Transportstyrelsens föreskrifter och allmänna råd om transport av last på fartyg och om terminaler som anlöps av bulkfartyg, TSFS 2024:10

1 kap. Allmänna bestämmelser

Tillämpningsområde

2

Definitioner

Ömsesidighet

Nödvändig lastinformation

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Allmänna råd

Formuläret om lastinformation kan ha det utseende som framgår av bilaga 1. Om något annat format används bör informationen som ska anges minst omfatta samma uppgifter som framgår av formuläret i bilaga 1. Riktlinjer för vilka uppgifter som bör finnas med i lastinformationen finns för respektive last i bilaga 3 (CSS-koden), bilaga 4 (timmerlastkoden), bilaga 21 (spannmålskoden) samt i IMO-cirkulär MSC/- Circ.525, MSC/Circ.548 och MSC/Circ.663.

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Allmänna råd

Beroende på lastens mängd och art bör information om lasten anges i enlighet med 6 och 7 §§ även på fartyg med en bruttodräktighet under 500.

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3 Motsvarar SOLAS regel VI/1.2 och 2.1-2. 4 Motsvarar SOLAS regel VI/2.2. 5 Motsvarar SOLAS regel VI/2.3 och 2.6.

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inte finns angiven i lastinformationen för en container, får containern inte lastas på fartyget. För övriga lastenheter ska befälhavaren, om så är praktiskt möjligt, före lastning försäkra sig om att deras faktiska bruttovikt överensstämmer med den vikt som finns angiven i transportdokumentationen.

Allmänna råd

Skyldigheten i 8 § första stycket kan uppfyllas antingen genom kontrollvägning eller genom kontroll av dokumentation eller andra uppgifter från transportköparen, vilka styrker att den verifierade bruttovikt (VGM) som anges i lastinformationen är tillförlitlig. Transportköparen kan exempelvis visa att företaget omfattas av ett kvalitetsledningssystem där en process för vägning ingår.

Stuvning och säkring av last på fartyg

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Allmänna råd

Surrningsutrustning och luftkuddar för säkring av last bör vara märkt med antingen MSL eller MBL. Saknar utrustningen uppgift om MSL kan MSL för olika typer av utrustning beräknas enligt bilaga 9, avsnitt ”Säkerhetsfaktorer”.

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6 Motsvarar SOLAS regel VI/5.1–2. 7 Motsvarar SOLAS regel VI/5.5.

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Lastsäkringsmanual

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Bekämpningsmedel

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Allmänna råd

Om bekämpningsmedel används för att rengöra lastutrymmen bör riktlinjerna i ”IMO Recommendations on the safe use of pesticides in ships” följas.

Syreanalys och detektering av farliga gaser

12 Motsvarar SOLAS regel VI/4. 13 Motsvarar SOLAS regel VI/3.

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Allmänna råd

All personal som hanterar fast bulklast som kan avge farliga gaser eller orsaka syrebrist bör ha ett instrument för att mäta syrehalten. Syrehalten bör vara 20,9% för att undvika halter av andra farliga gaser som kan orsaka en ohälsosam atmosfär, vilket framgår av bilaga 7. Kolmonoxid, koldioxid och svavelväte är vanligen förekommande gaser som kan vara farliga och som därför bör kunna mätas.

2 kap. Säkring av last i eller på lastbärare

Allmänna råd

För att uppfylla kravet på lastsäkring bör lastsäkring i eller på lastbärare anordnas på ett sätt som minst motsvarar kraven i CTU-koden (IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code), publicerad i IMO:s cirkulär MSC.1/ Circ.1497). Ytterligare information om CTU-kodens tillämpning finns i MSC.1/ Circ.1498 (Informative Material Related to the CTU Code). Personal som är involverad i lastning och säkring av gods i lastbärare bör ha erforderliga kunskaper så att kraven i CTU-koden är uppfyllda genom att ha relevant utbildning i enlighet med kapitel 13 i CTU-koden. Som stöd för transportköpare vid val av olika aktörer i transportkedjan finns IMO cirkulär MSC.1/Circ.1531 ”Due diligence checklist in identifying providers of CTU-related services”.

14 Motsvarar SOLAS regel VI/5.2.

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Allmänna råd

För dimensionering av lastsäkring i eller på lastbärare för kombinerad transport bör man följa de rekommendationer om accelerationsfaktorer för de respektive transportslagen som ger högsta kraven.

3 kap. Lastning, lossning och stuvning av bulkfartyg

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Allmänna råd

Vid lastning och lossning av fasta bulklaster bör bestämmelserna i BLU-koden och IMO-cirkulär MSC/Circ.1160, senast ändrat genom IMO-cirkulär MSC/Circ.1230 och MSC/Circ.1356, följas. I tillägg till BLU-koden bör även MSC/Circ.1357 beaktas.

Undantag

Lämplighetskrav för fartyg

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Lämplighetskrav för terminaler

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Terminaloperatörens ansvar

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Befälhavarens ansvar

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Terminalrepresentantens ansvar

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Förfarandet i samband med lastning och lossning

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4 kap. Transport av fast bulklast

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5 kap. Transport av spannmål

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6 kap. Förbud mot fysisk blandning och mot produktions-

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processer på fartyg under gång

Ikraftträdande- och övergångsbestämmelser

1. Denna författning träder i kraft den 1 maj 2024. 2. Genom denna författning upphävs Transportstyrelsens föreskrifter och allmänna råd (TSFS 2010:174) om transport av last på fartyg och om terminaler som anlöps av bulkfartyg. ___________

35 Motsvarar SOLAS VI/5-2.

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På Transportstyrelsens vägnar JONAS BJELFVENSTAM Oskar Eklöf (Sjö- och luftfart)

Utgivare: Kristina Nilsson, Transportstyrelsen, Norrköping ISSN 2000-1975 16

Bilaga 1

Bilaga 1. Bestämning av verifierad bruttovikt (VGM) enligt metod 1 och metod 2

Beskrivning av vägningsmetoderna

Metod 1

Metod 1 innebär att en packad container vägs som en enhet för att fastställa dess verifierade bruttovikt (VGM). Bestämmelser om vågar finns i Swedacs föreskrifter (STAFS 2016:7) om automatiska vågar och Swedacs föreskrifter och allmänna råd (STAFS 2016:12) om icke-automatiska vågar. Noggrannhetsklassen hos vågen ska vara lämplig för ändamålet Bestämmelser om återkommande kontroll av vågar finns i Swedacs föreskrifter och allmänna råd (STAFS 2007:19) om icke-automatiska vågar och Swedacs föreskrifter (STAFS 2007:1) om automatiska vågar. Under tiden fram till den 1 juli 2017 får istället vägningsutrustning användas som säkerställer en noggrannhet på ± 1 ton.

Metod 2

Metod 2 innebär att den verifierade bruttovikten (VGM) av en packad container bestäms genom summering av de ingående delvikterna. Användande av denna metod förutsätter att processen är beskriven i ett kvalitetsledningssystem eller i en separat certifierad process för vägningen. Separat process för vägning ska vara certifierad av ett ackrediterat certifieringsorgan. Kvalitetsledningssystemet kan vara uppbyggt enligt SS-EN ISO 9001 eller motsvarande samt revideras enligt SS-EN ISO 19011 eller motsvarande. Företrädesvis är kvalitetsledningssystemet certifierat av ett ackrediterat certifieringsorgan. Vid egen vägning enligt steg 1–3 nedan av ingående delvikter förutsätts det att industrin sedan tidigare är utrustad med vägningsutrustning som har en noggrannhet som lämpar sig för den vägning som avses. Vikten ska fastställas för alla delvikter, inklusive vikten av lastpallar, förstängningsmaterial och andra lastsäkringsmaterial som ska ingå i lasten i containern. Containerns egenvikt adderas till summan av de individuella vikterna.

Tillämpning av metod 2

Följande steg vid tillämpning av metod 2 ska genomföras.

Steg 1 − lastens vikt

Den sammanlagda vikten av dellaster som ska transporteras ska bestämmas genom summering av vikten för varje enskild dellast. Viktsuppgifterna hämtas

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från egen vägning eller från tillförlitlig information från leverantören av dellasten. Vad gäller bulkvaror kan vikten ha blivit bestämd i produktionsprocessen antingen genom vägning med fyllningsutrustning eller genom vägning av produkten, med en noggrannhet som lämpar sig för den vägning som avses.

Steg 2 − förpackningens vikt

Vikten av förpackningar summeras. Viktsuppgifterna hämtas från egen vägning, från tillverkaren av förpackningen, eller från en databas som stöds av ett kvalitetsledningssystem eller motsvarande. Under alla omständigheter ska giltigheten av denna information vara säkerställd.

Steg 3 − vikten av lastpallar, surrningsutrustning och förstängningsmaterial

Vikten av lastpallar och lastsäkringsutrustning såsom spännband, fästpunkter och förstängningsmaterial summeras. Viktsuppgifterna hämtas från egen vägning, från tillverkaren eller från en databas som stöds av ett kvalitetsledningssystem eller motsvarande. Under alla omständigheter ska giltigheten av denna information vara säkerställd.

Steg 4 − vikten av tom container (taravikt)

Den uppgift på egenvikt som anges på containern ska användas.

Steg 5 − bruttovikt av packad container

Vikter erhållna genom steg 1 till 4 ska summeras.

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FORMULÄR FÖR LASTINFORMATON Referensnr. ………..

Transportköpare: Varumottagare: Transportföretag: Namn/typ av transport:

Instruktioner o.dyl.:

Avgångshamn/-plats: Destinationshamn/-plats:

Allmän beskrivning av lasten (Typ av material/partikelstorlek):

Bruttovikt utan krav på VGM [kg eller metriska ton]:

1)

Verifierad bruttovikt, VGM för container [kg eller metriska ton]:

 Container Containernummer:  Styckegods  Lastenheter  Bulklast Specifikation av bulklast* Stuvningsfaktor Rasvinkel Trimningsmetoder Kemiska egenskaper† vid ev. risk *Om tillämpligt † T.ex. IMO-klass, UN nr eller transportbenämning i enlighet med Transportstyrelsens föreskrifter (TSFS 2023:50) om transport till sjöss av fast gods i bulk (IMSBC-koden) Speciella lastegenskaper av betydelse:

Ytterligare certifikat*

 Certifikat över fuktinnehåll och fuktgräns för transport  Lutningscertifikat/Tätningscertifikat  Undantagscertifikat  Annat (specificera) * vid behov 1) Container för internationell sjötransport utan verifierad bruttovikt (VGM) får inte lastas ombord på fartyg.

FÖRSÄKRAN

Jag försäkrar härmed att lastpartiet är fullständigt och noggrant beskrivet och att noterade testresultat och andra specifikationer är korrekta, såvitt jag vet, och kan anses typiska för det gods som ska lastas.

Undertecknat

Namn/befattning: Transportköparens ombuds signatur

Företag/organisation:

Ort och datum Ort och datum

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Shipper: Consignee: Carrier: Name/Means of transport:

Instructions or other matters:

Port/Place of departure: Port/Place of destination:

General description of the cargo (type of material/particle size):

Gross mass without VGM-requirement [kg or tonnes]:

1)

Verified gross mass, VGM for container[kg or tonnes]:

 Container Container No:  General cargo  Load units  Bulk cargo Specification of bulk cargo* Stowage factor Angle of repose Trimming procedures Chemical properties if potential hazard† *If applicable † For example IMO class, UN No. or bulk cargo shipping name in accordance with the Swedish Transport Agency’s Regulations (TSFS 2023:50) on maritime transport of solid bulk cargoes (IMSBC). Special properties of importance of the cargo

Additional certificate(s)*

 Certificate of moisture content and transportable moisture limit  Weathering certificate  Exemption certificate  Other (specify) * If required 1) Container for international transport by sea without verified gross mass (VGM) shall not be loaded onboard the ship.

DECLARATION

I hereby declare that the consignment is fully and accurately described and that the given test results and other specifications are correct to the best of my knowledge and belief and can be considered as representative for the cargo to be loaded.

Signature

Name/status: Signature on behalf of the shipper

Company/organization:

Place and date: Place and date:

………………………………………… …………………………….……………

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E

4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210

MSC.1/Circ.1623 7 December 2020

AMENDMENTS TO THE CODE OF SAFE PRACTICE FOR CARGO STOWAGE AND SECURING (CSS CODE)

1 The Maritime Safety Committee, at its 102nd session (4 to 11 November 2020), approved amendments to the Code of Safe Practice for Cargo Stowage and Securing (CSS Code), as prepared by the Sub-Committee on Carriage of Cargoes and Containers, at its sixth session (9 to 13 September 2019), as set out in the annex.

2 Member States are invited to bring the amendments to the attention of shipowners, ship operators, ship masters and crews and all parties concerned.

***

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MSC.1/Circ.1623 Annex, page 1

ANNEX

AMENDMENTS TO THE CODE OF SAFE PRACTICE FOR CARGO STOWAGE AND SECURING (CSS CODE)

ANNEX 13

Methods to assess the efficiency of securing arrangements For semi-standardized and non-standardized cargo

The complete text of annex 13, together with its four appendices, is replaced by the following:

"1 Scope of application

1.1 The methods described in this annex should be applied to semi-standardized and non-standardized cargo including very heavy and/or very large cargo items. Standardized stowage and securing systems, in particular containers on containerships, are excluded.

1.2 Cargoes carried on towed barges should be secured according to the provisions of this annex except that the assumed external forces may be determined using an alternative method acceptable to the Administration instead of that described in section 7.1 of this annex.

1.3 Very heavy and/or very large cargo items as addressed in chapter 1.8 of this Code may require provisions and considerations beyond the general scope of this annex. Examples of such provisions and considerations are given in appendix 3 of this annex.

1.4 Semi-standardized cargoes, for which the securing arrangements are often designed based on worst case assumptions on cargo properties, lashing angles and stowage positions on board, may require provisions and considerations beyond the general scope of this annex. Examples of such provisions and considerations are given in appendix 4 of this annex.

1.5 Notwithstanding the general principles contained in this annex, the adequacy of cargo securing may be demonstrated by means of detailed engineering calculations based upon the general principles and encompassing the additional provisions and considerations shown in appendix 3 of this annex. Computer programs used for that purpose should be validated against a suitable range of model tests or full-scale results in irregular seas. When using new software for new and unconventional applications, the validation should be documented.

1.6 The application of the methods described in this annex is supplementary to the principles of good seamanship and should not replace experience in stowage and securing practice.

2 Purpose of the methods

The methods should:

.1 provide guidance for the preparation of Cargo Securing Manuals and the examples therein;

.2 assist ship's staff in assessing the securing of cargo items not covered by the Cargo Securing Manual;

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Annex, page 2

.3 assist qualified shore personnel in assessing the securing of cargo items not covered by the Cargo Securing Manual; and

.4 serve as a reference for maritime and port-related education and training.

3 Presentation of the methods

The methods are presented in a universally applicable and flexible way. It is recommended that designers of Cargo Securing Manuals convert this presentation into a format suiting the particular ship, its securing equipment and the cargo carried. This format may include applicable diagrams, tables or calculated examples.

4 Strength of securing equipment

4.1 Manufacturers of securing equipment should at least supply information on the 1 nominal breaking strength of the equipment in kilonewtons (kN).

4.2 "Maximum securing load" (MSL) is a term used to define the load capacity for a device used to secure cargo to a ship. "Safe working load" (SWL) may be substituted for MSL for securing purposes, provided this is equal to or exceeds the strength defined by MSL.

Where practicable, the MSL should preferably be marked on the securing equipment.

The MSLs for different securing devices are given in table 1 if not given under 4.3.

The MSL of timber should be taken as 0.3 kN/cm2 normal to the grain.

Table 1 Determination of MSL from breaking strength

Material MSL Shackles, rings, deckeyes, 50% of breaking strength turnbuckles of mild steel Fibre rope 33% of breaking strength Web lashing 50% of breaking strength Wire rope (single use) 80% of breaking strength Wire rope (re-useable) 30% of breaking strength Steel band (single use) 70% of breaking strength Chains 50% of breaking strength

4.3 Particular securing devices (e.g. fibre straps with tensioners or special equipment for securing containers) may be marked with a permissible working load, as prescribed by an appropriate authority. This may be taken as the MSL.

4.4 When the components of a lashing device are connected in series (e.g. a wire to a shackle to a deckeye), the minimum MSL in the series should apply to that device.

4.5 Where temporary welded fittings are used, they should be designed to be adequate for the expected loading, and installed by qualified welders in accordance with established welding procedures. The design and placement of these fittings should be such as to minimize bending.

1

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Annex, page 3

4.6 Simple stoppers may be used to provide securing against sliding. These are generally welded to a surface by fillet welds, characterized by thickness (a) and length (l). A face plate should be provided against the cargo piece so that welds are not loaded by a shear force at right angles to the weld direction or by significant bending forces. As a simple rule of thumb for welded steel stoppers, the MSL of single-lay weld leg can then be approximated as 4 kN/cm (l) normal to the face plate, assuming 5 mm weld thickness (a). For a triple-lay weld leg, MSL can be taken as 10 kN/cm normal to the face plate.

Figure 16.1 Welding of steel stoppers

4.7 All securing devices to be accounted for in the balance calculations described in this annex should be capable of transferring forces directly from the vessel to the cargo or vice versa, in order to reflect their MSLs. For that purpose, lashings should be attached to fixed securing points or strong supporting structures marked on the cargo item or advised as being suitable, or taken as a loop around the item with both ends secured to the same side as shown in figure 7 in annex 5 of the Code. Lashings going over the top of the cargo item, whose only function is to increase friction by their pre-tension, cannot be credited in the evaluation of securing arrangements under this annex.

5 Rule-of-thumb method

5.1 The total of the MSL values of the securing devices on each side of a cargo item 2 (port as well as starboard) should equal the weight of the item.

2 5.2 This method, which implies a transverse acceleration of 1g (9.81 m/s ), applies to nearly any size of ship, regardless of the location of stowage, stability and loading condition, season and area of operation. The method, however, takes into account neither the adverse effects of lashing angles and non-homogeneous distribution of forces among the securing devices nor the favourable effect of friction.

5.3 Transverse lashing angles to the deck should not be greater than 60° and it is important that adequate friction is provided by the use of suitable material. Additional lashings at angles of greater than 60° may be desirable to prevent tipping but are not to be counted in the number of lashings under the rule of thumb.

6 Safety factor

6.1 When using balance calculation methods for assessing the strength of the securing devices, a safety factor is used to take account of the possibility of uneven distribution of forces among the devices or reduced capability due to the improper assembly of the devices or other

2 The weight of the unit should be taken in kN.

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Annex, page 4

reasons. This safety factor is used in the formula to derive the calculated strength (CS) from the MSL and shown in the relevant method used.

6.2 Notwithstanding the introduction of such a safety factor, care should be taken to use securing elements of similar material and length in order to provide a uniform elastic behaviour within the arrangement.

6.3 If securing devices of different elasticity are used in the same direction, e.g. welded bottom stoppers and fibre belts or long wire lashings, the more flexible securing devices in such an arrangement should be excluded if they, due to their elongation, do not contribute to preventing initial movement of the cargo.

7 Advanced calculation method

7.1 Assumption of external forces

7.1.1 External forces to a cargo item in longitudinal, transverse and vertical directions should be obtained using the formula:

F(x,y,z) = m · a(x,y,z) + Fw(x,y) + Fs(x,y) where F(x,y,z) = longitudinal, transverse and vertical forces m = mass of the item a(x,y,z) = longitudinal, transverse and vertical accelerations (see table 2 below) Fw(x,y) = longitudinal and transverse forces by wind pressure Fs(x,y) = longitudinal and transverse forces by sea sloshing.

The basic acceleration data are presented in table 2.

Table 2 Basic acceleration data

Remarks:

The given transverse acceleration figures include components of gravity, pitch and heave parallel to the deck. The given vertical acceleration figures do not include the static weight component.

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7.1.2 The basic acceleration data are to be considered as valid under the following 3 operational conditions:

.1 operation in unrestricted area;

.2 operation during the whole year;

.3 length of ship is 100 m;

.4 service speed is 15 knots; and

.5 B/GM B = moulded breadth of ship, GM = metacentric height).

7.1.3 For operation in a restricted area, reduction factors for accelerations may be considered, taking into account the season of the year, the accuracy of the weather forecast affecting the wave heights during the intended voyage and the duration of the voyage. Restricted area means any sea area in which the weather can be forecast for the entire sea voyage or shelter can be found during the voyage.

