voyage progresses. As the seawater and the outside air cools the air inside the hold which is in close contact. with the steel plates also cools. * When this parcel (air inside the hold adjacent to the steel plates) is cooled below its dew point, water vapour is given out which condenses on the ship's structure forming "ship's sweat”. * This does not directly cause a cargo problem but when the moisture droplets run down the beams and drips onto the cargo, which it invariably does, it may result in cargo damage and subsequent claims. To prevent this ventilate the compartment freely. The rule is to ventilate when travelling from a warm tropical zone to a cold winter zone. "HOT TO COLD, VENTILATE HOLD, COLD TO HOT, VENTILATE NOT” Precautions with respect to ventilation: It may not be always possible to restrict ventilation for sweat reason alone. Some cargoes give off odour or obnoxious gases which may damage or taint other cargoes. Here ventilation may become necessary. In such cases where ventilation has to be done - AIR SHOULD TO BE PASSED THROUGH DE-HUMIDFYING UNITS. This will ensure that condensation does not take place inside the hold. De-humidification is carried out by using chemicals like silica gel or activated alumina which have a high affinity for water and absorb all the moisture in the air. The same chemicals can be heated to dry out the absorbed moisture and can be reused. 2. During periods of heavy weather, steps should be taken to prevent rain and spray from entering the cargo spaces. This may mean suspending ventilation until conditions improve. If so, the circumstances should be logged. 3. Itis important to appreciate that ventilation should also be carried out during the night if the readings indicate that ventilation is appropriate. Ambient temperatures are usually lower at night, therefore the risk of ship's sweat developing is more likely during the hours of darkness. 4. In addition to ventilating the holds according to the above regimes, it is important that regular inspections of each compartment are carried out where possible. This need not involve entry into the cargo space itself - for example ship's sweat may be seen forming on the underside of manhole covers. In such instances, and especially at night, the cargo should be ventilated irrespective of the Dew point or Three Degree Rules, weather permitting. 5. STOWAGE:Given the sensitive nature of many hygroscopic products and the possibility of sweat, efforts should be made to ensure that such cargoes do not come into contact with hold steelwork. This is particularly important in the case of bagged agricultural produce intended for human consumption such as rice, beans ard flour. For bagged cargo, rows of dunnage or bamboo poles should be laid in the direction of the bilges to aid drainage, not more than 20 cms apart. A second layer should be placed on top at right angles to the first before covering the whole area with matting. oan0 ICOGGELS ¢ we a0 QIf the cargo space is not fully fitted with cargo battens, bamboo poles or dunnage should be positioned crosswise against the frames to keep the bags away from the sides of the ship. Ideally, they should also be lashed together at the intersections to prevent them from becoming disturbed during loading. As an extra but not essential precaution, mats may be placed against this arrangement. In the same context, the top surface of the stow may be covered with thick kraft paper. Expert opinion is that biologically stable bagged hygroscopic cargoes do not require ventilation channels, unless specifically demanded by the IMDG Code (e.g. some types of seed cake, fishmeal). Nevertheless, for certain commodities many charterers still require ventilation channels to be built into the stow. If so, the charterers should be asked for written instructions regarding the number and position of such channels, and these should be followed accordingly. 6. Bunker tanks Hygroscopic products may be damaged by localized sources of heat. Incidents have occurred where parts of parcels of grain have been scorched or have become discolored when lying against hot bunker tanks. As far as possible, the bunkers used during the voyage should be drawn from tanks situated well away from holds containing hygroscopic products. If impracticable, bunker tanks adjoining cargo spaces should be heated only when required, ensuring that the temperature does not rise above normal operational levels. Cargoes at risk Hygroscopic products Hygroscopic products have a natural moisture content and are mainly of plant origin. They may retain, absorb or release water vapor, and excessive amounts of inherent moisture may lead to significant self-heating and "moisture migration" within the cargo resulting in caking, mildew or rot. Examples of hygroscopic products include grain, rice, flour, sugar, cotton, tobacco, cocoa, coffee and tea. From cold to warm climate: Not critical, therefore ventilation not essential. On opening hatches at destination some condensation