4 7.1.4 Reduction factors, fR, may be applied to significant wave heights , Hs, not exceeding 12 m for the design of securing arrangements in any of the following cases:

.1 The required securing arrangement is calculated for the maximum expected 20-year significant wave height in a particular restricted area and the cargo is always secured according to the designed arrangement when operating in that area.

.2 The maximum significant wave height that a particular securing arrangement can withstand is calculated and the vessel is limited to operating only in significant wave heights up to the maximum calculated. Procedures for ensuring that any operational limitation is not exceeded should be developed and followed and documented in the ship's approved Cargo Securing Manual.

.3 Required securing arrangements are designed for different significant wave heights and the securing arrangement is selected according to the maximum expected wave height for each voyage for which an accurate weather forecast is available. Thus, the duration of the voyage should not exceed 72 hours or a duration as accepted by the Administration.

7.1.5 The basic acceleration data in table 2 may be multiplied by the following reduction factor:

fR = 1 (Hs 13)² / 240, where Hs is:

.1 the maximum expected 20-year significant wave height in the area according to ocean wave statistics; or

.2 the maximum predicted significant wave height on which the operational limitations are based; or

3 The acceleration values in table 2 are calculated according to the guidance formulae for acceleration components in the IGC Code (resolution MSC.5(48)) and reduced to a probability level of 25 days. 4 Arithmetic mean of the highest one third of waves measured from trough to crest.

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MSC.1/Circ.1623 Annex, page 6 .3 for voyages not exceeding 72 hours the maximum predicted significant wave height according to weather forecasts. 7.1.6 When weather-dependent lashing is applied, operational procedures for the following activities should be developed, followed and documented in the ship's approved Cargo Securing Manual, or otherwise included in the ship's safety management system: .1 decision on the level of cargo securing based on the length of the voyage and the weather forecast; .2 communication to all concerned parties of the decided level of cargo securing for the intended voyage; .3 execution and supervision of appropriate cargo securing efforts in accordance with the Cargo Securing Manual; and .4 monitoring of environmental conditions and ship motions to ensure that the applied level of cargo securing is not exceeded. 7.1.7 For ships of a length other than 100 m and a service speed other than 15 knots, the acceleration figures should be multiplied by a correction factor given in table 3. Table 3 Correction factors for length and service speed Length (m) 50 60 70 80 90 100 120 140 160 180 200 Speed (kn) 9 1.20 1.09 1.00 0.92 0.85 0.79 0.70 0.63 0.57 0.53 0.49 12 1.34 1.22 1.12 1.03 0.96 0.90 0.79 0.72 0.65 0.60 0.56 15 1.49 1.36 1.24 1.15 1.07 1.00 0.89 0.80 0.73 0.68 0.63 18 1.64 1.49 1.37 1.27 1.18 1.10 0.98 0.89 0.82 0.76 0.71 21 1.78 1.62 1.49 1.38 1.29 1.21 1.08 0.98 0.90 0.83 0.78 24 1.93 1.76 1.62 1.50 1.40 1.31 1.17 1.07 0.98 0.91 0.85

7.1.8 For length/speed combinations not directly tabulated, the following formula may be used to obtain the correction factor with v = speed in knots and L = length between perpendiculars in metres: correction factor This formula should not be used for ship lengths less than 50 m or more than 300 m. In addition, for ships with B/GM less than 13, the transverse acceleration figures should be multiplied by the correction factor given in table 4.

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MSC.1/Circ.1623 Annex, page 7

Table 4 Correction factors for B/GM

B/GM 3 4 5 6 7 8 9 10 11 12 13 or above on deck, high 2.64 2.28 1.98 1.74 1.56 1.40 1.27 1.19 1.11 1.05 1.00 on deck, low 2.18 1.93 1.72 1.55 1.42 1.30 1.21 1.14 1.09 1.04 1.00 'tween deck 1.62 1.51 1.41 1.33 1.26 1.19 1.14 1.09 1.06 1.03 1.00 lower hold 1.24 1.23 1.20 1.18 1.15 1.12 1.09 1.06 1.04 1.02 1.00

7.1.9 The following should be observed:

.1 In the case of marked roll resonance with amplitudes above ±30°, the given figures of transverse acceleration may be exceeded. Effective measures should be taken to avoid this condition.

.2 In the case of heading into the seas at high speed with marked slamming impacts, the given figures of longitudinal and vertical acceleration may be exceeded. An appropriate reduction of speed should be considered.

.3 In the case of running before large stern or quartering seas with a stability which does not amply exceed the accepted minimum requirements, large roll amplitudes must be expected with transverse accelerations greater than the figures given. An appropriate change of heading should be considered.

.4 Forces by wind and sea to cargo items above the weather deck should be accounted for by a simple approach:

.1 force by wind pressure = 1 kN per m²

2 .2 force by sea sloshing = 1 kN per m

.5 The wind force may be reduced by the same principles as the accelerations, i.e. multiplying it with a reduction factor, fR, based on the expected significant wave height.

.6 Sloshing by sea can induce forces much greater than the figure given above. This figure should be considered as remaining unavoidable after adequate measures to prevent overcoming seas.

.7 Sea sloshing forces need only be applied to a height of deck cargo up to 2 m above the weather deck or hatch top.

.8 For voyages in a restricted area and with forecast wave heights for which no sea sloshing is expected, sea sloshing forces may be neglected.

7.2 Balance of forces and moments

7.2.1 The balance calculation should preferably be carried out for:

.1 transverse sliding in port and starboard directions;

.2 transverse tipping in port and starboard directions; and

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.3 longitudinal sliding under conditions of reduced friction in forward and aft directions.

7.2.2 In the case of symmetrical securing arrangements, one appropriate calculation for each case above is sufficient.

7.2.3 Friction contributes towards prevention of sliding. The following friction coefficients ( ) should be applied.

Table 5 Friction coefficients

Materials in contact Friction coefficient ( ) Timber timber, wet or dry 0.4 Steel timber or steel-rubber 0.3 Steel steel, dry 0.1 Steel steel, wet 0.0

A friction increasing material or deck coating with higher friction coefficients may be used assuming a certified conservative friction coefficient and the endurable shear stress of the material under repeated loads, as they occur in heavy weather at sea. The applicability of these data should be reviewed with due consideration of the prevailing conditions in terms of moisture, dust, greasy dirt, frost, ice or snow as well as the local pressure applied (weight per area) to the material. Specific advice on this matter as well as instructions for maintenance of coatings should be included in the ship's Cargo Securing Manual, if appropriate.

7.2.4 Transverse sliding

7.2.4.1 The balance calculation should meet the following condition (see also figure 17):

Fy · m · g + CS1 · f1 + CS2 · f2 CSn · fn Where: n is the number of lashings being calculated Fy is transverse force from load assumption (kN) is friction coefficient m is mass of the cargo item (t) g is gravity acceleration of earth = 9.81 m/s2 CS is calculated strength of transverse securing devices (kN)

f is a function of and the vertical securing angle (see table 6).

7.2.4.2 A vertical securing angle greater than 60° will reduce the effectiveness of this particular securing device in respect to sliding of the item. Disregarding of such devices from the balance of forces should be considered, unless the necessary load is gained by the imminent tendency to tipping or by a reliable pre-tensioning of the securing device and maintaining the pre-tension throughout the voyage.

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MSC.1/Circ.1623 Annex, page 9 7.2.4.3 Any horizontal securing angle, i.e. deviation from the transverse direction, should not exceed 30°, otherwise an exclusion of this securing device from the transverse sliding balance should be considered.

Figure 17 Balance of transverse forces Table 6 30° 20° 10° 0° 10° 20° 30° 40° 50° 60° 70° 80° 90°

0.3 0.72 0.84 0.93 1.00 1.04 1.04 1.02 0.96 0.87 0.76 0.62 0.47 0.30 0.1 0.82 0.91 0.97 1.00 1.00 0.97 0.92 0.83 0.72 0.59 0.44 0.27 0.10 0.0 0.87 0.94 0.98 1.00 0.98 0.94 0.87 0.77 0.64 0.50 0.34 0.17 0.00 Remark: f = · sin + cos 7.2.4.4 As an alternative to using table 6 to determine the forces in a securing arrangement, the method outlined in paragraph 7.3 can be used to take account of transverse and longitudinal components of lashing forces. 7.2.5 Transverse tipping This balance calculation should meet the following condition (see also figure 18): Fy · a b · m · g + CS1 · c1 + CS2 · c2 CSn · cn where Fy, m, g, CS, n are as explained under 7.2.1 a is lever-arm of tipping (m) (see figure 18) b is lever-arm of stableness (m) (see figure 18) c is lever-arm of securing force (m) (see figure 18)

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Figure 18 Balance of transverse moments

7.2.6 Longitudinal sliding

7.2.6.1 Under normal conditions the transverse securing devices provide sufficient longitudinal components to prevent longitudinal sliding. If in doubt, a balance calculation should meet the following condition:

Fx · (m · g - fz · Fz) + CS1 · f1 + CS2 · f2 CSn · fn where Fx is longitudinal force from load assumption (kN) are as explained under 7.2.1 Fz is vertical force from load assumption (kN) fz is a correction factor for the vertical force, depending on friction as indicated below:

µ 0.0 0.1 0.2 0.3 0.4 0.6 fz 0.20 0.50 0.70 0.80 0.85 0.90

7.2.6.2 CS is calculated strength of longitudinal securing devices (kN)

Remark: Longitudinal components of transverse securing devices should not be assumed greater than 0.5 · CS.

7.2.6.3 Instead of service speed, a reduced operational speed is allowed to be used when the correction factor for length and speed is calculated according to table 3 for the correction of the longitudinal and vertical accelerations. The longitudinal acceleration calculated using table 3 in this annex should be verified by monitoring during the voyage. When necessary the speed should be further reduced in order to ensure that the calculated acceleration is not exceeded. In the Cargo Securing Manual, it should be noted that the speed has to be reduced in heavy head seas to avoid longitudinal shifting of cargo. It should also be noted for which speed the accelerations in longitudinal direction have been calculated.

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Note: Correction factors for speeds less than the service speed are not allowed for the correction of transverse accelerations.

7.2.7 Calculated example

A calculated example for this method is shown in appendix 1 of annex 13.

7.3 Balance of forces alternative method

7.3.1 The balance of forces described in paragraph 7.2.4 and 7.2.6 will normally furnish a sufficiently accurate determination of the adequacy of the securing arrangement. However, this alternative method allows a more precise consideration of horizontal securing angles.

7.3.2 Securing devices usually do not have a pure longitudinal or transverse direction in practice but have an angle in the horizontal plane. This horizontal securing angle is defined in this annex as the angle of deviation from the transverse direction. The angle is to be scaled in the quadrantal mode, i.e. between 0° and 90°.

Figure 19

7.3.3 A securing device with an angle develops securing effects both in longitudinal and transverse direction, which can be expressed by multiplying the calculated strength CS with the appropriate values of fx or fy. The values of fx and fy can be obtained from table 7.

7.3.4 Table 7 consists of five sets of figures, one each for the friction coefficients = 0.4, horizontal angle . The value of fx is obtained when entering the table with from the right while fy is obtained when entering with from the left, using the nearest tabular value for and . Interpolation is not required but may be used.

The balance calculations are made in accordance with the following formulae:

Transverse sliding: Fy · m · g + fy1 · CS1 fyn · CSn Longitudinal sliding: Fx · (m · g fz· Fz) + fx1 · CS1 fxn · CSn Transverse tipping: Fy · a b · m · g + 0.9 · (CS1 · c1 + CS2 · c2 CSn · cn)

Caution:

Securing devices which have a vertical angle of less than 45° in combination with horizontal angle greater than 45° should not be used in the balance of transverse tipping in the above

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formula. All symbols used in these formulae have the same meaning as defined in paragraph 7.2 except fy and fx, obtained from table 7, and CS is as follows:

A calculated example for this method is shown in appendix 1 of annex 13.

Table 7 fx values and fy

Table 7.1

for for fy 30 20 10 0 10 20 30 40 45 50 60 70 80 90 fx 0 0.67 0.80 0.92 1.00 1.05 1.08 1.07 1.02 0.99 0.95 0.85 0.72 0.57 0.40 90 10 0.65 0.79 0.90 0.98 1.04 1.06 1.05 1.01 0.98 0.94 0.84 0.71 0.56 0.40 80 20 0.61 0.75 0.86 0.94 0.99 1.02 1.01 0.98 0.95 0.91 0.82 0.70 0.56 0.40 70 30 0.55 0.68 0.78 0.87 0.92 0.95 0.95 0.92 0.90 0.86 0.78 0.67 0.54 0.40 60 40 0.46 0.58 0.68 0.77 0.82 0.86 0.86 0.84 0.82 0.80 0.73 0.64 0.53 0.40 50 50 0.36 0.47 0.56 0.64 0.70 0.74 0.76 0.75 0.74 0.72 0.67 0.60 0.51 0.40 40 60 0.23 0.33 0.42 0.50 0.56 0.61 0.63 0.64 0.64 0.63 0.60 0.55 0.48 0.40 30 70 0.10 0.18 0.27 0.34 0.41 0.46 0.50 0.52 0.52 0.53 0.52 0.49 0.45 0.40 20 80 0.05 0.03 0.10 0.17 0.24 0.30 0.35 0.39 0.41 0.42 0.43 0.44 0.42 0.40 10 90 0.20 0.14 0.07 0.00 0.07 0.14 0.20 0.26 0.28 0.31 0.35 0.38 0.39 0.40 0

for for fy 30 20 10 0 10 20 30 40 45 50 60 70 80 90 fx 0 0.72 0.84 0.93 1.00 1.04 1.04 1.02 0.96 0.92 0.87 0.76 0.62 0.47 0.30 90 10 0.70 0.82 0.92 0.98 1.02 1.03 1.00 0.95 0.91 0.86 0.75 0.62 0.47 0.30 80 20 0.66 0.78 0.87 0.94 0.98 0.99 0.96 0.91 0.88 0.83 0.73 0.60 0.46 0.30 70 30 0.60 0.71 0.80 0.87 0.90 0.92 0.90 0.86 0.82 0.79 0.69 0.58 0.45 0.30 60 40 0.51 0.62 0.70 0.77 0.81 0.82 0.81 0.78 0.75 0.72 0.64 0.54 0.43 0.30 50 50 0.41 0.50 0.58 0.64 0.69 0.71 0.71 0.69 0.67 0.64 0.58 0.50 0.41 0.30 40 60 0.28 0.37 0.44 0.50 0.54 0.57 0.58 0.58 0.57 0.55 0.51 0.45 0.38 0.30 30 70 0.15 0.22 0.28 0.34 0.39 0.42 0.45 0.45 0.45 0.45 0.43 0.40 0.35 0.30 20 80 0.00 0.06 0.12 0.17 0.22 0.27 0.30 0.33 0.33 0.34 0.35 0.34 0.33 0.30 10 90 0.15 0.10 0.05 0.00 0.05 0.10 0.15 0.19 0.21 0.23 0.26 0.28 0.30 0.30 0

for for fy 30 20 10 0 10 20 30 40 45 50 60 70 80 90 fx 0 0.77 0.87 0.95 1.00 1.02 1.01 0.97 0.89 0.85 0.80 0.67 0.53 0.37 0.20 90 10 0.75 0.86 0.94 0.98 1.00 0.99 0.95 0.88 0.84 0.79 0.67 0.52 0.37 0.20 80 20 0.71 0.81 0.89 0.94 0.96 0.95 0.91 0.85 0.81 0.76 0.64 0.51 0.36 0.20 70 30 0.65 0.75 0.82 0.87 0.89 0.88 0.85 0.79 0.75 0.71 0.61 0.48 0.35 0.20 60 40 0.56 0.65 0.72 0.77 0.79 0.79 0.76 0.72 0.68 0.65 0.56 0.45 0.33 0.20 50 50 0.46 0.54 0.60 0.64 0.67 0.67 0.66 0.62 0.60 0.57 0.49 0.41 0.31 0.20 40 60 0.33 0.40 0.46 0.50 0.53 0.54 0.53 0.51 0.49 0.47 0.42 0.36 0.28 0.20 30

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for for fy 30 20 10 0 10 20 30 40 45 50 60 70 80 90 fx 70 0.20 0.25 0.30 0.34 0.37 0.39 0.40 0.39 0.38 0.37 0.34 0.30 0.26 0.20 20 80 0.05 0.09 0.14 0.17 0.21 0.23 0.25 0.26 0.26 0.26 0.26 0.25 0.23 0.20 10 90 0.00 0.03 0.07 0.10 0.13 0.14 0.15 0.17 0.19 0.20 0.20 0

for for fy 30 20 10 0 10 20 30 40 45 50 60 70 80 90 fx 0 0.82 0.91 0.97 1.00 1.00 0.97 0.92 0.83 0.78 0.72 0.59 0.44 0.27 0.10 90 10 0.80 0.89 0.95 0.98 0.99 0.96 0.90 0.82 0.77 0.71 0.58 0.43 0.27 0.10 80 20 0.76 0.85 0.91 0.94 0.94 0.92 0.86 0.78 0.74 0.68 0.56 0.42 0.26 0.10 70 30 0.70 0.78 0.84 0.87 0.87 0.85 0.80 0.73 0.68 0.63 0.52 0.39 0.25 0.10 60 40 0.61 0.69 0.74 0.77 0.77 0.75 0.71 0.65 0.61 0.57 0.47 0.36 0.23 0.10 50 50 0.51 0.57 0.62 0.64 0.65 0.64 0.61 0.56 0.53 0.49 0.41 0.31 0.21 0.10 40 60 0.38 0.44 0.48 0.50 0.51 0.50 0.48 0.45 0.42 0.40 0.34 0.26 0.19 0.10 30 70 0.25 0.29 0.32 0.34 0.35 0.36 0.35 0.33 0.31 0.30 0.26 0.21 0.16 0.10 20 80 0.10 0.13 0.15 0.17 0.19 0.20 0.20 0.20 0.19 0.19 0.17 0.15 0.13 0.10 10 90 0.05 0.03 0.02 0.00 0.02 0.03 0.05 0.06 0.07 0.08 0.09 0.09 0.10 0.10 0

for for fy 30 20 10 0 10 20 30 40 45 50 60 70 80 90 fx 0 0.87 0.94 0.98 1.00 0.98 0.94 0.87 0.77 0.71 0.64 0.50 0.34 0.17 0.00 90 10 0.85 0.93 0.97 0.98 0.97 0.93 0.85 0.75 0.70 0.63 0.49 0.34 0.17 0.00 80 20 0.81 0.88 0.93 0.94 0.93 0.88 0.81 0.72 0.66 0.60 0.47 0.32 0.16 0.00 70 30 0.75 0.81 0.85 0.87 0.85 0.81 0.75 0.66 0.61 0.56 0.43 0.30 0.15 0.00 60 40 0.66 0.72 0.75 0.77 0.75 0.72 0.66 0.59 0.54 0.49 0.38 0.26 0.13 0.00 50 50 0.56 0.60 0.63 0.64 0.63 0.60 0.56 0.49 0.45 0.41 0.32 0.22 0.11 0.00 40 60 0.43 0.47 0.49 0.50 0.49 0.47 0.43 0.38 0.35 0.32 0.25 0.17 0.09 0.00 30 70 0.30 0.32 0.34 0.34 0.34 0.32 0.30 0.26 0.24 0.22 0.17 0.12 0.06 0.00 20 80 0.15 0.16 0.17 0.17 0.17 0.16 0.15 0.13 0.12 0.11 0.09 0.06 0.03 0.00 10 90 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0 Remark: fy = cos cos + fx sin sin

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MSC.1/Circ.1623 Annex, page 14 APPENDIX 1 CALCULATED EXAMPLE 1 (refer to paragraph 7.2, Balance of forces and moments) Ship: L = 120 m; B = 20 m; GM = 1.4 m; speed = 15 knots Cargo: m = 62 t; dimensions = 6 × 4 × 4 m; stowage at 0.7L on deck, low

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MSC.1/Circ.1623 Annex, page 15 Securing material: wire rope (single use): breaking strength = 125 kN; MSL = 100 kN shackles, turnbuckles, deck rings: breaking strength = 180 kN; MSL = 90 kN stowage on dunnage boards: CS = 90/1.5 = 60 kN Securing arrangement: side n CS f c STBD 4 60 kN 40° 0.96 PORT 2 60 kN 40° 0.96 PORT 2 60 kN 10° 1.04 External forces: Fx = 2.9 × 0.89 × 62 + 16 + 8 = 184 kN Fy = 6.3 × 0.89 × 62 + 24 + 12 = 384 kN Fz = 6.2 × 0.89 × 62 = 342 kN Balance of forces (STBD arrangement): 384 < 0.3 × 62 × 9.81 + 4 × 60 × 0.96 384 < 412 this is OK! Balance of forces (PORT arrangement): 384 < 0.3 × 62 × 9.81 + 2 × 60 × 0.96 + 2 × 60 × 1.04 384 < 422 this is OK! Balance of moments: 384 × 1.8 < 2 × 62 × 9.81 691 < 1216 no tipping, even without lashings! Calculated example 2 (refer to section 7.3, Balance of forces alternative method) A cargo item of 68 t mass is stowed on timber ( = 0.3) in the 'tween deck at 0.7L of a vessel. L = 160 m, B = 24 m, v = 18 knots and GM = 1.5 m. Dimensions of the cargo item are height = 2.4 m and width = 1.8 m. The external forces are: Fx = 112 kN, Fy = 312 kN, Fz = 346 kN, fz= 0.8 and fz· Fz = 276.8 kN The top view shows the overall securing arrangement with eight lashings.