may take place on top of the cargo which will dry off. From warm to cold climate: Most difficult voyage to arrange for satisfactory ventilation. Initial stages ventilation should be very vigorous but soon the dew point of the outside air will become too low, and ventilation then need not be too vigorous. Non-hygroscopic products Non-hygroscopic products have no water content. However, certain commodities (e.g.ke steel) may be damaged if stowed in a moist environment, and others may be harmed if packaged using a hygroscopic material (e.9. wood, paper). i By way of illustration a vessel loaded a parcel of glass packed with layers of paper between ‘each sheet. At the discharge port it was found that the paper had absorbed moisture from the air during the voyage, making it impossible for the glass sheets to be separated. The cargo was rejected by the receiver. From cold to warm climate: No ventilation; cargo sweat would occur on the surface of the stow if relatively warmer moisture laden air was admitted. Sensitivity cargoes may be covered with a sheet of plastic or brown paper. From warm to cold climate: ‘Ship sweat inevitable but cargo unaffected unless condensation drips back on to the stow. Cover cargo with plastic sheets. Ventilation Procedure of Cargo Space: It should be noted that indiscriminate ventilation often does more harm than no ventilation whatsoever. It is also of concer that variation in the angles of ventilators away from the wind can cause very different rates of air flow within the compartment. The angle at which the ship's course makes with the wind also affects the general flow of air to cargo compartments. In general, the greatest air flow occurs when the lee ventilators are trimmed on the wind and the weather ventilators are trimmed away from the wind. 1. Through ventilation: In this case air is passed through the entire area of the hold right down to the bottom. This can be achieved by means of ducts, double layering of the bottom dunnage and use of side battens to allow free flow of air. The air entering through one set of ventilators reaches the bottom of the compartment via trunkings, rises upwards through the cargo and finally exhausts out of another set of ventilators. In case of natural ventilation this is achieved by turning the leeward ventilator into the wind and the windward ventilator away from the wind, thereby achieving a greatest air flow rate which is required for through ventilation. ooodc G 9AQ900000Wind < Wind Dy ie THROUGH SURFACE 2. Surface ventilation: Certain cargoes like coal give off flammable gas and generate heat due to exothermic reaction. If the heat generated over a period of time is sufficiently high, then the presence of the flammable gas and the atmospheric oxygen in the right proportion could lead to spontaneous combustion. Hence it is important that the flammable gas is expelled but at the same time too much oxygen should not be injected into cargo. This is achieved by only ventilating the cargo on the surface known as surface ventilation. This is achieved by trimming the windward side natural ventilator to the wind and the leeward side ventilator away from the wind giving a very easy flow to the wind. If the ventilator has trunkings which lead to the bottom of the hold - it should be kept shut. This type of ventilation also helps to control the rise in temperature of both the cargo and the hold spaces. « }- Mushroom Cap r Blower com | pl auming Hanole Fire Flap ~Ventilator Coaming ‘Support for cowl ‘Vertator Soaming Deck Trunking to below deck Forced ventilation:K If the dew point temperature in the cargo compartment can be retained below the temperature of the ships structure, i.e. decks, sides, bulkheads and the cargo, there would be no risk of sweat forming. Such a condition cannot always be achieved without some form of mechanical (forced) ventilation from fans or blowers. There are several excellent systems on the commercial market which have the ability to circulate and dry the air inside the cargo holds. Systems vary but often employ ‘baffle’ plates fitted in the hold and tween decks so that air can be prevented from entering from the outside when conditions are unfavourable. Systems re-circulating the compart ment's air can also operate in conjunction with dehumidifying equipment to achieve satisfactory conditions pertinent to relevant cargo. Some cargoes requiring special attention * Coal cargoes: Most types of coal evolve methane gas on the surface thereby increasing the temperature of the hold. In combination with oxygen, spontaneous heating can also take place. Hence for coal cargo no through ventilation should be carried out. Only surface ventilation to be carried out at regular intervals. * Grain cargoes: These are subject to germination, depending upon temperature and the presence of moisture. Through ventilation will therefore be essential. * Coffee, tea, cocoa: There are very expensive and delicate cargoes likely to be damaged due to staining, tainting and