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Calculation of balance of forces:

No. MSL CS fy CS × fy fx CS × fx (kN) (kN) 1 108 80 40° stbd 30° fwd 0.86 68.8 stbd 0.58 46.4 fwd 2 90 67 50° stbd 20° aft 0.83 55.6 stbd 0.45 30.2 aft 3 90 67 50° stbd 20° fwd 0.83 55.6 stbd 0.45 30.2 fwd 4 108 80 40° stbd 40° aft 0.78 62.4 stbd 0.69 55.2 aft 5 108 80 40° port 30° aft 0.86 68.8 port 0.58 46.4 aft 6 90 67 20° port 30° aft 0.92 61.6 port 0.57 38.2 aft 7 90 67 20° port 10° fwd 1.03 69.0 port 0.27 18.1 fwd 8 108 80 40° port 30° fwd 0.86 68.8 port 0.58 46.4 fwd

Transverse balance of forces (STBD arrangement) Nos. 1, 2, 3 and 4: 312 < 0.3 × 68 × 9.81 + 68.8 + 55.6 + 55.6 + 62.4 312 < 443 this is OK!

Transverse balance of forces (PORT arrangement) Nos. 5, 6, 7 and 8: 312 < 0.3 × 68 × 9.81 + 68.8 + 61.6 + 69.0 + 68.8 312 < 468 this is OK!

Longitudinal balance of forces (FWD arrangement) Nos. 1, 3, 7 and 8: 112 < 0.3 (68 × 9.81 276.8) + 46.4 + 30.2 + 18.1 + 46.4 112 < 258 this is OK!

Longitudinal balance of forces (AFT arrangement) Nos. 2, 4, 5 and 6: 112 < 0.3 (68 × 9.81 276.8) + 30.2 + 55.2 + 46.4 + 38.2 112 < 287 this is OK!

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Transverse tipping

Unless specific information is provided, the vertical centre of gravity of the cargo item can be assumed to be at one half the height and the transverse centre of gravity at one half the width. Also, if the lashing is connected as shown in the sketch, instead of measuring c, the length of the lever from the tipping axis to the lashing CS, it is conservative to assume that it is equal to the width of the cargo item.

Fy · a b · m · g + 0.9 · (CS1 · c1 + CS2 · c2 + CS3 · c3 + CS4 · c4) 312 × 2.4/2 < 1.8/2 × 68 × 9.81 + 0.9 × 1.8 × (80 + 67 + 67 + 80) 374 < 600 + 476 374 < 1076 this is OK!

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APPENDIX 2

EXPLANATIONS AND INTERPRETATION OF METHODS TO ASSESS THE EFFICIENCY OF SECURING ARRANGEMENTS

1 The acceleration figures given in table 2, in combination with the correction factors, represent peak values on a 25-day voyage. This does not imply that peak values in x, y and z directions occur simultaneously with the same probability. It can be generally assumed that peak values in the transverse direction will appear in combination with less than 60% of the peak values in longitudinal and vertical directions.

2 Peak values in longitudinal and vertical directions may be associated more closely because they have the common source of pitching and heaving.

3 The advanced calculation method uses the "worst case approach". That is expressed clearly by the transverse acceleration figures, which increase to forward and aft in the ship and thereby show the influence of transverse components of simultaneous vertical accelerations. Consequently, there is no need to consider vertical accelerations separately in the balances of transverse forces and moments. These simultaneously acting vertical accelerations create an apparent increase of weight of the item and thus increase the effect of the friction in the balance of forces and the moment of stableness in the balance of moments. For this reason there is no reduction of the force m · g normal to the deck due to the presence of an angle of heel.

4 The situation is different for the longitudinal sliding balance. The worst case would be a peak value of the longitudinal force Fx accompanied by an extreme reduction of weight through the vertical force Fz.

5 The friction coefficients shown in the tables of this annex are generally lower than the ones given in other publications, such as the CTU Code. The reason for this can be seen in various influences which may appear in practical shipping, such as: vibration of the ship, moisture, grease, oil, dust and other residues.

6 There are certain stowage materials available which are said to increase friction considerably. Extended experience with these materials may bring additional coefficients into practical use.

7 The principal way of calculating forces within the securing elements of a complex securing arrangement should necessarily include the consideration of:

.1 load-elongation behaviour (elasticity);

.2 geometrical arrangement (angles, length); and

.3 pre-tension, of each individual securing element.

8 This approach would require a large volume of information and a complex, iterative calculation. The results would still be doubtful due to uncertain parameters.

9 Therefore, the simplified approach was chosen with the assumption that the elements take an even load of CS (calculated strength) which is reduced against the MSL (maximum securing load) by the safety factor.

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10 When employing the advanced calculation method, the way of collecting data should be followed as shown in the calculated example. It is acceptable to estimate securing angles, to take average angles for a set of lashings and similarly to arrive at reasonable figures of the levers a, b and c for the balance of moments.

11 It should be borne in mind that this annex contains a number of assumptions based on approximations. Even though safety factors are also incorporated, there is no clear-cut borderline between safety and non-safety. If in doubt, the arrangement should be improved.

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APPENDIX 3

ADVANCED PROVISIONS AND CONSIDERATIONS APPLICABLE TO VERY HEAVY AND/OR VERY LARGE CARGO ITEMS

This appendix contains additional advice that may be considered for the stowage and securing of cargo with unusual characteristics, as referenced in chapter 1.8 of this Code and may include items of exceptional mass and/or dimension. However, the listed considerations do not claim to be complete.

1 Longitudinal tipping

For the securing of large and tall cargo items in longitudinal direction, the balance calculation should also consider longitudinal tipping and meet the following condition:

[kNm]

Where:

Fx, m, g, Fz, CS, n are as explained under 7.2.1 of this annex.

a is lever-arm of tipping (m) (see figure 18) b is lever-arm of stableness (m) (see figure 18) c is lever-arm of securing force (m) (see figure 18)

The factor fZ is obtained by the applicable relation of b/a as shown below:

b/a 0.1 0.2 0.3 0.4 0.6 1.0 2.0 3.0 fZ 0.50 0.70 0.80 0.85 0.90 0.94 0.98 1.00

2 Rotational inertia of large cargo items

2.1 The algorithm used in 7.2.2 of this annex and section 1 above for defining the tipping moment acting on a distinct cargo item replaces the physical extent of the item by its centre of gravity. The tipping moment is then declared as the determined horizontal force Fx or Fy, multiplied by the vertical distance "a" of this centre of gravity to the edge of the footprint, i.e. the tipping axis of the item. This is sufficiently accurate, as long as the spatial dimensions of the item remain below about 6 metres.

2.2 Larger items, however, will develop a substantial additional tipping moment by their rotational inertia against the rotational acceleration of the ship in rolling or pitching motions. The additional tipping moment is independent from the stowage position of the item in the ship and always positive, i.e. intensifying the tipping impulse. This phenomenon requires additional securing measures and, therefore, should be included in tipping balances for large cargo items by the use of a simple algorithm.

2.3 Transverse tipping balance

2 2 2.3.1 For cargo items of width w (measured athwartships) and height h, where (w + h ) 2 > 50 m , the additional tipping moment k J due to rotational inertia of the cargo item should be added to the ordinary tipping moment Fy a in the transverse tipping balance.

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2.3.2 The appropriate figure of the moment of rotational inertia J should be supplied by the shipper related to the centre of gravity of the item for the plane of transverse tipping. If such information is not available, an estimated figure may be used by:

2 [tm ] for homogeneous distribution of mass in the item

2 [tm ] for an item with peripheral concentration of mass.

-2 The reverse angular acceleration k may be taken as [s ].

2.4 Longitudinal tipping balance

2 2 2 2.4.1 For cargo items of length l (measured fore and aft) and height h, where (l + h ) > 50 m , the additional tipping moment k J due to rotational inertia of the cargo item should be added to the ordinary tipping moment Fx a in the longitudinal tipping balance.

2.4.2 The appropriate figure of the moment of rotational inertia J should be supplied by the shipper related to the centre of gravity of the item for the plane of longitudinal tipping. If such information is not available, an estimated figure may be used by:

2 [tm ] for homogeneous distribution of mass in the item

2 [tm ] for an item with peripheral concentration of mass

-2 The reverse angular acceleration k may be taken as [s ].

3 Separate consideration of wind and sea sloshing

3.1 The algorithm used in this annex for defining the horizontal force Fx or Fy, acting on a cargo item stowed on deck, combines horizontal weight components, inertia forces and wind/sloshing forces for reasons of simplification. This is correct for the balance of sliding; however, it is an approximation only for the balance of tipping. Particularly, high deck cargo items with their major wind exposed area well above the centre of gravity should be given a separate compilation of moments from wind forces, sea sloshing forces and gravity/inertia forces in order to get a more realistic tipping moment. The inertia forces strike on the centre of gravity of the cargo item, the sea sloshing strikes on the cargo area not more than 2 m above the weather deck and the wind forces strike on the lateral area of the cargo item exposed to wind.

Example: The figures of the tipping lever "a" relate to a large portal harbour crane shipped on deck of a heavy lift ship. The centres of attack by wind and spray deviate considerably from the centre of gravity. A separate compilation of the longitudinal tipping moment reads:

Fx a Fx a Gravity/inertia 1373 kN 13.0 m 17849 kNm Wind 170 kN 20.0 m 3400 kNm Spray 4 kN 1.0 m 4 kNm Total 1547 kN 21253 kNm

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3.2 The conventionally computed tipping moment would be only:

Total 1547 kN 13.0 m 20111 kNm

3.3 The surplus over the conventional tipping moment here is about 6%. The potential additional tipping moment by rotational inertia has not been reflected in this example.

4 Interpretation of "on deck high"

4.1 The stowage level "on deck high" in table 2 of annex 13 has been positioned at a distance above the water line of about two thirds of the ship's breadth. With extremely large cargo items this level can easily be exceeded. In order to avoid uncertainties in the determination of transverse and longitudinal accelerations in such cases, it is recommended to use the original mathematical model, which has been the basis for acceleration tables in annex 13. This model may easily be programmed, e.g. in a suitable spreadsheet.

4.2 The shown mathematical model is identical to that used in the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) (resolution MSC. 5(48)). However, while in the IGC Code the probability level of accelerations 4 refers to the lifetime of a ship of 10 days, annex 13, in order to remain within the scope of practical cargo securing experience, applies a reduction factor of 0.74, corresponding to the 25-day significant wave height in the North Atlantic. Furthermore, the model has been expanded to supply reasonable K-parameters for B/GM-relations less than 7, applicable to ships with exceptional large GM-values.

Mathematical model of the acceleration tables 2 to 4

4.3 The longitudinal, transverse and vertical accelerations acting on a cargo item may be obtained alternatively by the set of formulas as follows:

2 ax = c1 c2 c3 ax0 g [m/s ] 2 ay = c1 c2 c3 ay0 g [m/s ] 2 az = c1 c2 c3 az0 g [m/s ]

ax: longitudinal acceleration (gravity component of pitch included) ay: transverse acceleration (gravity component of roll included) az: vertical acceleration (component due to static weight not included) c1: correction factor for navigation area, taken as 1.0 worldwide in annex 13 c2: correction factor for season, taken as 1.0 for whole year in the annex 13 c3: correction factor for 25 navigation days, taken as 0.6 + 0.1 log1025 = 0.74 in annex 13

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therein:

, but never less than 1.0

, but never greater than 1.0

L = length between perpendiculars [m] B = moulded breadth of ship [m] GM = metacentric height of ship [m] Cb = block coefficient of ship x = longitudinal distance from amidships to calculating point, positive forward [m] z = vertical distance from actual waterline to calculating point, positive upward [m] v = service speed [knots] 2 g = gravity acceleration = 9.81 [m/s ]

5 Structural strength assessment

5.1 Dry cargo ships are typically designed on the assumption that cargo is homogeneously distributed. The maximum permissible surface load is usually specified in the ship's documentation and given in t/m² for all relevant stowage areas, i.e. double bottom (tank top), top of stepped side tanks, 'tween deck pontoons, weather deck and weather deck hatch covers.

5.2 Heavy cargo items tend to produce concentrated strip or point loads rather than homogeneous loads. Then care should be taken that the stress parameters, corresponding to the maximum permissible homogeneous load, are not exceeded by the load induced by the heavy item. The essential parameters for stresses in deck sections, hatch covers and 'tween deck pontoons or panels are shear forces and bending moments. Suitable steel or timber beams or equivalent panel structures should be used to transfer the strip or point load to the primary members of the load-bearing structure.

5.3 Where a loading situation appears to be too complex to be safely examined by manual calculation or where stress parameters obtained by a manual calculation method come close to the applicable limit of the supporting structure, utilization of finite element analysis should be considered.

6 Weather routeing

6.1 Utilizing weather routeing services may significantly contribute to performing a safe passage. Care should be taken that the engaged service complies with the recommendations laid down in MSC/Circ.1063 on Participation of ships in weather routeing services.

6.2 In case of transporting heavy and/or large cargo items, where safe securing is an essential requirement, the routeing decisions should be oriented to the avoidance of severe ship motions rather than to other criteria, such as swift passage or fuel economy. However, the engagement of a weather routeing service does not eliminate the need for the application of securing measures as required in this annex.

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7 Other considerations

When planning the transport of very heavy and/or very large cargo items on deck of a vessel, particular consideration should be given to:

.1 the observation of sight line requirements as stipulated in SOLAS regulation V/22, and, in case of non-compliance, the conditions for a temporary exemption by the Flag State Administration;

.2 the provision of unimpeded radar transmission with due observation of resolution MSC.192(79) on Revised performance standards for radar equipment and SN.1/Circ.271 on Guidelines for the installation of shipborne radar equipment; and

.3 the provision of visibility of navigations light as required by annex I of International Regulations for Preventing Collisions at Sea and specified in resolution MSC.253(83) on Performance standards for navigation lights, navigation light controllers and associated equipment.

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APPENDIX 4

ADVANCED PROVISIONS AND CONSIDERATIONS APPLICABLE TO SEMI-STANDARDIZED CARGOES

This appendix contains advice that may be considered for the stowage and securing of semi-standardized cargoes in addition to the other provisions of chapter 4, annex 4 and annex 13 of this Code.

The provisions in section 1 below may be used for the following conditions:

.1 worst case accelerations are used for the design of securing arrangements of semi-standardized cargoes, i.e. the most severe external forces within the particular deck or otherwise defined region of the vessel are applied;

.2 uniform securing arrangements are used for types of cargo items considering stepped weight classes, whereby arrangements always cover the highest weight within a class and the most unfavourable position of the centre of gravity;

.3 the range of lashing angles is well defined by the pattern of securing points in the vessel, as well as on vehicles. The assessment uses worst case angles, i.e. the worst combination of vertical and horizontal angles within the given ranges; and

.4 securing equipment is regularly inspected when used for recurrent application.

1 Performance factor for short voyages

For cargo securing arrangements considered in section 7.1 case .3 (short duration voyages up to 72 hours), the forces and moments on the right side of the balance equations in section 7.3 may be multiplied by the FP performance factor of 1.15, as illustrated below:

Transverse sliding: Fy · m · g + fy1 · CS1 fyn · CSn)· FP

Longitudinal sliding: Fx · (m · g fz· Fz) + fx1 · CS1 fxn · CSn )· FP

Transverse tipping: Fy · a b · m · g + 0.9 · (CS1 · c1 + CS2 · c2 CSn · cn)) · FP

2 Asymmetrical securing arrangements

For asymmetrical lashing arrangements and for cargoes resting on supports with different coefficients of friction, separate sliding of the item's fore and aft ends should be considered in the transverse direction. The calculations for each end should be based on the part of the item's weight resting on each support and the characteristics of the cargo securing devices attached to each end.

3 Safety factor

In the case of elementary securing arrangements, where no more than two devices per impact direction are used and loads are evenly distributed by proper orientation to the centre of gravity of the cargo item, the calculated CS of securing devices may be obtained by:

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The specific conditions for the use of the reduced safety factor should be outlined in the ship's Cargo Securing Manual.

4 Friction coefficients

In addition to the friction coefficients in table 5 in section 7.2, the following friction coefficients ( ) may be applied.

Table 8 Additional friction coefficients

Materials in contact Friction coefficient ( ) Steel rubber tyre, dirty, wet or dry 0.3 5 Steel solid rubber tyre, dry and clean 0.3 5 Steel air rubber tyre, wet and clean 0.4 5 Steel air rubber tyre, dry and clean 0.45

5 Effect of parking brake and wheel chocks

For wheel-based cargoes, the effect of parking brakes as well as the effect of wheel chocks may be taken into account when dimensioning securing arrangements against movement in the rolling direction. Usually parking brakes have a braking capacity corresponding to a force equal to 0.2 g GVM (kN), where GVM is the gross vehicle mass of the item in tonnes and in most cases the parking brake is applied on one axle only. If a wheel is chocked it can be considered not to roll and the friction in the rolling direction should be taken as the lesser of the friction between the tyre and the ship's deck, and the chock and the ship's deck."

___________

5 Conditions of cleanliness as defined in the ship's Cargo Securing Manual.

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E

4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210

MSC.1/Circ.1352/Rev.1 15 December 2014

AMENDMENTS TO THE CODE OF SAFE PRACTICE FOR CARGO STOWAGE AND SECURING (CSS CODE)

1 The Maritime Safety Committee (the Committee), at its ninety-fourth session (17 to 21 November 2014), considered and approved amendments to the Code of Safe Practice for Cargo Stowage and Securing (CSS Code), set out in the annex. The present circular also incorporates the amendments approved by the Committee, at its eighty-seventh session (12 to 21 May 2010) (MSC 87/26, paragraph 10.4 refers).

2 Member Governments are invited to bring the annexed Amendments to the CSS Code to the attention of shipowners, ship operators, shipmasters and crews and all other parties concerned and, in particular, encourage shipowners and terminal operators to:

* .1 apply the annexed amendments in its entirety for containerships , the keels of which were laid or which are at a similar stage of construction on or after 1 January 2015;

.2 apply sections 4.4 (Training and familiarization), 7.1 (Introduction), 7.3 (Maintenance) and section 8 (Specialized container safety design) to existing * containerships , the keels of which were laid or which are at a similar stage of construction before 1 January 2015; and

.3 apply the principles of this guidance contained in sections 6 (Design) and 7.2 * (Operational procedures) to existing containerships as far as practical by the flag State Administration with the understanding that existing ships would not be required to be enlarged or undergo other major structural modifications as determined.

3 This circular revokes MSC.1/Circ.1352 issued on 30 June 2010 and any reference to MSC.1/Circ.1352 should be read as reference to the present circular.

***

* Reference to containerships means dedicated containerships and those parts of other ships for which arrangements are specifically designed and fitted for the purpose of carrying containers on deck.

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ANNEX

AMENDMENTS TO THE CODE OF SAFE PRACTICE FOR CARGO STOWAGE AND SECURING (CSS CODE)

1 The following new annex 14 is inserted after the existing annex 13: "ANNEX 14

GUIDANCE ON PROVIDING SAFE WORKING CONDITIONS FOR SECURING OF CONTAINERS ON DECK

1 AIM

To ensure that persons engaged in carrying out container securing operations on deck have safe working conditions and, in particular safe access, appropriate securing equipment and safe places of work. These guidelines should be taken into account at the design stage when securing systems are devised. These guidelines provide shipowners, ship builders, classification societies, Administrations and ship designers with guidance on producing or authorizing a Cargo Safe Access Plan (CSAP).

2 SCOPE

Ships which are specifically designed and fitted for the purpose of carrying containers on deck.