odour. They should not be stowed with cargoes like sugar, oils of any kinds, copra or any other cargo which is very hygroscopic. Coffee is susceptible to moisture damage. Surface ventilation to remove moisture and odour from the compartment is advisable. * Rice: This likely to suffer moisture damage. It heats up quickly and evolves carbon dioxide. Surface ventilation should be used. With mature grain less ventilation is required. * Molasses: Molassesor green sugar ferments giving a rise in temperature. There is formation of ethyl alcohol, carbon dioxide, glycerol, aldehydes and various other acids. The acids could affect the ship's steel structure causing corrosion. Through ventilation is vital. * Fruit cargo: These require extreme temperature control or else they will be damaged. Hence refrigeration is usually required with constant monitoring of temperature. In case of short voyages where fruits may be carried without refrigeration, surface ventilation for removal of any gases formed, should be adopted. «Paper cargoes- paper may be carried in many forms from waste paper to newsprint. ‘The compartment, in whatever form the paper is to be carried, must be in a dry condition and well ventilated. Newsprint is carried in rolls which are normally stowed on their ends to avoid distortion, preferably on double dunnage. A ship's steelwork would normally be protected with waterproof paper to prevent ships sweat from damaging the rolls. * Copra- dried coconut flesh. Liable to heat and spontaneous combustion. It could taint other cargoes and cause oxygen deficiency in the compartment.Requires good surface ventilation. The ventilation requirements for various cargoes are readily available in Thomas: stowage or other similar publications. For bulk cargoes, the shipper will provide information regarding the cargo and its moisture content in the form of a "Shippers Declaration". Oo a 9eeo0o0000 0 BOEUY °SOG OIADINGANONOOWCOADeck cargoes INDEX Explain: VV VV VV VV VV Dangerous Cargoes not permitted below deck Various types of Deck Cargo Efficient means of securing of deck cargoes Need of battening of cargo hatches before loading deck cargo Safe access to equipment and spaces Unobstructed view from the navigating bridge Maximum permissible load Effect on stability due to absorption of water or ice accretion IMO code of safe practice for ships carrying timber deck cargo Hazards in carriage of Timber cargo Lashing arrangement of Timber cargoDescription DECK CARGOES * The phrase “deck cargo" refers to items or commodities stowed on the weather deck or hatch covers of a’ship and therefore they are exposed to sun, wind, snow, ice and sea Below decks’ and unaffected by the elements of weather provides a level of assumed security completely opposite to the weather risks associated with deck cargoes, * As these cargoes ate exposed to weather, their packaging should be fully resistant to weather and the contents should not be damaged by this exposure. * Deck cargo because of the very location and means by which they are secured, will be subjected to velocity and acceleration stresses greater in most instances, than cargo stowed below decks. * The combined effects of wind, sea and swell can be disastrous. Hence the stowing, lashing and securing of cargoes require special attention to method and to detail if unnecessary risks are to be avoided. Deck cargo losses have been attributed to: 1. Severe adverse weather conditions. 2. Lack of appreciation of various forces involved. 3. Insufficient time or personnel allowed to complete the necessary lashing work before departure from port. Dunnage not utilized in the correct manner. Inadequate strength, balance or number of lashing. Wire attachment eyes and loops made up wrongly, including incorrect methods of using bulldog grips. Lack. of strength continuity between the various securing components. Lashing materials taken around unprotected sharp edges. Incorrect or unbalanced stowage and inadequate weight distributions. }0. Securing arrangements, both supplied and approved, not fully utilized on the voyage under consideration. This is particularly true of freight containers and timber cargoes carried on the weather deck, and of large commercial vehicles carried in Ro-Ro ships. pas geen Such losses, if noted frequently, would probably deter the carriage of any deck cargoes at all. However, certain cargoes must be categorized and classed as deck cargo because of inherent dangers if they were carried below decks, e.g. certain hazardous gods, such as acids and corrosives. Alongside these, full reference to the ship's Cargo Securing Manual should go some way to assisting the Cargo Officer with decisions concerning the number and positioning of securing and restraints on deck cargo loads. Generally for on deck stowage there is no shell plating, framing or bulkhead to stow against and secure to and isolated structures may offer little protection agzinst the force of waves ‘shipped over decks and hatches. ouco o e000000 006