3 DEFINITIONS

3.1 Administration means the Government of the State whose flag the ship is entitled to fly. 3.2 Containership means dedicated containerships and those parts of other ships for which arrangements are specifically designed and fitted for the purpose of carrying containers on deck. 3.3 Fencing is a generic term for guardrails, safety rails, safety barriers and similar structures that provide protection against the falls of persons. 3.4 Lashing positions include positions: .1 in between container stows on hatch covers; .2 at the end of hatches; .3 on outboard lashing stanchions/pedestals; .4 outboard lashing positions on hatch covers; and .5 any other position where people work with container securing. 3.5 SATLs are semi-automatic twistlocks. 3.6 Securing includes lashing and unlashing. 3.7 Stringers are the uprights or sides of a ladder.

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*

3.8 Turnbuckles and lashing rods include similar cargo securing devices.

4 GENERAL

4.1 Introduction

4.1.1 Injuries to dockworkers on board visiting ships account for the majority of accidents that occur within container ports, with the most common activity that involves such injuries being the lashing/unlashing of deck containers. Ships' crew engaged in securing operations face similar dangers.

4.1.2 During the design and construction of containerships the provision of a safe place of work for lashing personnel is essential.

4.1.3 Container shipowners and designers are reminded of the dangers associated with container securing operations and urged to develop and use container securing systems which are safe by design. The aim should be to eliminate or at least minimize the need for:

.1 container top work; .2 work in other equally hazardous locations; and .3 the use of heavy and difficult to handle securing equipment.

4.1.4 It should be borne in mind that providing safe working conditions for securing containers deals with matters relating to design, operation, and maintenance, and that the problems on large containerships are not the same as on smaller ones.

4.2 Revised recommendations on safety of personnel during container securing operations (MSC.1/Circ.1263)

Shipowners, ship designers and Administrations should take into account the recommendations on safe design of securing arrangements contained in these guidelines, and in the Recommendations on safety of personnel during container securing operations (MSC.1/Circ.1263).

4.3 Cargo Safe Access Plan (CSAP)

4.3.1 The Guidelines for the preparation of the Cargo Securing Manual (MSC/Circ.745) requires ships which are specifically designed and fitted for the purpose of carrying containers to have an approved Cargo Safe Access Plan (CSAP) on board, for all areas where containers are secured.

4.3.2 Stakeholders, including, but not limited to shipowners, ship designers, ship builders, administrations, classification societies and lashing equipment manufacturers, should be involved at an early stage in the design of securing arrangements on containerships and in the development of the CSAP.

4.3.3 The CSAP should be developed at the design stage in accordance with chapter 5 of the annex to MSC.1/Circ.1353.

4.3.4 Designers should incorporate the recommendations of this annex into the CSAP so that safe working conditions can be maintained during all anticipated configurations of container stowage.

116 *

Refer to standard ISO 3874, Annex D Lashing rod systems and tensioning devices.

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4.4 Training and familiarization

4.4.1 Personnel engaged in cargo securing operations should be trained in the lashing and unlashing of containers as necessary to carry out their duties in a safe manner. This should include the different types of lashing equipment that are expected to be used.

4.4.2 Personnel engaged in cargo securing operations should be trained in the identification and handling of bad order or defective securing gear in accordance with each ship's procedures to ensure damaged gear is segregated for repair and maintenance or disposal.

4.4.3 Personnel engaged in cargo securing operations should be trained to develop the knowledge and mental and physical manual handling skills that they require to do their job safely and efficiently, and to develop general safety awareness to recognize and avoid potential dangers.

4.4.4 Personnel should be trained in safe systems of work. Where personnel are involved in working at heights, they should be trained in the use of relevant equipment. Where practical, the use of fall protection equipment should take precedence over fall arrest systems.

4.4.5 Personnel who are required to handle thermal cables and/or connect and disconnect temperature control units should be given training in recognizing defective cables, receptacles and plugs.

4.4.6 Personnel engaged in containership cargo operations should be familiarized with the ship's unique characteristics and potential hazards arising from such operations necessary to carry out their duties.

5 RESPONSIBILITIES OF INVOLVED PARTIES

5.1 Administrations should ensure that:

.1 lashing plans contained within the approved Cargo Securing Manual are compatible with the current design of the ship and the intended container securing method is both safe and physically possible;

.2 the Cargo Securing Manual, lashing plans and the CSAP are kept up to date; and

.3 lashing plans and the CSAP are compatible with the design of the vessel and the equipment available.

5.2 Shipowners and operators should ensure that:

.1 portable cargo securing devices are certified and assigned with a maximum securing load (MSL). The MSL should be documented in the cargo securing manual as required by the CSS Code;

.2 the operational recommendations of this annex are complied with;

.3 correction, changes or amendments of the Cargo Securing Manual, lashing plans and the Cargo Safe Access Plan (CSAP) should be promptly sent to the competent authority for approval; and

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.4 only compatible and certified equipment in safe condition is used. 5.3 Designers should follow design recommendations of these guidelines. 5.4 Shipbuilders should follow design recommendations of these guidelines. 5.5 Containership terminal operators should ensure that the recommendations of relevant parts of this annex are complied with.

6 DESIGN

6.1 General design considerations

6.1.1 Risk assessment

6.1.1.1 Risk assessments should be performed at the design stage taking into account the recommendations of this annex to ensure that securing operations can be safely carried out in all anticipated container configurations. This assessment should be conducted with a view toward developing the Cargo Safe Access Plan (CSAP). Hazards to be assessed should include but not be limited to: .1 slips, trips and falls; .2 falls from height; .3 injuries whilst manually handling lashing gear; .4 being struck by falling lashing gear or other objects; .5 potential damage due to container operations. High-risk areas should be identified in order to develop appropriate protection or other methods of preventing significant damage; .6 adjacent electrical risks (temperature controlled unit cable connections, etc.); .7 the adequacy of the access to all areas that is necessary to safely perform container securing operations; .8 ergonomics (e.g. size and weight of equipment) of handling lashing equipment; and .9 implications of lashing 9'6" high, or higher, containers and mixed stows of 40' and 45' containers. 6.1.1.2 Shipbuilders should collaborate with designers of securing equipment in conducting risk assessments and ensure that the following basic criteria are adhered to when building containerships.

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MSC.1/Circ.1352/Rev.1 Annex, page 5 6.1.2 Ship designers should ensure that container securing operations performed in outer positions can be accomplished safely. As a minimum, a platform should be provided on which to work safely. This platform should have fencing to prevent workers falling off it. 6.1.3 The space provided between the containers stows for workers to carry out lashing operations should provide: .1 a firm and level working surface; .2 a working area, excluding lashings in place, to provide a clear sight of twist lock handles and allow for the manipulation of lashing gear; .3 sufficient spaces to permit the lashing gear and other equipment to be stowed without causing a tripping hazard; .4 sufficient spaces between the fixing points of the lashing bars on deck, or on the hatch covers, to tighten the turnbuckles; .5 access in the form of ladders on hatch coamings; .6 safe access to lashing platforms; .7 protective fencing on lashing platforms; and .8 adequate lighting in line with these guidelines. 6.1.4 Ship designers should aim to eliminate the need to access and work on the tops of deck stows. 6.1.5 Platforms should be designed to provide a clear work area, unencumbered by deck piping and other obstructions and take into consideration: .1 containers must be capable of being stowed within safe reach of the workers using the platform; and .2 the work area size and the size of the securing components used.

6.2 Provisions for safe access

6.2.1 General provisions

6.2.1.1 The minimum clearance for transit areas should be at least 2 m high and 600 mm wide (see table in supplement, dimensions B, J, K1). 6.2.1.2 All relevant deck surfaces used for movement about the ship and all passageways and stairs should have non-slip surfaces. 6.2.1.3 Where necessary for safety, walkways on deck should be delineated by painted lines or otherwise marked by pictorial signs. 6.2.1.4 All protrusions in access ways, such as cleats, ribs and brackets that may give rise to a trip hazard should be highlighted in a contrasting colour.

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6.2.2 Lashing position design (platforms, bridges and other lashing positions)

6.2.2.1 Lashing positions should be designed to eliminate the use of three high lashing bars and be positioned in close proximity to lashing equipment stowage areas. Lashing positions should be designed to provide a clear work area which is unencumbered by deck piping and other obstructions and take into consideration:

.1 the need for containers to be stowed within safe reach of the personnel using the lashing position so that the horizontal operating distance from the securing point to the container does not exceed 1,100 mm and not less than 220 mm for lashing bridges and 130 mm for other positions (see table in supplement, dimensions C1, C2, C3);

.2 the size of the working area and the movement of lashing personnel; and

.3 the length and weight of lashing gear and securing components used.

6.2.2.2 The width of the lashing positions should preferably be 1,000 mm, but not less

than 750 mm (see table in supplement, dimensions A, GL, GT, , K).

6.2.2.3 The width of permanent lashing bridges should be:

.1 750 mm between top rails of fencing (see table in supplement, dimension F); and

.2 a clear minimum of 600 mm between storage racks, lashing cleats and any other obstruction (see table in supplement, dimension F1).

6.2.2.4 Platforms on the end of hatches and outboard lashing stations should preferably be at the same level as the top of the hatch covers.

6.2.2.5 Toe boards (or kick plates) should be provided around the sides of elevated lashing bridges and platforms to prevent securing equipment from falling and injuring people. Toe boards should preferably be 150 mm high, however, where this is not possible they should be at least 100 mm high.

6.2.2.6 Any openings in the lashing positions through which people can fall should be possible to be closed.

6.2.2.7 Lashing positions should not contain obstructions, such as storage bins or guides to reposition hatch covers.

6.2.2.8 Lashing positions which contain removable sections should be capable of being temporarily secured.

6.2.3 Fencing design

6.2.3.1 Bridges and platforms, where appropriate, should be fenced. As a minimum, fencing design should take into consideration:

.1 the strength and height of the rails should be designed to prevent workers from falling;

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.2 flexibility in positioning the fencing of gaps. A horizontal unfenced gap should not be greater than 300 mm;

.3 provisions for locking and removal of fencing as operational situations change based on stowage anticipated for that area;

.4 damage to fencing and how to prevent failure due to that damage; and

.5 adequate strength of any temporary fittings. These should be capable of being safely and securely installed.

6.2.3.2 The top rail of fencing should be 1 m high from the base, with two intermediate rails. The opening below the lowest course of the guard rails should not exceed 230 mm. The other courses should be not more than 380 mm apart.

6.2.3.3 Where possible fences and handrails should be highlighted with a contrasting colour to the background.

6.2.3.4 Athwartships cargo securing walkways should be protected by adequate fencing if an unguarded edge exists when the hatch cover is removed.

6.2.4 Ladder and manhole design

6.2.4.1 Where a fixed ladder gives access to the outside of a lashing position, the stringers should be connected at their extremities to the guardrails of the lashing position, irrespective of whether the ladder is sloping or vertical.

6.2.4.2 Where a fixed ladder gives access to a lashing position through an opening in the platform, the opening shall be protected with either a fixed grate with a lock back mechanism, which can be closed after access, or fencing. Grabrails should be provided to ensure safe access through the opening.

6.2.4.3 Where a fixed ladder gives access to a lashing position from the outside of the platform, the stringers of the ladder should be opened above the platform level to give a clear width of 700 to 750 mm to enable a person to pass through the stringers.

6.2.4.4 A fixed ladder should not slope at an angle greater than 25° from the vertical. Where the slope of a ladder exceeds 15° from the vertical, the ladder should be provided with suitable handrails not less than 540 mm apart, measured horizontally.

6.2.4.5 A fixed vertical ladder of a height exceeding 3 m, and any fixed vertical ladder, from which a person may fall into a hold, should be fitted with guard hoops, which should be constructed in accordance with paragraphs 6.2.4.6 and 6.2.4.7.

6.2.4.6 The ladder hoops should be uniformly spaced at intervals not exceeding 900 mm and should have a clearance of 750 mm from the rung to the back of the hoop and be connected by longitudinal strips secured to the inside of the hoops, each equally spaced round the circumference of the hoop.

6.2.4.7 The stringers should be carried above the floor level of the platform by at least 1 m and the ends of the stringers should be given lateral support and the top step or rung should be level with the floor of the platform unless the steps or rungs are fitted to the ends of the stringers.

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MSC.1/Circ.1352/Rev.1 Annex, page 8 6.2.4.8 As far as practicable, access ladders and walkways, and work platforms should be designed so that workers do not have to climb over piping or work in areas with permanent obstructions. 6.2.4.9 There should be no unprotected openings in any part of the workplace. Access opening must be protected with handrails or access covers that can be locked back during access. 6.2.4.10 As far as practicable, manholes should not be situated in transit areas, however, if they are, proper fencing should protect them. 6.2.4.11 Access ladders and manholes should be large enough for persons to safely enter and leave. 6.2.4.12 A foothold at least 150 mm deep should be provided. 6.2.4.13 Handholds should be provided at the top of the ladder to enable safe access to the platform to be gained. 6.2.4.14 Manhole openings that may present a fall hazard should be highlighted in contrasting colour around the rim of the opening. 6.2.4.15 Manhole openings at different levels of the lashing bridge should not be located directly below one another, as far as practicable.

6.3 Lashing systems

6.3.1 General provisions

Lashing systems, including tensioning devices, should: * .1 conform to international standards , where applicable; .2 be compatible with the planned container stowages; .3 be compatible with the physical ability of persons to safely hold, deploy and use such equipment; .4 be uniform and compatible, e.g. twistlocks and lashing rod heads should not interfere with each other; .5 be subject to a periodic inspection and maintenance regime. Non-conforming items should be segregated for repair or disposal; and .6 be according to the CSM.

6.3.2 Twistlock design

6.3.2.1 Shipowners should ensure that the number of different types of twistlocks provided for cargo securing is kept to a minimum and clear instructions are provided for their operation. The use of too many different types of twistlocks may lead to confusion as to whether the twistlocks are locked.

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MSC.1/Circ.1352/Rev.1 Annex, page 9 6.3.2.2 The design of twistlocks should ensure the following: .1 positive locking with easy up and down side identification; .2 dislodging from corner fitting is not possible even when grazing a surface; .3 access and visibility of the unlocking device is effective in operational situations; .4 unlocked positions are easily identifiable and do not relock inadvertently due to jolting or vibration; and .5 unlocking poles are as light as possible, of a simple design for ease of use. 6.3.2.3 Where it is not feasible to entirely eliminate working on the tops of container stows, the twistlock designs used should minimize the need for such working, e.g. use of SATLs, fully automatic twistlocks or similar design.

6.3.3 Lashing rod design

6.3.3.1 The design of containership securing systems should take into account the practical abilities of the workers to lift, reach, hold, control and connect the components called for in all situations anticipated in the cargo securing plan. 6.3.3.2 The maximum length of a lashing rod should be sufficient to reach the bottom corner fitting of a container on top of two high cube containers and be used in accordance with the instructions provided by the manufacturers. 6.3.3.3 The weight of lashing rods should be minimized as low as possible consistent with the necessary mechanical strength. 6.3.3.4 The head of the lashing rod that is inserted in the corner fitting should be designed with a pivot/hinge or other appropriate device so that the rod does not come out of the corner fitting accidentally. 6.3.3.5 The rod's length in conjunction with the length and design of the turnbuckle should be such that the need of extensions is eliminated when lashing high cube (9'6") containers. 6.3.3.6 Lightweight rods should be provided where special tools are needed to lash high cube containers.

6.3.4 Turnbuckle design

6.3.4.1 Turnbuckle end fittings should be designed to harmonize with the design of lashing rods. 6.3.4.2 Turnbuckles should be designed to minimize the work in operating them. 6.3.4.3 Anchor points for turnbuckles should be positioned to provide safe handling and to prevent the bending of rods.

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MSC.1/Circ.1352/Rev.1 Annex, page 10 6.3.4.4 To prevent hand injury during tightening or loosening motions, there should be a minimum distance of 70 mm between turnbuckles. 6.3.4.5 The turnbuckle should incorporate a locking mechanism which will ensure that the lashing does not work loose during the voyage. 6.3.4.6 The weight of turnbuckles should be minimized as low as possible consistent with the necessary mechanical strength.

6.3.5 Storage bins and lashing equipment stowage design

6.3.5.1 Bins or stowage places for lashing materials should be provided. 6.3.5.2 All lashing gear should be stowed as close to its intended place of use as possible. 6.3.5.3 The stowage of securing devices should be arranged so they can easily be retrieved from their stowage location. 6.3.5.4 Bins for faulty or damaged gear should also be provided and appropriately marked. 6.3.5.5 Bins should be of sufficient strength. 6.3.5.6 Bins and their carriers should be designed to be lifted off the vessel and restowed.

6.4 Lighting design

A lighting plan should be developed to provide for: † .1 the proper illumination of access ways, not less than 10 lux (1 foot * candle) , taking into account the shadows created by containers that may be stowed in the area to be lit, for example different length containers in or over the work area; .2 a separate fixed or temporary (where necessary) lighting system for each working space between the container bays, which is bright * enough, not less than 50 lux (5 foot candle) , for the work to be done, but minimizes glare to the deck workers; .3 such illumination should, where possible, be designed as a permanent installation and adequately guarded against breakage; and † .4 the illumination intensity should take into consideration the distance to the uppermost reaches where cargo securing equipment is utilized.

† For the upper tier of a lashing bridge, lights at the port and starboard extremities are generally adequate.

124 * Refer to Safety and Health in Ports, ILO Code of Practice, section 7.1.5.

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7 OPERATIONAL AND MAINTENANCE PROCEDURES

7.1 Introduction

7.1.1 Procedures for safe lashing and securing operations should be included in the ship's Safety Management System as part of the ISM Code documentation.

7.1.2 Upon arrival of the ship, a safety assessment of the lashing positions and the access to those positions should be made before securing work commences.

7.2 Operational procedures

7.2.1 Container deck working

7.2.1.1 Transit areas should be safe and clear of cargo and all equipment.

7.2.1.2 Openings that are necessary for the operation of the ship, which are not protected by fencing, should be closed during cargo securing work. Any necessarily unprotected openings in work platforms (i.e. those with a potential fall of less than 2 m), and gaps and apertures on deck should be properly highlighted.

7.2.1.3 The use of fencing is essential to prevent falls. When openings in safety barriers are necessary to allow container crane movements, particularly with derricking cranes, removable fencing should be used whenever possible.

7.2.1.4 It should be taken into account that, when lifting lashing bars that can weigh between 11 and 21 kg and turnbuckles between 16 and 23 kg, there may be a risk of injury and severe illness as a result of physical strain if handled above shoulder height with the arms extended. It is therefore recommended that personnel work in pairs to reduce the individual workload in securing the lashing gear.

7.2.1.5 The company involved with cargo operation should anticipate, identify, evaluate and control hazards and take appropriate measures to eliminate or minimize potential hazards to prevent in particular with harmful lumbar spinal damage and severe illness as a result of physical strain.

7.2.1.6 Personnel engaged in containership cargo operations should wear appropriate Personnel Protective Equipment (PPE) whilst carrying out lashing operations. The PPE should be provided by the company.

7.2.1.7 Manual twistlocks should only be used where safe access is provided.

7.2.1.8 Containers should not be stowed in spaces configured for larger sized containers unless they can be secured under safe working conditions.

7.2.2 Container top working

7.2.2.1 When work on container tops cannot be avoided, safe means of access should be provided by the container cargo operation terminal, unless the ship has appropriate means of access in accordance with the CSAP.

7.2.2.2 Recommended practice involves the use of a safety cage lifted by a spreader to minimize the risk to personnel.

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7.2.2.3 A safe method of work should be developed and implemented to ensure the safety of lashers when on the top of container stows on deck. Where practical, the use of fall prevention equipment should take precedence over fall arrest equipment.

7.2.3 Failure to provide safe lashing stations on board/carry out lashing by port workers

7.2.3.1 Where there are lashing and unlashing locations on board ship where no fall protection, such as adequate handrails are provided, and no other safe method can be found, the containers should not be lashed or unlashed and the situation should be reported to shoreside supervisor and the master or deck officer immediately.

7.2.3.2 If protective systems cannot be designed to provide safe protected access and lashing work positions, in all cargo configurations then cargo should not be stowed in that location. Neither crew nor shore workers should be subjected to hazardous working conditions in the normal course of securing cargo.

7.3 Maintenance

7.3.1 In line with section 2.3 (Inspection and maintenance schemes) of the Revised guidelines for the preparation of the cargo securing manual (MSC.1/Circ.1353) all ships should maintain a record book, which should contain the procedures for accepting, maintaining and repairing or rejecting of cargo securing devices. The record book should also contain a record of inspections.

7.3.2 Lighting should be properly maintained.

7.3.3 Walkways, ladders, stairways and fencings should be subject to a periodic maintenance programme which will reduce/prevent corrosion and prevent subsequent collapse.

7.3.4 Corroded walkways, ladders, stairways and fencings should be repaired or replaced as soon as practicable. The repairs should be effected immediately if the corrosion could prevent safe operations.

7.3.5 It should be borne in mind that turnbuckles covered with grease are difficult to handle when tightening.

7.3.6 Storage bins and their carriers should be maintained in a safe condition.

8 SPECIALIZED CONTAINER SAFETY DESIGN

8.1 Temperature controlled unit power outlets should provide a safe, watertight electrical connection.

8.2 Temperature controlled unit power outlets should feature a heavy duty, interlocked and circuit breaker protected electrical power outlet. This should ensure the outlet can not be switched "live" until a plug is fully engaged and the actuator rod is pushed to the "On" position. Pulling the actuator rod to the "Off" position should manually de-energize the circuit.

8.3 The temperature controlled unit power circuit should de-energize automatically if the plug is accidentally withdrawn while in the "On" position. Also, the interlock mechanism should break the circuit while the pin and sleeve contacts are still engaged.

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MSC.1/Circ.1352/Rev.1 Annex, page 13 This provides total operator safety and protection against shock hazard while eliminating arcing damage to the plug and receptacle. 8.4 Temperature controlled unit power outlets should be designed to ensure that the worker is not standing directly in front of the socket when switching takes place. 8.5 The positioning of the temperature controlled unit feed outlets should not be such that the flexible cabling needs to be laid out in such a way as to cause a tripping hazard. 8.6 Stevedores or ship's crew who are required to handle temperature controlled unit cables and/or connect and disconnect reefer units should be given training in recognizing defective wires and plugs. 8.7 Means or provisions should be provided to lay the temperature controlled unit cables in and protect them from lashing equipment falling on them during lashing operations. 8.8 Defective or inoperative temperature controlled unit plugs/electrical banks should be identified and confirmed as "locked out/tagged out" by the vessel.

9 REFERENCES

ILO Code of Practice – Safety and Health in Ports ILO Convention 152 – Occupational Safety and Health in Dock Work ISO Standard 3874 – The Handling and Securing of Type 1 Freight Containers International Convention on Load Lines, 1966, as modified by the 1988 LL Protocol Revised Recommendation on safety of personnel during container securing operations (MSC.1/Circ.1263) Revised Guidelines for the preparation of the Cargo Securing Manual (MSC.1/Circ.1353/Rev.1).

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MSC.1/Circ.1352/Rev.1 Annex, page 14

SUPPLEMENT

CONTAINER SECURING DIMENSIONS

Dimension Requirement Description (see Figures) (mm)

Width of work area between container stacks(see A 750 minimum figure 1) Distance between lashing plates on deck or on hatch B 600 minimum covers (see figure 1) Distance from lashing bridge fencing to container C1 stack (see figure 2) 1100 maximum

Distance from lashing plate to container stack C2 220 minimum (lashing bridge) (see figure 2) Distance from lashing plate to container stack C3 130 minimum (elsewhere) (see figures 1 and 4) Width of lashing bridge between top rails of fencing F (see figure 2) 750 minimum

Width of lashing bridge between storage racks, F1 lashing cleats and any other obstruction (see 600 minimum figure 2) Width of working platform for outboard lashing – GL 750 minimum fore/aft (see figure 3) Width of working platform for outboard lashing – GT 750 minimum transverse (see figure 3) Width of work platform at end of hatch cover or I 750 minimum adjacent to superstructure (see figure 4) Distance from edge of hatch cover to fencing (see J 600 minimum figure 4) Width of lashing bridge between top rails of fencing K 750 minimum (see figure 2) Width of lashing bridge between the pillars of the K1 600 minimum lashing bridge (see figure 2) NOTES B - Measured between the centres of the lashing plates. C1 - Measured from inside of fencing. C2, C3 - Measured from centre of lashing plate to end of container. F, K - Measured to inside of fencing. GL - Measured from end of container to inside of fencing. GT - Measured to inside of fencing. I - Measured to inside of fencing. J - Measured to inside of fencing.

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MSC.1/Circ.1352/Rev.1 Annex, page 15

Figure 1

Figure 2

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MSC.1/Circ.1352/Rev.1 Annex, page 16

Figure 3

Figure 4

" ___________

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E

ASSEMBLY A 27/Res.1048 27th session 20 December 2011 Agenda item 9 Original: ENGLISH

Resolution A.1048(27)

Adopted on 30 November 2011 (Agenda item 9)

CODE OF SAFE PRACTICE FOR SHIPS CARRYING TIMBER DECK CARGOES, 2011 (2011 TDC CODE)

THE ASSEMBLY, RECALLING Article 15(j) of the Convention on the International Maritime Organization regarding the functions of the Assembly in relation to regulations and guidelines concerning maritime safety, RECALLING ALSO its adoption, by resolution A.715(17), of the Code of Safe Practice for Ships Carrying Timber Deck Cargoes, 1991, 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 eighty-ninth session, 1. ADOPTS the Code of Safe Practice for Ships Carrying Timber Deck Cargoes, 2011 (2011 TDC Code), as set out in the annex to the present resolution; 2. RECOMMENDS Governments to use the provisions of the 2011 TDC Code as a basis for relevant safety standards; 3. AUTHORIZES the Maritime Safety Committee to amend the Code as necessary in the light of further studies and experience gained from the implementation of the provisions contained therein; 4. REVOKES resolution A.715(17).

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PREFACE

The Code of Safe Practice for Ships Carrying Timber Deck Cargoes was first developed by the Organization in 1972 and subsequently amended in 1978. The Code was revised by IMO resolution A.715(17) – Code of Safe Practice for Ships Carrying Timber Deck Cargoes, 1991, which was adopted on 6 November 1991. This Code is based on the previous Code, which has been revised and amended in order to reflect the capability of today's ships and the equipment available on board and also taking expected future innovations in mind. This Code is designed to assist: .1 shipowners, charterers, operating companies and ships' crew; .2 port industries, shippers and pre-packaging organizations, which are involved in preparation, loading, and stowing of timber deck cargoes; and .3 Administrations, manufacturers and designers of ships and equipment associated with the carriage of timber deck cargoes and those developing cargo securing manuals, in the carriage of timber deck cargoes. This Code is directed primarily at providing recommendations for the safe carriage of timber deck cargoes.

Status of references

The references given in this consolidated text do not form part of the Code but are inserted for ease of reference.

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CHAPTER 1 – GENERAL

1.1 Purpose

1.1.1 The purpose of the Code is to ensure that timber deck cargoes are loaded, stowed and secured to prevent, as far as practicable, throughout the voyage, damage or hazard to (1) the ship and persons on board as well as loss of cargo overboard . 1.1.2 The Code provides: .1 practices for safe transportation; .2 methodologies for safe stowage and securing; .3 design principles for securing systems; .4 guidance for developing procedures and instructions to be included in ships' cargo securing manuals on safe stowage and securing; and .5 sample checklists for safe stowage and securing.

1.2 Application

1.2.1 The provisions of this Code apply to all ships of 24 metres or more in length, carrying a timber deck cargo. This Code will be effective from [to be decided]. 1.2.2 Cargo securing of timber deck cargoes should be in accordance with the requirements in the ship's Cargo Securing Manual (CSM), based on the principles in chapter 5 or chapter 6 of Part B of this Code. 1.2.3 The Master should note that national requirements may exist which may restrict the application of either chapter 5 or chapter 6, and these may also require third party inspections to ensure that the cargo has been properly secured according to the ship's cargo securing manual. 1.2.4 Cargo securing manuals for timber deck cargoes, approved following the implementation date of this Code, should meet the contents of this Code. Existing cargo securing manuals approved under the previous Timber Deck Cargo Code (resolution A.715(17)) may remain valid.

1.3 Definitions

1.3.1 The following definitions apply to this Code:

General expressions

.1 Administration means the Government of the State whose flag the ship is entitled to fly. .2 Company means the Owner of the ship or any other organization or person such as the Manager, or the Bareboat Charterer, who has assumed the responsibility for operation of the ship from the Ship owner and who, on assuming such responsibility, has agreed to take over all duties and (2) responsibilities imposed by SOLAS . I:\ASSEMBLY\27\RES\1048.doc

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.3 Load Lines Convention means the International Convention on Load Lines, 1966, or the 1988 Protocol relating thereto, as applicable.

.4 Organization means the International Maritime Organization (IMO).

.5 Port industries means the port facilities and/or stevedoring companies serving ships engaged in the stowage of timber deck cargoes.

.6 Shipper means any person, organization or Government which prepares or (3) provides a consignment for transport .

.7 SOLAS means the International Convention for the Safety of Life at Sea, 1974, as amended.

.8 2008 IS Code means the International Code on Intact Stability, 2008.

.9 Restricted sea area means any sea area in which the weather can be forecast for the entire sea voyage or shelter can be found during the voyage.

Cargo related expressions

.10 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.

.11 Non-rigid cargo means sawn wood or lumber, cants, logs, poles, pulpwood and all other types of loose timber or timber in packaged forms not fulfilling specified strength requirement, as defined in section 4.7.

.12 Rigid cargo package means sawn wood or lumber, cants, logs, poles, pulpwood and all other types of timber in packaged forms, fulfilling specified strength requirement, as defined in section 4.7.

.13 Round wood means parts of trees that have not been sawn on more than one long side. The term includes, among others, logs, poles and pulpwood in loose or packed form.

.14 Sawn wood means parts of trees that have been sawn so that they have at least two parallel flat long sides. The term includes, among others, lumber and cants in loose or packed form.

.15 Timber is used as a collective expression used for all types of wooden material covered by this Code, including both round and sawn wood but excluding wood pulp and similar cargo.

Technically related expressions

.16 Blocking device means physical measures to prevent sliding and/or tipping of cargoes and/or collapse of stow.

.17 Lashing plan means a sketch or drawing showing the required number and strength of securing items for the timber deck cargo to obtain safe stowage and securing of timber deck cargoes.

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A 27/Res.1048 Page 7 .18 Timber deck cargo means a cargo of timber carried on an uncovered part of a freeboard or superstructure deck. .19 Timber load line means a special load line assigned to ships complying with certain conditions set out in the International Convention on Load Lines. .20 Stowage Factor (SF) means the volume occupied by one tonne of a cargo when stowed and separated in the accepted manner. .21 Weather deck means the uppermost complete deck exposed to weather and sea. .22 Reeving means the process where a rope, chain or any other type of lashing can freely move through a sheave or over a fulcrum such as a rounded angle piece, in such a manner so as to minimize the frictional effect of such movement. .23 Height of cargo means the distance from the base of the deck cargo stow to the highest part of the cargo.

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PART A – OPERATIONAL REQUIREMENTS

CHAPTER 2 – GENERAL RECOMMENDATIONS ON STOWAGE AND SECURING OF TIMBER DECK CARGOES

2.1 Goals

2.1.1 The stowage and cargo securing arrangements for timber deck cargoes should enable a safe yet rational securing of the cargo so that it is satisfactorily prevented from shifting by collapsing, sliding or tipping in any direction, taking into account the acceleration forces the cargo may be subjected to throughout the voyage in the worst sea and weather conditions which may be expected.

2.1.2 This chapter lists measures and factors that should be taken under consideration in order to achieve such level of cargo securing.

2.1.3 Procedures should be established for the preparation of plans and instructions, (5) including checklists as appropriate, for key shipboard operations . Guidance is provided in Annex A to assist the development of such checklists.

2.2 Pre-loading operation

(4) 2.2.1 Prior to loading the vessel, relevant cargo information, as defined in chapter 4 of this Code, should be provided by the shipper, according to the custom of the trade.

2.2.2 The master of the vessel should study the relevant cargo information and take the precautions necessary for proper stowage, securing and safe carriage of the cargo as defined in this Code and as prescribed in the vessel's Cargo Securing Manual.

2.2.3 Prior to loading, the stevedoring company should be made aware of specific requirements according to the ship's Cargo Securing Manual regarding stowage and securing of timber deck cargoes.

2.2.4 During loading of deck cargo the master should ensure that all tanks are maintained in such a condition that free surface effects are minimized. Ballast tanks should as far as practicable be either full or empty and ballast movement during loading operations should be avoided.

2.2.5 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 effectively protected and check-valves or similar devices should be examined to ascertain their effectiveness against the entry of water;

.3 objects which might obstruct cargo stowage on deck should be removed and safely secured in places appropriate for storage;

.4 the condition of friction-enhancing arrangements, where fitted, should be checked;

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.5 accumulations of ice and snow on such area should be removed;

.6 it is normally preferable to have all deck lashings, uprights, etc., readily available before loading on that specific area. This will be necessary should a preloading examination of securing equipment be required in the loading port; and

.7 all sounding pipes on the deck should be reviewed and arrangements made that access to these remain as far as practicable.

2.2.6 Further aspects to be considered during pre-loading operations are given in Annex A, chapter A.1.

2.3 Permitted loading weights on decks and hatch covers

2.3.1 The hatch cover securing and support arrangements, chocks, etc., as well as coamings should be designed and reinforced as necessary for carriage of timber deck cargoes. Potential weight increase of timber deck cargoes due to water absorption, icing, etc., should be taken under consideration.

2.3.2 Care should be taken not to exceed the designed maximum permissible loads on (6) weather deck and hatch covers during any stage of the voyage .

2.4 Stability

2.4.1 The master should ensure that the ship condition complies with its stability booklet at all times.

2.4.2 A ship carrying timber deck cargo should continue to comply with applicable damage stability requirements (e.g. SOLAS regulation II-1/4.1 or Load Lines Convention, (11) regulation 27, as appropriate) and, additionally, the 2008 IS Code , particularly the timber deck cargo requirements. Since excessive GM values induce large accelerations, GM should preferably not exceed 3% of the breadth of the vessel, as indicated in paragraph 3.7.5 of the 2008 IS Code.

2.4.3 Ballast water exchange operations should be carried out in accordance with (12) instructions in the Ballast Water Management Plan, if available . The ballast water exchange operation, if required, should be considered when planning the amount of cargo to be loaded on deck.

(11) 2.4.4 According to the 2008 IS Code , account may be taken of the buoyancy of timber deck cargo when calculating stability curves, assuming that such cargo has a permeability up to 25%. Permeability is defined as the percentage of empty space of the volume occupied by the deck 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. 25% permeability corresponds to sawn wood cargo and 40%-60% permeability corresponds to round wood cargo with increasing permeability with increasing log diameters.

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2.5 Load line

2.5.1 Ships assigned and making use of their timber load line should follow relevant regulations of the applicable Load Lines Convention for stowage and securing of timber as prescribed in the ship's Cargo Securing Manual. Special attention should be paid to the requirements concerning the breadth of the stow and voids in the stow (Load Lines Convention, regulation 44). When timber load lines are utilized, the timber is to be stowed as close as possible to the ship's sides with any gaps not to exceed a mean of 4% of the (13) breadth of the ship.

2.5.2 It should be noted that not all the diagrams provided in this Code assume that timber load lines are being utilized, thus the cargo may not be shown as complying with Load Lines Convention, regulation 44.

2.6 Timber freeboard

2.6.1 The timber freeboard, if applicable, will be found in the ship's Load Line Certificate.

2.6.2 Instructions on computation of the timber freeboard are given in the applicable Load (14) Lines Convention .

2.7 Visibility

2.7.1 Timber deck cargo should be loaded in such a manner as to ensure that the ship complies with the visibility requirements contained in SOLAS chapter V. National deviations may exist and should be taken into consideration as required dependent on the intended voyage.

2.7.2 The SOLAS requirements on visibility as well as instructions on how to calculate the visibility range are given in chapter 3.

2.8 Work safety and work environment aspects

2.8.1 The Company should establish procedures by which the ship's personnel receive (16) relevant information on the Safety Management System in a working language or languages understood by them.

2.8.2 When deck cargo is being lashed and secured, special measures may be needed to ensure safe access to the top of, and across, the cargo so that the risk of falling is minimized. Safety helmets, proper footwear and non-obstructive high visibility garments should be worn during work on deck.

2.8.3 The risk of slipping should especially be considered during winter time when loading timber packages covered by plastic wrapping or tarpaulins. Plastic wrapping on packages with lumber of uneven length should be avoided or otherwise clearly identified.

2.8.4 Lighting during loading and discharge operations should be reasonably constant and arranged to minimize glare and dazzle, the formation of deep shadows and sharp contrasts in the level of illumination between one area and another.

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2.8.5 Any obstruction such as lashings or securing points in the access way of escape routes and spaces essential to operation of the vessel, such as machinery spaces and crew's quarters, as well as obstructions to safety equipment, fire-fighting equipment and sounding pipes, should be clearly marked. In no case should an obstruction prevent safe access or egress of escape arrangements and spaces referred to above.

2.8.6 During the course of the voyage, if there is no convenient passage for the crew on (18) 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.

2.8.7 Fencing or means of closing should be provided for all openings in the stow such as at masthouses, winches, etc.

2.8.8 Where uprights are not fitted or where alternative to the provisions of 2.8.6 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.

2.8.9 As an alternative to 2.8.6, 2.8.7 and 2.8.8, 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.

2.8.10 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.

2.8.11 Personnel safety equipment referred to in this chapter should be kept in an easily accessible place.

2.8.12 When lashings need to be checked and/or retightened during voyage, the Master should take appropriate actions to reduce the motion of the vessel during such operation.

2.8.13 Additional guidance regarding work safety and work environment aspects can be (17) found in the relevant International Labour Organization (ILO) Conventions .

2.8.14 Noting the particular arrangements of a ship loaded with timber deck cargo, pilot boarding arrangements should be carefully considered (see also SOLAS regulation V/23).

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2.9 Stowage

2.9.1 The basic principle for the safe carriage of timber deck cargo is to make the stow as solid, compact and stable as practicable. The purpose of this is to:

.1 prevent movement 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.

2.9.2 Openings in the deck exposed to weather over which cargo is stowed should be securely closed and battened down. The ventilators and air pipes should be effectively (19) protected .

2.9.3 Deck cargo should be stowed so that access is provided to and from designated escape routes and spaces essential to operation of the vessel, such as machinery spaces and crew's quarters, as well as to safety equipment, fire-fighting equipment and sounding (18) pipes . It should not interfere in any way with the navigation and necessary work of the (19) ship .

2.9.4 When cargo is loaded voids may occur in the stow between packages as well as between bulwarks or gantry crane rails, etc., and other fixed constructions such as the hatch coaming.

2.9.5 Care should be taken to avoid the creation of voids or open spaces when loading cargo. Voids, where created, should be filled with loose timber or blocked by vertical H-frames with required strength to avoid cargo shifting. The MSL for double H-frames of different widths and dimensions are given in the table below. The values apply to H-frames made of sound softwood timber without knots.

Table 2.1. MSL (maximum secure load) of H-frames for different dimensions

Dimensions MSL in kN of double H-frames with different widths of battens

0.5 m 1.0 m 1.5 m 2.0 m mm

50 x 50 75 53 30 17 50 x 75 113 79 46 26 50 x 100 151 106 61 34 50 x 150 226 159 91 51 75 x 75 186 153 119 85 75 x 100 248 203 159 114 75 x 150 305 238 171 75 x 200 317 227 100 x 100 301 256 212

2.9.6 Timber deck cargo which substantially overhangs (one-third of the package length) hatch coamings or other structures in the longitudinal direction, should be supported at the outer end by other cargo stowed on deck or railing or equivalent structure of sufficient strength to support it.

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A 27/Res.1048 Page 13 2.9.7 For ships assigned and making use of a timber load line, additional practices apply (19) in accordance with the applicable Load Lines Convention .

2.10 Securing

2.10.1 One or more of the following principal methods may be used to secure timber deck cargoes, by themselves or in combination with each other: .1 different types of lashing arrangements; .2 bottom blocking of the base tier in combination with lashing arrangements; .3 blocking over the full height of the cargo by, e.g. uprights alternatively complemented by lashing arrangements; .4 frictional securing, taking into account scientific research and appropriate weather and voyage criteria; and .5 other practical securing enhancement, (taking into account appropriate weather and voyage criteria), such as: .1 non slip paints on hatch covers; .2 liberal use of dunnage in the stow to shore and bridge gaps; .3 double lashing in exposed areas; and .4 consideration given to the use of locking tiers. 2.10.2 Securing arrangements used should be designed in accordance with Part B and documented in accordance with section 2.13 of this Code.

Lashings

2.10.3 Different lashing arrangements are described in Part B of this Code. 2.10.4 The following three types of lashing equipment with different strength and elongation characteristics are most frequently used for securing timber deck cargoes. Individual suitability should be determined by such factors as ship type, size and area of operation, and as described in this Code and as prescribed in the cargo securing manual: .1 chain lashings; .2 wire lashings; and .3 fabricated web lashings.

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Chain lashing Wire lashing Fabricated web lashing

Chain lashing Wire lashing Fabricated web lashing

Figure 2.1 – Examples of different types of lashing equipment

Open hooks, which may loosen if the lashing becomes slack, should not be used in securing arrangements for timber deck cargoes. Web lashing should not be used in combination with chain or wire lashing. 2.10.5 The appropriate safety factors for the different types of equipment are described in Annex 13 to the Code of Safe Practice for Cargo Stowage and Securing (CSS Code). 2.10.6 All lashing equipment should be visually examined according to the instruction in the cargo securing manual before use and only equipment fit for purpose should be used for securing of timber deck cargoes. 2.10.7 The necessary pre-tension in the lashings used should be maintained throughout the voyage. 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. 2.10.8 Entries of all examinations and adjustments to lashings should be made in the ship's logbook.

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2.10.9 Slip hooks or other appropriate methods may be used for quick and safe adjustment of lashings. Pelican hooks, when used, should be moused.

2.10.10 Corner protectors should be used to prevent lashings from cutting into the cargo and to protect lashings from sharp corners. The latter especially applies to fabricated web lashings.

2.10.11 Every lashing should be provided with a tightening device or system so placed that it can safely and efficiently operate when required.

Uprights

2.10.12 Uprights should be fitted when required by this Code and as prescribed in the ship's cargo securing manual in accordance with the nature, height or character of the timber deck cargo. They should be designed in accordance with the criteria in chapter 7 of this Code and fitted in accordance with the ship's cargo securing manual. If there is an operational limit of the uprights (in terms of wave heights) this should be indicated in the ship's Cargo Securing Manual.

2.10.13 The uprights should be well fastened to the deck, hatches or coamings of the vessel (where adequate strength exists) and restrained from falling inwards during loading and discharging operations.

Lashing arrangements

2.10.14 In order to achieve a more secure stowage of logs when stowed on deck hog wires may be utilized. Such hog wire should be installed in the following manner:

.1 At approximately three quarters of the height of the stow, 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. Such second hog wire should be installed 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.

Figure 2.2 Example of hog lashings

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A 27/Res.1048 Page 16 2.10.15 In addition to uprights and hog lashings, an arrangement with top-over and continuous wiggle lashings (wiggle wires), as shown in the following figures, may be utilized at each hatch meeting the specifications of chapter 5.

Figure 2.3. Example of wiggle lashings Figure 2.4. Example of an arrangement with hog, top-over and wiggle lashings

*

Figure 2.5. Example of an arrangement with top-over lashings and stoppers

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Figure 2.6. Example of chain top over lashings for a log cargo

2.10.16 If a wiggle wire is not fitted, then extra chain or chain/wire combination overlashings should be fitted instead, as described in 5.4.1.

2.11 Post-loading operation

The Company should establish procedures for the preparation of plans and instructions, (5) including checklists as appropriate, for key post loading operations .

2.12 Voyage planning

2.12.1 Prior to proceeding to sea, the master should ensure that the intended voyage has been planned using the appropriate nautical charts and nautical publications for the area concerned, (23) taking into account the guidelines and recommendations developed by the Organization .

2.12.2 In order to reduce excessive accelerations, the master should plan the voyage so as to avoid potential severe weather and sea conditions. To this effect, weather reports, weather facsimiles or, where available, weather routeing may be consulted and the latest (24) available weather information should always be used .

2.12.3 If deviation from the intended voyage plan is considered during the voyage, the same procedure as described in 2.12.1 and 2.12.2 should be followed.

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2.12.4 In cases 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 severe weather and sea conditions. There can be no substitute for good seamanship. The following precautions should be observed:

.1 in the case of marked roll resonance with amplitudes above 30° to either side, the cargo securing arrangements could be overstressed. Effective measures should be taken to avoid this condition;

.2 in the case of heading into the seas at high speed with marked slamming shocks, excessive longitudinal and vertical acceleration may occur. An appropriate reduction of speed should be considered; and

.3 in the case of running before large stern or quartering seas with a stability which does not amply exceed the accepted minimum requirements, large roll amplitudes should be expected with great transverse accelerations as a result. An appropriate change of heading should be considered.

Foreseeable risks

2.12.5 During voyage planning, all foreseeable risks, which could lead to either excessive accelerations causing cargo to shift or conditions leading to water absorption and ice aggregation, should be considered. The following list comprises the most significant situations that should be taken under consideration to that effect:

.1 extreme weather conditions predicted by weather forecasts;

.2 severe wave conditions that have been known to appear in certain navigational areas;

(25) .3 unfavourable directions of encountered waves ; and

.4 swell caused by recent weather phenomena in the vicinity of the area of the intended voyage.

2.13 Cargo Securing Manual

2.13.1 Timber deck cargoes should be loaded, stowed and secured, throughout the voyage, in accordance with the Cargo Securing Manual as required by SOLAS chapter VI.

2.13.2 The Cargo Securing Manual should be based on the guidelines in this Code and drawn (26), (27) up to a standard at least equivalent to the guidelines developed by the Organization and (26) approved by the Administration .

2.13.3 Each cargo securing arrangement for timber deck cargoes should be documented in the ship's Cargo Securing Manual in accordance with the instructions in MSC/Circ.745.

2.13.4 According to the CSS Code and MSC/Circ.745, among others, the following parameters should be taken into account at the design stage of cargo securing systems:

.1 duration of the voyage;

.2 geographical area of the voyage;

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A 27/Res.1048 Page 19 .3 sea conditions which may be expected; .4 dimensions, design and characteristics of the ship; .5 expected static and dynamic forces during the voyage; .6 type and packaging of cargo units; .7 intended stowage pattern of the cargo units; and .8 mass and dimensions of the cargo units. 2.13.5 In the Cargo Securing Manual, each stowage and securing arrangements should additionally be documented by a Lashing Plan showing at least the following: .1 maximum cargo weight for which the arrangement is designed; .2 maximum stowage height; .3 required number and strength of blocking devices and lashings as applicable; .4 required pretension in lashings; .5 other cargo properties of importance for the securing arrangement such as friction, rigidity of timber packages, etc.; .6 illustrations of all securing items that might be used; and .7 any restriction regarding maximum accelerations, weather criteria, for non-winter conditions only, restricted sea areas, etc.

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CHAPTER 3 – VISIBILITY

3.1 According to SOLAS chapter V, the view of the sea surface from the conning position should not be obscured by more than two ship lengths, or 500 m, whichever is the less, forward of the bow to 10° on either side under all conditions of draught, trim and deck cargo. National deviations may exist and should be taken into consideration as required dependent on the intended voyage.

3.2 No blind sector, caused by cargo, cargo gear or other obstructions outside of the wheelhouse forward of the beam which obstructs the view of the sea surface as seen from the conning position, should exceed 10°. The total arc of blind sectors should not exceed 20°. The clear sectors between blind sectors should be at least 5°. However, in the view described in 3.1, each individual blind sector should not exceed 5°.

3.3 The following formula can be used for calculating the bridge visibility:

Figure 3.1. Distances used for calculating the bridge visibility

. . $

9 & 6 ˜ 6 . . $ $ 6 3

& 6

Where:

KCKS Horizontal distance from conning position to position 'S' KSKP Horizontal distance from position 'S' to position 'P'

AC Airdraft of conning position

AS Airdraft of position 'S'

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CHAPTER 4 – PHYSICAL PROPERTIES OF TIMBER CARGOES

4.1 Stowage factors

4.1.1 Typical values for density and stowage factors are given in the table below for different types of timber deck cargoes.

Table 4.1. Typical values for density and stowage factors

Type of timber cargo Density Volume factor Stowage factor

3 3 [ton / m ] [m hold space 3 / [m hold space 3 m cargo] / ton of cargo]

Sawn wood

Packages of sawn wood with even ends 0.5 – 0.8 1.4 -1.7 1.8 – 3.4 Packages of sawn wood with uneven 1.6 – 1.9 0.5 – 0.8 2.0 - 3.8 ends Packages of planed wood with even ends 0.5 1.2 – 1.4 2.4 - 2.8

Round wood

Coniferous round wood, fresh (bark on) 0.9 – 1.1 1.5 - 2.0 1.4 - 2.2 Broad-leaf round wood, fresh (bark on) 0.9 – 1.5 2.0 - 2.5 1.3 - 2.8 Round wood, dried (bark on) 0.65 1.5 - 2.0 2.3 - 3.1 Debarked coniferous round wood, fresh 0.85 – 1.2 1.5 – 2.0 1.2 – 2.4 Debarked broad-leaf round wood, fresh 0.9 – 1.0 1.5 – 2.5 1.5 – 2.8 Debarked round wood, dried 0.6 – 0.75 1.2 – 2.0 1.6 – 3.3

4.1.2 The densities and stowage factors in the table above are presented for information purpose only to aid preplanning operations. The corresponding values for actual loads may vary significantly from those presented in the table depending on the timber type and condition. During actual loading more accurate values of the cargo weight are obtained by repeated checks of the vessel's displacement. The weights of sawn wooden packages are normally more accurate.

4.1.3 The weight of uncovered timber cargo may change during a voyage due to loss or absorption of water (but wrapped bundled cargoes do not). Timber cargo stowed under deck may lose weight whereas timber stowed on deck may gain weight by absorption of water, see special instruction in Annex C. Particular attention should be given to the impact that these and other changing conditions have on stability throughout a voyage.

4.2 Friction factors

4.2.1 Cargo at rest is prevented from sliding by static friction. When movement has been initiated the resistance of the material contact is reduced and sliding is counteracted by dynamic friction, see 4.2.6, instead.

4.2.2 The static friction may be determined by an inclination test. The angle U is measured when the timber cargo starts to slide. The static friction is calculated as:

P = tan (U).

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4.2.3 Five inclination tests should be performed with the same combination of materials. The highest and the lowest values should be disregarded and the friction factor is taken as the average of the three middle values. This average figure should be rounded down to the nearest fraction of 0.05.

4.2.4 If the values are intended to be used for non-winter conditions, the coefficient of friction for both dry and wet contact surfaces should be measured in separate series of tests and the lower of the two values are to be the used when designing cargo securing arrangements.

4.2.5 If the values are intended to be used for winter conditions when exposed surfaces are covered by snow and ice, the lowest coefficient of friction found for either dry, wet or snowy and icy contact surfaces should be used when designing cargo securing arrangements.

4.2.6 If not specially measured the dynamic friction factor may be taken as 70% of the static values.

4.2.7 The following values of static friction for the mentioned conditions may be used when designing securing arrangements for timber deck cargoes unless the actual coefficient of friction is measured and documented as described above.

Table 4.2. Typical values of static friction for different material combinations

Contact surface Non-winter Winter conditions conditions

Dry or wet

Sawn wooden package

against painted steel 0.45 0.05 against sawn wood 0.50 0.30 against plastic cover or webbing slings 0.30 0.25

Round wood

coniferous round wood (bark on) against painted steel 0.35 coniferous round wood (bark on) between layers 0.75

4.2.8 Static friction may be used for tight block stowage arrangements as well as for the design of frictional lashing systems such as top-over lashing systems.

4.2.9 Dynamic friction should be used for non-rigid lashing systems, which due to elasticity of securing equipment allow for minor dislocation of the cargo before full capacity of the securing arrangement is reached.

4.3 Plastic covers

4.3.1 Plastic sheeting is often used on packages of sawn wood to protect the cargo. High friction coatings (friction coefficient 0.5 and above) can be incorporated into plastic sheeting as an important means of improving the safe transport of these cargoes.

4.3.2 Special precautions should be taken to prevent slippery plastic hoods with low friction coefficients, from being used as a sawn wood package cargo covering on deck.

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4.4 Package marking

All sawn wooden packages should be clearly marked with the volume of the package. The marking should be clearly visible on the top of the package as well as both long sides. (29) The approximate weight should also be shown .

4.5 Water absorption

Sea spray may increase the weight of the timber deck cargo and thus influence the stability. The weight increase of the timber varies with time, exposure and type of timber. The value of increased weight of timber deck cargo due to water absorption should be considered in accordance with the 2008 IS Code and special instructions in Annex C.

4.6 Weight of ice

During cold weather conditions ice may form from sea spray and the stability may be affected as the ice can add weight rapidly. The increase in weight due to icing should be considered in accordance with section 6.2 of the 2008 IS Code. The increases given in section 6.3 of that Code for fishing vessels may be considered to be suitable also for timber cargoes, particularly for small ships. Any increase in weight due to water absorption should be considered before calculating the increase due to the weight of ice.

4.7 Rigidity of sawn wood packages

4.7.1 The Racking Strength, RS, of a sawn wood package is defined as the horizontal force that a package can withstand per metre package length without collapsing or deforming more than 10% of its width, B, or a maximum of 100 mm as shown in figure 4.1.

4.7.2 The racking strength of timber packages can be measured by a test setup as shown in figure 4.2. The angle D should not be greater than 30q.

Figure 4.1. Racking strength of timber packages Figure 4.2. Test setup for racking strength

4.7.3 The Racking Strength, RS, is taken as the applied force F ·cos Į (see figure above) when the package collapses or when the deflection in the top is 10% of the package width, B, or maximum 100 mm.

4.7.4 Racking strength measurements will have to be carried out by the shipper and the information should be provided to the master as part of the required cargo information mentioned in SOLAS chapter VI.

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PART B – DESIGN OF CARGO SECURING ARRANGEMENTS

To accommodate proven designs and practices but to also embrace advances in technology and materials, part B has been split into two chapters, each providing different design principles. Chapter 5: (Design Principles) incorporates prescriptive requirements. Chapter 6: (Alternative Design Principles) provides for alternative designs and equipment to be developed and includes functional requirements.

CHAPTER 5 – DESIGN PRINCIPLES

This chapter applies primarily, but is not limited to, ships of 24 metres in beam and above engaged in international deep-sea trade and incorporates experience-based prescriptive requirements on the securing of timber deck cargoes. It primarily applies the use of steel components for lashings but is not limited to their sole use. Consideration may be given to allowing chapter 5 ships to make use of proven alternative technologies in cargo securing design, which provide at least the level of safety as specified in this chapter. Details of such alternatives should be included in the ship's Cargo Securing Manual.

5.1 General

5.1.1 Every lashing should pass over the timber deck cargo and be secured to suitable eyeplates, lashing bollards or other devices adequate for the intended purpose which are 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.

5.1.2 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.

5.1.3 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.

5.1.4 Upon completion and after the initial securing, the tightening device or system should be left with no less than half the threaded length of screw or of tightening capacity available for future use.

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

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A 27/Res.1048 Page 25 5.1.6 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. 5.1.7 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 three, each spaced at intervals of not less than 150 mm; .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; and .3 rope clips should be initially tightened so that they visibly compress the wire rope and subsequently be re-tightened after the lashing has been stressed.

Figure 5.1. Wire rope clips

5.1.8 Greasing the threads of grips, clips, shackles and turnbuckles increases their holding capacity and prevents corrosion. 5.1.9 Bulldog grips are only suitable for a standard wire rope of right-hand lay having six strands. Left-hand lay or different construction should not be used with such grips.

5.2 Uprights

5.2.1 Uprights, designed in accordance with chapter 7, should be used when required by the nature, height or character of the timber deck cargo as outlined in this code. 5.2.2 When uprights are used, they should: .1 be made of material of adequate strength, taking into account relevant parameters such as; the breadth of the deck cargo, the weight and height of the cargo, the type of timber cargo, friction factors, additional lashings, etc.;

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.2 be spaced at intervals between the centrelines of two uprights not exceeding 3 m so that preferably all sections of the stow are supported by at least two uprights; and

.3 be fixed to the deck and/or hatch cover by angles, sockets or equally efficient means and be secured in position as required by the CSM.

5.3 Loose or packaged sawn wood

5.3.1 Uprights should be used for loose sawn wood. Uprights or stoppers (low uprights) should also be used to prevent packaged sawn wood loaded on top of the hatch covers only from sliding. The timber deck cargo should in addition be secured throughout its length by independent lashings.

5.3.2 Subject to 5.3.3, 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 2.5 m and below, the maximum spacing should be 3 m;

.2 for heights of above 2.5 m, the maximum spacing should be 1.5 m; and

.3 on the foremost and aft-most sections of the deck cargo the distance between the lashings according to above should be halved.

5.3.3 As far as practicable, long and sturdy packages should be stowed in the outer rows of the stow and the packages stowed at the upper outboard edge should be secured by at least two lashings each.

5.3.4 When the outboard packages of the timber deck cargo are 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.

5.3.5 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.

5.3.6 Timber packages may alternatively be secured by a chain or wire loop lashing system, based on the design principles contained in chapter 6.

5.4 Logs, poles, cants or similar cargo

5.4.1 The round wood deck cargo should be supported by uprights and secured throughout its length by independent top-over or loop lashings spaced not more than 1.5 m apart.

5.4.2 If the round wood deck cargo is stowed over the hatches and higher, it should, in addition to being secured by the lashings recommended in 5.4.1, be further secured by a system of athwartship lashings (hog lashings as described in section 2.10.14) joining each port and starboard pair of uprights.

5.4.3 If winches or other adequate tensioning systems are available on board, every other of the lashings mentioned in 5.4.1 may be connected to a wiggle wire system as described in section 2.10.15.

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A 27/Res.1048 Page 27 5.4.4 The recommendation of 5.3.5 should apply to a timber deck cargo of cants.

5.5 Testing, marking, examination and certification

All lashings and components used for the securing of the timber deck cargo should be (27) tested, marked, examined and certified, as per the guidelines in MSC/Circ.745 , and be specific to the requirements for lashing and components outlined in 5.1.2 and 5.1.3.

5.6 Lashing plans

One or more generic lashing plans complying with the recommendations of this Code should be provided and maintained on board a ship carrying timber deck cargo. Lashing plans should be incorporated in the Cargo Securing Manual and the most relevant lashing plan should be consulted when stowing and securing timber deck cargoes.

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CHAPTER 6 – ALTERNATIVE DESIGN PRINCIPLES

This chapter permits the development (and use) of new designs and securing arrangements by providing functional based requirements on the securing of timber deck cargoes, which may be used as an alternative to the requirements in chapter 5 for ships of less than 24 metres in beam and for designers considering alternative technologies in cargo securing. Any design risk assessment should be agreed with the Administration before being used. When this chapter is applied, operational risk assessments should be included within the ship's safety management system.

6.1 General requirements

6.1.1 The construction of deck, bulwarks, uprights, hatches and coamings should be of a design that allows a load of timber deck cargo to be carried in a satisfactory manner.

6.1.2 The goal is to prevent cargo shifting as far as practicable and the securing system should be designed according to the principles laid down in this chapter.

6.1.3 Loose sawn or round wood should as a general rule be longitudinally stowed and supported on the sides by uprights to the full height of the stow.

6.1.4 Packaged sawn wood deck cargoes may be secured without uprights if the racking strength of the packages has been tested and found sufficient and sliding is prevented by bottom blocking, friction or lashing.

6.1.5 If the friction is sufficient and the expected transverse accelerations are limited, unpackaged sawn wood cargo may be transversely stowed.

6.1.6 All denotations used in the formulae in this chapter are listed in section 6.7 of this Code.

6.2 Accelerations and forces acting on the cargo

6.2.1 The cargo securing arrangement should in the transverse direction be designed for accelerations generated as well as forces by wind and sea according to the CSS Code, Annex 13.

6.2.2 Special securing of timber deck cargoes in the longitudinal direction may be dispensed with only if great care is taken to avoid excessive acceleration forces in heavy head seas.

6.2.3 To take account of the factors mentioned in 2.13.4, the acceleration data calculated according to Annex 13 of the CSS Code may be multiplied by a reduction factor ranging from 0 to 1, depending on expected maximum significant wave height during the intended voyage. The reduction factor is obtained by the following formula:

+ I 0

5

Where the variable HM means the maximum expected significant wave height in metres.

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(The value 19.6 is the assumed twenty year wave that will occur in the Northern Atlantic Ocean. Relevant significant wave heights for different sea areas and seasons can be obtained from "Ocean Wave Statistics".)

1.0 0.9 0.8 0.7

R

, f 0.6

tor ac

0.5

on fti

0.4

educ R

0.3 0.2 0.1 0.0 0 2 4 6 8 10 12 14 16 18 20 Significant wave height [m]

Figure 6.1. Plot of the reduction factor as a function of the expected significant wave height

6.2.4 Reduced acceleration may be used for the design of securing arrangements for timber deck cargoes in any of the following ways:

.1 Required securing arrangements are designed for different wave heights and the securing arrangement is selected according to the maximum expected wave height for each voyage.

.2 The maximum wave height that a particular securing arrangement can withstand is calculated and the vessel is limited to operate in wave heights up to the maximum calculated. Examples on such arrangements are unsecured transversely stowed timber deck cargoes in restricted sea areas.

.3 The required securing arrangement is calculated for the maximum expected twenty year wave in a particular restricted area and the cargo is always secured according to the designed arrangement when operating in that area.

6.2.5 If one of the two first mentioned methods in 6.2.4 are used for decision on securing arrangements, it is important that procedures for forecasting the maximum expected wave height on intended voyages is developed and followed and documented in the ship's approved Cargo Securing Manual.

6.3 Physical properties of timber deck cargoes

6.3.1 Prior to loading of timber deck cargoes, all relevant cargo information, as described in this section and in chapter 4, should be provided to the master of the vessel.

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Friction

6.3.2 Friction is one of the most important factors preventing cargo from shifting. Deck cargo may shift due to a lack of internal friction. Snow, ice, frost, rain, and other slippery surface conditions drastically affect friction. Special consideration should be given to package materials, contact surfaces, and weather conditions. 6.3.3 Static friction may be used for tight block stowage arrangements as well as for the design of frictional lashing systems such as top-over lashing systems. 6.3.4 Dynamic friction should be used for non-rigid lashing systems, e.g. loop lashings, which due to elasticity of securing equipment allow for minor dislocation, see 6.5.16, of the cargo before full capacity of the securing arrangement is reached. 6.3.5 Test procedures for determining coefficients of friction as well as generic friction values for material contacts common for timber deck cargoes are given in chapter 4.

Rigidity of timber packages

6.3.6 The rigidity of timber packages is of great importance for the stability of the deck cargo and the racking strength of the timber packages should be taken into consideration when securing systems are designed.

Figure 6.2. Example of poor rigidity

6.3.7 The definition of the rigidity of timber packages for the purpose of this Code as well as methods for determining it are presented in chapter 4. The racking strength should not be less than 3.5 kN/m of package length.

6.4 Safety factors

6.4.1 Safety factors are to be used when: .1 calculating the Maximum Securing Load (MSL) of the lashings from the Minimum Breaking Load (MBL); and .2 calculating the maximum allowed Calculated Strength (CS) in the lashings as function of MSL. 6.4.2 MSL as function of the MBL should be taken according to Annex 13 of the CSS Code, provided inspection and maintenance of the equipment have been carried out in accordance with the ship's Cargo Securing Manual.

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A 27/Res.1048 Page 31 6.4.3 The maximum allowed Calculated Strength (CS) in lashings and uprights used in the calculations should be taken from the following formula:

0 6 / & 6

d

6.5 Design criteria for different securing arrangements

6.5.1 Securing arrangements for timber deck cargoes should be based on accelerations, physical properties and safety factors as described in 6.4 above. 6.5.2 Design criteria for some different securing arrangements are given below. Other securing arrangements may also be used as long as the system is designed according to the principles given in this code. 6.5.3 In Annex B detailed descriptions and example design calculations are given for some stowage and securing arrangements. 6.5.4 The denotations used in the formulas in this chapter are listed in chapter 8.

Top-over lashed longitudinally stowed timber packages

6.5.5 Top-over lashing alone is a frictional lashing method and the effect of the lashing is to apply vertical pressure increasing the friction force between the outer stows of deck cargo and the ship's deck/hatch cover.

Figure 6.3. Principles for top-over lashing

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6.5.6 For pure top-over lashing arrangements the friction alone will have to counteract the transverse forces so that the following equilibrium of forces is satisfied:

P J Q 3 7 V L Q P D 3 : 3 6

˜ ˜ ˜ 9 ˜ ˜ V W D W L F t ˜ W

D P

6.5.7 In practice, sliding between the layers is often prevented due to slightly different heights of the timber packages. Alternatively it may be prevented by inserting vertical sturdy battens of proper dimensions between the columns.

Figure 6.4. Sliding of upper layer prevented by vertical sturdy battens

6.5.8 If sliding between layers is not prevented, sliding between each individual layer should be considered by the following equilibrium of forces:

P J Q 3 7 V L Q P D 3 : 3 6 D ˜ ˜ ˜ 9 ˜ D ˜P V W D W L F D t D ˜ W D D

Units denoted with a consider cargo units above the sliding level only.

6.5.9 To prevent the packages in the bottom layer from collapsing due to racking, the weight of the cargo stowed on top of the bottom layer should be limited so that the following equilibrium of forces is satisfied:

np ˜L ˜ RS t ma ˜ at 0.5go PWa PSa

Units denoted with a consider cargo units above the bottom layer only.

6.5.10 Lashings used should comply with 6.5.20 and 6.5.21. It is extremely important to keep the lashings tight when a top-over lashing arrangement is used as the arrangement is based on the vertical pressure from the lashings.

6.5.11 When top-over lashings are used as the only means of securing longitudinally stowed packages of sawn wood, adequate friction against the hatch covers should be sought and/or the transverse accelerations should if possible be limited.

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Loop lashed longitudinally stowed timber packages

6.5.12 Loop lashings are always applied in pairs as shown in the figure below. The lashings are drawn from one side of the cargo, under the cargo to the other side, up over the cargo and back to the same side. Alternatively, the lower part of the lashing may be fastened to a securing point on top of the hatch cover underneath the cargo.

Figure 6.5. Principals of loop lashing alternative 1 (be aware of chafing where lashings are lead around ship's structure as shown in the above figure, see section 2.10.10)

Figure 6.6. Principles for loop lashing alternative 2. The shorter length of the lashing compared to alternative 1 reduces the movement of the cargo due to elongation of the lashing

6.5.13 The number and strength of the lashings are to be chosen so that the following equilibrium is satisfied:

P J Q & 6 V L Q Q & 6 Q & 6 F R V P D 3 : 3 6

˜ ˜ ˜ ˜ G \ Q D P L F ˜ ˜ ˜ t ˜ W

D P D

6.5.14 Sliding between the layers should be prevented (see 6.5.7).

6.5.15 To prevent the packages in the bottom layer from racking, the weight of the cargo stowed on top of the bottom layer should be limited so that the following equilibrium is satisfied:

np ˜L ˜ RS n˜CS ˜cosD t ma ˜ at 0.5g0 PWa PSa

Units denoted with a consider cargo units above the bottom layer only.

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6.5.16 The transverse movement of the deck cargo due to elongation of the lashings is calculated according to the following formula:

& 6 3 7 / 9 / 0 6 / G ˜ ˜H

The elongation factor H should be taken as 2% for chain and wire lashings and 7% for web lashings unless otherwise specified by certificate from the manufacturer.

The maximum heeling angle of the vessel due to a small transverse movement of the cargo o should in no case be more than 5 , based on the full timber deck load condition of the vessel calculated according to the following formula:

+ 0 + $ D U F W D Q § · ¨ * v 0 ¸

© ˜' ¹

Where: HA = Heeling angle in degrees HM = Heeling moment due to transverse movement of the deck cargo in ton-metres G'M = Metacentric height corrected for free surface moments in metres ' = Ship's actual displacement in tons

Bottom blocked and top-over lashed longitudinally stowed timber packages

6.5.17 Blocking means that the cargo is stowed against a blocking structure or fixture on the ship. If the cargo consists of packages with large racking capacity, bottom blocking should be sufficient in combination with top-over lashings.

Figure 6.7. Example of uprights for bottom blocking

6.5.18 The required strength, MSL, of the bottom blocking devices is calculated by satisfying the following equilibrium:

0 6 / P J Q 3 7 V L Q Q P D 3 : 3 6

˜ ˜ ˜ 9 ˜ ˜ V W D W L F E ˜ t ˜ W

D P

6.5.19 The spacing between top-over lashings in a longitudinal direction should be maximum 3 m for stowage heights below 2.5 m and maximum 1.5 m for stowage heights above 2.5 m.

6.5.20 The pretension PTV in the vertical part of the lashings should be not less than 16 kN and the pretension PTH in the horizontal part of the lashing should not be less than 27 kN.

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A 27/Res.1048 Page 35 6.5.21 All lashings and components used for securing in combination with bottom blocking should: .1 possess a breaking strength MBL 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. 6.5.22 The bottom blocking devices are to be placed on both sides of the deck cargo equally spaced. Two blocking device per side should be used per cargo section and the height should extend to a height of at least 200 mm. 6.5.23 Sliding between the layers should be prevented (see 6.5.7). If no such measures are taken, sliding between layers should be checked by the calculation for equilibrium of forces in 6.5.8. 6.5.24 To prevent the packages in the bottom layer from racking, the weight of the cargo stowed on top of the bottom layer should be limited so that the following equilibrium of forces is satisfied:

np ˜ L˜ RS t ma ˜ at 0.5g0 PWa PSa

Units denoted with a consider cargo units above the bottom layer only.

Uprights blocked and top-over lashed longitudinally stowed sawn wood packages and round wood

6.5.25 Longitudinally stowed sawn wood packages, loose sawn wood or round wood may be supported by uprights in combination depending on trading pattern with or without top-over lashings or hog wires. 6.5.26 The uprights should be designed in accordance with chapter 7. 6.5.27 The uprights should be placed on both sides of the cargo, equally spaced. Each cargo block of the stow should be supported by at least two uprights per side. 6.5.28 The spacing of top-over lashings should for packaged sawn wood be a maximum of 3 m for stowage heights below 2.5 m and maximum 1.5 m for stowage heights above 2.5 m for round wood the spacing should be 1.5 m irrespective of the height. 6.5.29 The pretension PTV in the vertical part of the lashings should be not less than 16 kN and the pretension PTH in the horizontal part of the lashing should not be less than 27 kN. 6.5.30 All lashings and components used for securing in combination with bottom blocking should: .1 possess a breaking strength MBL 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

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.3 show no permanent deformation after having been subjected to a proof load of not less than 40% of their original breaking strength.

Frictional securing

6.5.31 In restricted sea areas, round wood may be transversely stowed and secured by bottom blocking and/or friction between tiers only. This may be done only if the friction between layers is sufficient and the expected transverse accelerations are limited. When the friction is sufficient between bottom layers and deck/hatch, then the bottom blocking may not be required. If friction only is to be used, information on the maximum heel angle assumed should be included in the Cargo Securing Manual.

2

1 1

Forward

Example of round wood stowage pattern for restricted sea areas. Sections marked 1 are longitudinally stowed round wood secured by uprights. Section marked 2 are transversely stowed round wood secured by friction in combination with or without bottom blocking.

c d Section with longitudinally stowed round wood Section with transversely stowed timber cargo secured by uprights. secured by friction in combination with bottom blocking.

Section with transversely stowed round wood Section with transversely stowed round wood secured by friction only (Alternative 1). Non-slip secured by friction only (Alternative 2). Non-slip paint on hatch cover or non-slip material between paint on hatch cover or non-slip material between hatch cover and round wood should be used. hatch cover and round wood should be used.

This method should not be used!

Section with transversely stowed round wood secured by friction only (Alternative 3).

Figure 6.8. Principles for friction securing of round wood in restricted sea areas

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6.5.32 The required strength, MSL, of the bottom blocking devices is calculated by satisfying the following equilibrium:

MSL

m˜ g0 ˜ Pstatic nb ˜ t m˜at PW PS

1.35

6.5.33 The required friction between the layers can be calculated by satisfying the following equilibrium:

P J P D 3 : 3 6 ˜ ˜ P V W D W L F t ˜ W

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CHAPTER 7 – UPRIGHTS

7.1 Longitudinally stowed round wood, loose sawn wood and sawn wood packages with limited racking strength should be supported by uprights at least as high as the stow.

7.2 Uprights should be designed for the forces they have to take up according to the formulas in this section. The connection of uprights to the deck or hatch is to be to the satisfaction of the Administration. The design of high uprights especially should be such that the deflection is limited. Uprights may be complemented by different lashing arrangements.

Figure 6.9. Uprights for blocking over the entire height of the stow

7.3 For vessels carrying loose sawn wood and round timber, the design bending moment per upright is calculated as the greater of the two moments given by the following formulas:

2

H CMbending1 0.1˜ ˜ m˜ g0 k ˜ B˜ N

H

CMbending2 ˜ m˜ at 0.6˜Pstatic ˜ g0 PW PS *

3˜ k ˜ N

Mbending t 1.35˜max CMbending1, CMbending2

If top-over lashings are applied in accordance with sections 5.4 or 6.5.28 – 6.5.30, the bending moment of the uprights may be reduced by 12%.

7.4 The design bending moment per upright supporting timber packages is to be taken as the greatest of the three moments given by the following formulas:

P + E I Q & 0 D J L

E H Q G L Q J § W ·

Q N 1 ˜¨ ˜ ˜ ¸˜ I (Moment required to prevent tipping)

S L ˜ ˜ © ¹

2b

where: fi Pinternal ˜ (fi = Factor for considering internal moment)

H

* The factor 0.6 in the formula above is used for considering both rolling and sliding movement of round wood and has been determined through practical tests. It should not be confused with the dynamic friction factor referred to in paragraph 4.2.6.

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H q 1

CMbending2 ˜m˜ at Pinternal ˜ g0 ˜ (Moment required to prevent sliding)

2˜k˜ N 2q

H q 1 CMbending3 ˜ m˜at np 4 q 2 ˜L ˜ RS ˜ (Moment required to prevent racking) k ˜ N 2q 0 P D [ & 0 & 0 & 0 E H Q G L Q J t ˜ E H Q G L Q J E H Q G L Q J E H Q G L Q J

7.5 If hog lashings are used, the required MSL of each hog lashing is calculated by the following formula: 0 0 6 / E H Q G L Q J t K ˜

7.6 The design bending moment should not produce greater stress than 50% of the ultimate stress for the material in any part of the uprights.

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CHAPTER 8 – DENOTATIONS USED

The denotations used in the formulas in the design criteria of this code are listed below:

at = Largest transverse acceleration at the centre of gravity of the deck 2 cargo in the forward or aft end of the stow in m/s B = Width of deck cargo in metres b = Width of each individual stack of packages CS = Calculated strength of lashing in kN, see section 6.4 fR = Reduction factor for accelerations due to expected sea state 2 g0 = Gravity acceleration 9.81 m/s H = Height of deck cargo in metres HM = Maximum significant wave height h = Height above deck at which hoglashings are attached to the uprights in metres k = Factor for considering hog lashings: k = 1 if no hog lashings are used k = 1.8 if hog lashings are used L = Length of the deck cargo or section to be secured in metres LL = Length of each lashing in metres Mbending = Design bending moment on uprights in kNm MSL = Maximum Securing Load in kN of cargo securing devices m = Mass of the deck cargo or section to be secured in tonnes, including absorbed water and possible icing N = Number of uprights supporting the considered section on each side n = Number of lashings nb = Number of bottom blocking devices per side of the deck cargo np = Number of stacks of packages abreast in each row 2 PS = Pressure from unavoidable sea sloshing in kN based on 1 kN per m exposed area, see CSS Code, Annex 13

PTV = Pretension in the vertical part of the lashings in kN PTH = Pretension in the horizontal part of the lashings in kN 2 PW = Wind pressure in kN based on 1 kN per m wind exposed area, see CSS Code, Annex 13 q = Number of layers of timber packages RS = Racking Strength per metre of timber package in kN/m, see section 4.7 D = Angle between the hatch cover top plating and the lashings in degrees G = Small transverse movement of deck cargo in metres due to elasticity of lashing arrangement H = Elasticity factor for lashing equipment, taken as fraction of elongation experienced at the load of MSL for the lashing ȝdynamic = Dynamic coefficient of friction between the timber deck cargo and the ship's deck/hatch cover and considered to be 70% of the static friction value ȝinternal = Coefficient of dynamic friction found internally between the packages of sawn wood ȝstatic = Static coefficient of friction between the timber deck cargo and the ship's deck/hatch cover

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ANNEX A – GUIDANCE IN DEVELOPING PROCEDURES AND CHECKLISTS

Items in A.1 to A.5 should be taken into account when developing the checklists for timber deck cargo operations.

A.1 Preparations before loading of timber deck cargoes

General preparations

A.1.1 The following information as applicable for each parcel of cargo should be provided by the shipper and collected by the master or his representative:

.1 total amount of cargo intended as deck cargo;

.2 typical dimensions of the cargo;

.3 number of bundles;

.4 density of the cargo;

.5 stowage factor of the cargo;

.6 racking strength for packaged cargo;

.7 type of cover of packages and whether non-slip type; and

.8 relevant coefficients of friction including covers of sawn wooden packages if

applicable. A.1.2 A confirmation on when the deck cargo will be ready for loading should be received. A.1.3 A pre-loading plan according to the ship's Trim and Stability Book should be done and the following should be calculated and checked:

.1 stowage height;

2

.2 weight per m ;

.3 required amount of water ballast; and

.4 displacement, draught, trim and stability at departure and arrival.

A.1.4 The stability should be within required limits during the entire voyage. A.1.5 When undertaking stability calculations, variation in displacement, centre of gravity and free surface moments due to the following factors should be considered:

.1 absorption of water in timber carried as timber deck cargo according to

special instruction, see annex c;

.2 ice accretion, if applicable;

.3 variations in consumables; and

.4 ballast water exchange operations, in accordance with approved

procedures. A.1.6 Proper instructions for ballast water exchange operations, if applicable for the intended voyage, should be available in the Ballast Water Management Plan.

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A 27/Res.1048 Page 42 A.1.7 A lashing plan according to the ship's Cargo Securing Manual (CSM) should be prepared and the following calculated:

.1 weight and height of stows per hatch;

.2 number of sections in longitudinal direction per hatch;

.3 required number of pieces of lashing equipment; and

.4 required number of uprights, if applicable.

A.1.8 The certificates for the lashing equipment should be available in the ship's Cargo Securing Manual. A.1.9 When the initial stability calculations and lashing plan have been satisfactorily completed, the maximum cargo intake should be confirmed. A.1.10 Pre-load, loading and pre-lashing plans should be distributed to all involved parties (i.e. supercargo, stevedores, agent, etc.). A.1.11 Weather report for loading period and forecasted weather for the sea voyage should be checked. A.1.12 It should be confirmed that the stevedoring company is aware of the ship's specific requirements regarding stowage and securing of timber deck cargoes.

Ship readiness

A.1.13 All ballast tanks required for the voyage and included in the stability calculations should be filled before the commencement of loading on deck and it should be ensured that free surfaces are eliminated in all tanks intended to be completely full or empty. A.1.14 Hatch covers and other openings to spaces below deck should be closed, secured and battened down. A.1.15 Air pipes, ventilators, etc., should be protected and examined to ascertain their effectiveness against entry of water. A.1.16 Objects which might obstruct cargo stowage on deck should be removed and secured safely in places appropriate for storage. A.1.17 Accumulation of ice and snow on areas to be loaded and on packaged timber should be removed. A.1.18 All sounding pipes on the deck should be reviewed and necessary precautions should be taken that safe access to these remains. A.1.19 Cargo securing equipment should be examined in preparation for use in securing of timber deck cargoes and any defective equipment found should be removed from service, tagged for repair and replaced. A.1.20 It should be confirmed that uprights utilized are in compliance with the requirements in the ship's Cargo Securing Manual.

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A 27/Res.1048 Page 43 A.1.21 A firm and level stowage surface should be prepared. Dunnage, where used, should be of rough lumber and placed in the direction which will spread the load across the ship's hatches or main deck structure and assist in draining. A.1.22 Extra lashing points, if required, should be approved by the Administration. A.1.23 It should be ensured that dunnage is readily available and in good condition. A.1.24 Friction enhancing arrangements, where fitted, should be checked for their condition. A.1.25 Cranes with wires, brakes, micro switches and signals (if they are to be used) should be controlled. A.1.26 It should be verified that illumination on deck is working and ready for use.

Ship to shore communication

A.1.27 Radio channels to be used during cargo operations should be assigned and tested. A.1.28 It should be confirmed that crane drivers and loading stevedores/crew understand signals to be used during cargo operations. A.1.29 A plan should be worked out to halt loading or unloading operations due to any unforeseen circumstances that may jeopardize safety of ship and/or anyone on board.

A.2 Safety during loading and securing of timber deck cargoes

Lashing equipment

A.2.1 If applicable, uprights should be mounted before loading on deck is commenced. A.2.2 It should be checked that all lashing equipment is in place.

Ship's safety

A.2.3 All loading operations should be planned to immediately cease if a list develops for which there is no satisfactory explanation. A.2.4 In the event that the vessel takes up an unexplained list, then no further work should be undertaken until all ship's tanks are sounded and assessment made of the ship's stability condition. A.2.5 If deemed necessary, samples of the timber cargo should be weighed during loading and their actual weight should be compared to the weight stated by the shipper, in order to correctly assess the ship's stability. A.2.6 Draught checks should be regularly carried out during the course of loading and the ship's displacement should be calculated to ensure the ship's stability and draft in the final condition are within prescribed limits. A.2.7 Permitted loading weights on deck and hatches should not be exceeded.

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A.2.8 The stability of the ship should at all times be positive and in compliance with the ship's intact stability requirements.

A.2.9 Emergency escape routes should be free and ready for use.

A.2.10 There should be free access to ventilation ducts and valves if required.

A.2.11 Obstructions, such as lashings or securing points, in the access way of escape routes or operational spaces and to safety equipment, fire-fighting equipment or sounding pipes (11) should be avoided. Where they are unavoidable they should be clearly marked .

A.2.12 Instructions on how to calculate the GM of the vessel will be provided in the approved stability manual and these instructions should be followed to determine the GM of the ship. An approximation of the GM may be obtained (when safe to do so) from the rolling period or static list at a late stage of loading. Rolling or static list may be initiated by quick or slow (as appropriate) shifting of cargo with the deck cranes or lowering cargo bundles onto other deck cargo at one side of the ship.

Stowage

A.2.13 The stow of the deck cargo should be as solid, compact and stable as practicable. Slack in the stow should be prevented as such could cause lashings to slacken and/or water to accumulate.

A.2.14 A binding effect should, as far as practicable, be obtained within the stow to enhance the stability of stack structure and to minimize the risk of cargo shifting during the sea voyage.

A.2.15 Stowage of damaged timber packages should not be allowed. Timber packages that have deformed or are found with broken bands should be returned to shore for rectification.

A.2.16 Cargo should not be stowed overhanging the ship's side.

A.2.17 Timber deck cargo which overhangs the outer side of hatch coamings or other structures, should be supported at the outer end by other cargo stowed on deck or railing or equivalent structure of sufficient strength to support it (refer to 2.9.6).

Avoid the risk of sliding in the stow

A.2.18 Ice and snow accretions should be cleared from the hatches and deck cargo before placing further cargo layers in order to obtain a high coefficient of friction in the stow.

A.2.19 Sliding between the layers should if possible be prevented by stowing timber packages of different heights in the same layer or by inserting vertical, sturdy battens between the layers. Transverse tipping of wooden packages could be prevented by overlapping packages in successive tiers so as to create a binding stow (refer to 6.5.7).

Work safety

A.2.20 Personnel involved in the loading process should be equipped with protective clothing, i.e. hardhats, proper footwear, gloves, etc., according to ship's and harbour requirements.

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A 27/Res.1048 Page 45 A.2.21 Personnel working on cargo stowed at heights 2 m and above, within 1 m of an unguarded edge, should if deemed necessary be protected from falls with fall restraint equipment such as a safety harness or other fall restraining devices approved by the Administration. A.2.22 While working on the cargo there should be provisions to attach a safety harness. A.2.23 Safe access should be available to the top of, and across, the cargo stow. A.2.24 Personnel should exercise caution when working or moving on timber packages covered by plastic wrapping or tarpaulins.

A.3 Securing of timber deck cargoes

Basic requirements on the securing

A.3.1 The stevedoring company and the crew should be informed about the requirements on the securing arrangements. A.3.2 Uprights, when used, should be well fastened and protected from falling inwards during loading and discharging operations. A.3.3 If required by this Code and as prescribed in the Cargo Securing Manual, uprights should be connected by hog lashings, running between each pair of uprights on opposing sides of the stow.

Repair or replacement of damaged securing equipment

A.3.4 Only undamaged cargo securing equipment should be used for securing timber deck cargo. A.3.5 Damaged equipment that is beyond repair should be marked as unserviceable and removed from the vessel. A.3.6 If any damage is noted on any of the uprights or their support on deck, coamings or hatches, this should immediately be repaired. A.3.7 If any damage is noted on the fixed lashing equipment this should immediately be repaired. A.3.8 If any damage is noted on the portable lashing equipment this should immediately be repaired or the equipment should be exchanged by new certified equipment.

Tightening of lashings

A.3.9 Threads on turnbuckles should be greased to increase pre-tension in the lashings. A.3.10 All lashings should be thoroughly tightened and all bolts and screws on shackles and turnbuckles should be tightly fastened. A.3.11 Turnbuckles should have sufficient threads remaining to permit lashings to be tightened during the voyage as needed.

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A 27/Res.1048 Page 46 A.3.12 Lashings should be tensioned as specified in this Code and as prescribed in the cargo securing manual. A.3.13 Edge protectors should be used when required according to this code and as prescribed in the ship's Cargo Securing Manual to obtain good pretension in both vertical and horizontal parts of the lashings.

Provision of catwalk

A.3.14 If there is no convenient passage on or below the deck of the ship, a sturdy catwalk with strong railings should be provided above the deck cargo (refer to 2.8.6).

Securing according to the ship's Cargo Securing Manual

A.3.15 The timber deck cargo should be stowed and secured according to this code and as prescribed in the ship's Cargo Securing Manual. A.3.16 Number and strength of uprights and lashing equipment used for the securing of the timber deck cargo should be in accordance with this code and as prescribed in the ship's Cargo Securing Manual.

A.4 Actions to be taken during the voyage

Voyage planning

A.4.1 During voyage planning, all foreseeable risks which could lead to either excessive accelerations causing cargo to shift or sloshing sea causing water absorption and ice aggregation, should be taken under consideration. A.4.2 Before the ship proceeds to sea, the following should be verified:

.1 The ship is upright; .2 The ship has an adequate metacentric height; .3 The ship meets the required stability criteria; and .4 The cargo is properly secured.

A.4.3 Soundings of tanks should be regularly carried out throughout the voyage. A.4.4 The rolling period of the ship should be regularly checked in order to establish that the metacentric height is still within the acceptable range. A.4.5 In cases 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. A.4.6 If deviation from the intended voyage plan is considered during the voyage, a new plan should be made.

Cargo safety inspections during sea voyages

A.4.7 Cargo safety inspections, in accordance with the items below, should be frequently conducted throughout the voyage.

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A 27/Res.1048 Page 47 A.4.8 Prior to any inspections being commenced on deck, the Master should take appropriate actions to reduce the motions of the ship during such operations. A.4.9 Close attention should be given to any movement of the cargo which could compromise the safety of the ship. A.4.10 When safety permits fixed and portable lashing equipment should be visually examined for any abnormal wear and tear or other damages. A.4.11 Since vibrations and working of the ship will cause the cargo to settle and compact, lashing equipment should be retightened to produce the necessary pre-tension, as needed. A.4.12 Uprights should be checked for any damage or deformation. A.4.13 Supports for upright should be undamaged. A.4.14 Corner protections should still be in place. A.4.15 All examinations and adjustments to cargo securing equipment during the voyage should be entered in the ship's logbook.

List during voyage

A.4.16 If a list occurs that cannot be attributed to normal use of consumables the matter should be immediately investigated. This should consider that the cause may be due to one or more of the following:

.1 cargo shift; .2 water ingresses; and .3 an angle of loll (inadequate GM).

A.4.17 Even if no major shift of the deck cargo is apparent, it should be examined whether the deck cargo has shifted slightly or if there has been a shift of cargo below deck. However, prior to entering any closed hold that contains timber the atmosphere should be checked to make sure that the hold atmosphere has not been oxygen depleted by the timber. A.4.18 It should be considered whether the weather conditions are such that sending the crew to release or tighten the lashings on a moving or shifted cargo present a greater hazard than retaining an overhanging load. A.4.19 The possibility of water ingress should be determined by sounding throughout the vessel. In the event that unexplained water is detected, all available pumps, as appropriate, should be used to bring the situation under control. A.4.20 An approximation of the current metacentric height should be determined by timing the rolling period. A.4.21 If the list is corrected by ballasting and deballasting operations, the order in which tanks are filled and emptied should be decided with consideration to the following factors:

.1 when the draft of the vessel increases, water ingress may occur through

openings and ventilation pipes;

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A 27/Res.1048 Page 48 .2 if ballast has been shifted to counteract a cargo shift or water ingress, a far greater list may rapidly develop to the opposite side; .3 if the list is due to the ship lolling, 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; and .4 free surface moments should be kept at a minimum by operating only one tank at a time. A.4.22 As a final resort when all other options have been exhausted if the list is to be corrected by jettisoning deck cargo, the following aspects should be noted:

.1 jettisoning is unlikely to improve the situation entirely as the whole stack

would probably not fall at once;

.2 severe damage may be sustained by the propeller if it is still turning when

the timber is jettisoned;

.3 it will be inherently dangerous to anyone involved in the actual jettison

procedure; and

.4 the position of the jettisoning procedure and estimated navigational hazard

must be immediately reported to coastal authorities. A.4.23 If the whole or partial timber deck load is either jettisoned or accidentally lost (28) overboard, the information on a direct danger to navigation should be communicated by the master by all means at his disposal to the following parties:

.1 ships in the vicinity; and

.2 competent authorities at the first point on the coast with which he can

communicate directly. Such information is to include the following: .3 the kind of danger; .4 the position of the danger when last observed; and .5 the time and date (coordinated universal time) when the danger was last observed.

A.5 Safety during discharge of timber deck cargoes

Cargo securing equipment

A.5.1 The cargo securing equipment should be collected and examined and damaged equipment should be either repaired or scrapped. A.5.2 Uprights, when used, should be well fastened to the deck, hatches or coamings of the vessel and protected from falling inwards during discharging operations.

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Ship's safety

A.5.3 All discharge operations should be planned to immediately cease if a list develops for which there is no satisfactory explanation and it would be imprudent to continue loading. A.5.4 The stability of the ship should, at all times, be positive and in compliance with the vessels intact stability requirements. A.5.5 Emergency escape routes should be free and ready for use.

Work safety

A.5.6 Personnel involved in the discharge process should be dressed with protective clothing, i.e. hardhats, proper footwear, gloves, etc., according to ship's and harbour requirements. A.5.7 While working on the cargo there should be provisions to attach a safety harness. A.5.8 Correct signals should be agreed and used with crane operator(s). A.5.9 Safe access should be available to the top of, and across the cargo stow. A.5.10 All possible actions should be taken to minimize the risk of slipping on the cargo (i.e. when plastic wrapping or tarpaulins are used as covers). A.5.11 Illumination should be used when required during the cargo operation.

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ANNEX B – SAMPLES OF STOWAGE AND SECURING ARRANGEMENTS

B.1 Example calculation – Top-over lashings

In the examples below, the number of lashings required to secure packages of sawn wood on deck as well as the required racking strength in the packages in the bottom layer are calculated for a 16,600 DWT ship.

Example B.1.1 – Top-over lashings on a 16,600 DWT ship

Figure B.1. Midship section of 16,600 DWT ship with packages of sawn wood in two layers

secured with top-over lashings

Ship particulars

Length between perpendiculars, LPP: 134 metres Moulded breadth, BM: 22 metres Service speed: 14.5 knots Metacentric height, GM: 0.70 metres

The deck cargo has the dimensions L u B u H = 80 u 19.7 u 2.4 metres. The total weight of the deck cargo is taken as 1,600 tons. Sliding between the layers is prevented by packages of different heights in the bottom layer.

Dimensioning transverse acceleration

With ship particulars as above and considering a stowage position on deck low, Annex 13 of

2

the CSS Code gives a transverse acceleration of at = 5.3 m/s , using the following basic acceleration and correction factors:

2

at basic = 6.5 m/s = Basic transverse acceleration fR1 = 0.81 = Correction factor for length and speed fR2 = 1.00 = Correction factor for BM/GM

D D I I P V

W W E D V L F 5 5 ˜ ˜ ˜ ˜

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Cargo properties

m = 1,600 ton = Mass of the section to be secured in tons, including absorbed water and possible icing ȝstatic = 0.45 = Coefficient of static friction between the timber deck cargo and the ship's deck/hatch cover H = 2.4 m = Height of deck cargo in metres B = 19.7 m = Width of deck cargo in metres L = 80 m = Length of the deck cargo or section to be secured in metres 2 PW = 192 kN = Wind pressure in kN based on 1 kN per m wind exposed area, see CSS Code, Annex 13 PS = 160 kN = Pressure from unavoidable sea sloshing in kN based 2 on 1 kN per m exposed area, see CSS Code, Annex 13 PTV = 16 kN = Pretension in the vertical part of the lashings in kN

D = 85° = Angle between the horizontal plane and the lashings in

degrees np = 18 pcs = Number of stacks of packages abreast in each row

Number of required top-over lashings

For pure top-over lashing arrangements with no bottom blocking, the friction alone will have to counteract the transverse forces so that the following equilibrium of forces is satisfied:

P J Q 3 7 V L Q P D 3 : 3 6 ˜ ˜ ˜ 9 ˜ D ˜ P V W D W L F t ˜ W

Units denoted with a consider cargo units above the bottom layer only.

Thus the required number of top-over lashings can be calculated as:

P D 3 : 3 6 W P J

˜ ˜ V W D W L F ˜ ˜

Q P S F V t 3 7 V L Q V L Q

9 D

˜ ˜ ˜ ˜

Racking strength

To prevent the packages in the bottom layer from collapsing due to racking, the weight of the cargo stowed on top of the bottom layer should be limited so that the following equilibrium of forces is satisfied:

np ˜L ˜RS t ma ˜ at 0.5g0 PWa PSa

Units denoted with a consider cargo units above the bottom layer only.

Thus the required racking strength can be calculated to 0.33 kN/metre:

ma ˜ at 0.5˜ g0 PWa PSa RS t np ˜ L

800˜ 5.3 0.5˜9.81 96 64

0.33 kN /m 0.034 ton/m 18˜80

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B.2 Example calculation – Bottom blocking and top-over lashings

In the example below, the required strength of the bottom blocking devices are calculated for a deck load of packages of sawn wood. The number of lashings used and the pretension of the lashings have been taken in accordance with sections 6.5.19 and 6.5.20 of this Code.

Example B.2.1 – Bottom blocking and top-over lashings on a 16,600 DWT ship

Figure B.2. Midship section of 16,600 DWT ship with packages of sawn wood in two layers secured with bottom blocking devices and top-over lashings

Ship particulars

Length between perpendiculars, LPP: 134 metres Moulded breadth, BM: 22 metres Service speed: 14.5 knots Metacentric height, GM: 0.70 metres

The deck cargo has the dimensions L u B u H = 80 u 19.7 u 2.4 metres. The total weight of the deck cargo is taken as 1,600 tons. Sliding between the layers is prevented by packages of different heights in the bottom layer.

Dimensioning transverse acceleration

With ship particulars as above and considering a stowage position on deck low, Annex 13 of

2

the CSS Code gives a transverse acceleration of at = 5.3 m/s , using the following basic acceleration and correction factors:

2

at basic = 6.5 m/s = Basic transverse acceleration fR1 = 0.81 = Correction factor for length and speed fR2 = 1.00 = Correction factor for BM/GM

D D I I P V

W W E D V L F 5 5 ˜ ˜ ˜ ˜

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Cargo properties

m = 1,600 ton = Mass of the section to be secured in tons, including absorbed water and possible icing ȝstatic = 0.45 = Coefficient of static friction between the timber deck cargo and the ship's deck/hatch cover H = 2.4 m = Height of deck cargo in metres B = 19.7 m = Width of deck cargo in metres L = 80 m = Length of the deck cargo or section to be secured in metres 2 PW = 192 kN = Wind pressure in kN based on 1 kN per m wind exposed area, see CSS Code, Annex 13 PS = 160 kN = Pressure from unavoidable sea sloshing in kN based 2 on 1 kN per m exposed area, see CSS Code, Annex 13 n = 26 pcs = Number of top-over lashings PTV = 16 kN = Pretension in the vertical part of the lashings in kN D = 85° = Angle between the horizontal plane and the lashings in degrees np = 18 pcs = Number of stacks of packages abreast in each row nb = 26 pcs = Number of bottom blocking devices per side of the deck cargo

Required strength of the bottom blocking

The required strength, MSL, of the bottom blocking devices is given by the following equilibrium:

0 6 / P J Q 3 7 V L Q Q P D 3 : 3 6

9 V W D W L F E W

˜ ˜ ˜ ˜ D ˜P t ˜

0 6 / P D 3 : 3 6 P J Q 3 7 V L Q Q W 9 V W D W L F t ˜ ˜ ˜ ˜ ˜ D ˜P

E

0 6 / V L Q N 1

t ˜ ˜ ˜ ˜ ˜ ˜

B.3 Example calculation – Loop lashings

In the example below, the required strength in loop lashings used for secure packages of sawn wood on deck is calculated.

Example B.3.1 – Loop lashings on a 16,600 DWT ship

Figure B.3. Midship section of 16,600 DWT ship with packages of sawn wood secured with loop lashings

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Ship particulars

Length between perpendiculars, LPP: 134 metres Moulded breadth, BM: 22 metres Service speed: 14.5knots Metacentric height, GM: 0.70metres

The deck cargo has the dimensions L u B u H = 80 u 19.7 u 2.4 metres. The total weight of the deck cargo is taken as 1,600 tons. Sliding between the layers is prevented by packages of different heights in the bottom layer.

Dimensioning transverse acceleration

With vessel particulars as above and considering a stowage position on deck low, Annex 13

2

of the CSS Code gives a transverse acceleration of at = 5.3 m/s , using the following basic acceleration and correction factors:

2

at basic = 6.5 m/s = Basic transverse acceleration fR1 = 0.81 = Correction factor for length and speed fR 2 = 1.00 = Correction factor for BM/GM

D D I I P V

W W E D V L F 5 5 ˜ ˜ ˜ ˜

Cargo properties

m = 1,600 ton = Mass of the section to be secured in tons, including absorbed water and possible icing ȝdynamic = 0.32 = Coefficient of dynamic friction between the timber deck cargo and the ship's deck/hatch cover H = 2.4 m = Height of deck cargo in metres B = 19.7 m = Width of deck cargo in metres L = 80 m = Length of the deck cargo or section to be secured in metres 2 PW = 192 kN = Wind pressure in kN based on 1 kN per m wind exposed area, see CSS Code, Annex 13 PS = 160 kN = Pressure from unavoidable sea sloshing in kN based 2 on 1 kN per m exposed area, see CSS Code, Annex 13

D = 70° = Angle between the horizontal plane and the lashings in

degrees n = 36 pcs = Number of loop lashings pairs LL = 25 m = Length of each lashing in metres PTV = 16 kN = Pretension in the vertical part of the lashings in kN np = 13 pcs = Number of stacks of packages abreast in each row

Number of required loop lashings

The number and strength of the lashings are to be chosen so that the following equilibrium is satisfied:

P J Q & 6 V L Q Q & 6 Q & 6 F R V P D 3 : 3 6 D P G \ Q D P L F D W

˜ ˜ ˜ ˜ ˜ ˜ ˜ t ˜

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If the number of loop lashings pairs is 36 then the required strength in the lashings can be calculated as:

P D J 3 : 3 6 & 6 ˜ W ˜ G \ Q D P L F N 1 P ˜ ˜ t Q V L Q F R V V L Q F R V ˜ D ˜ P G \ Q D P L F D ˜ ˜

The required MSL in the lashings is calculated as:

0 6 / & 6 N 1 W R Q

˜ ˜

Transverse movement of cargo due to elongation in lashings

The transverse movement of the deck cargo due to elongation of the lashings is calculated according to the formula below. If chains are used the elongation factor is set to H = 0.02, and the transverse movement is calculated as:

& 6 3 7 / 9 P / ˜ 0 6 / ˜ ˜ ˜ G H

If web lashings are used the elongation factor is set to H = 0.07, and the transverse movement is calculated as:

& 6 3 7 / 9 P / ˜ 0 6 / ˜ ˜ ˜ G H

In accordance with 6.5.16 the transverse movement of the cargo should not generate a greater heeling angle than 5 degrees. In order to comply with this requirement significantly more and/or stronger lashings than described above have to be used.

Racking strength

To prevent the packages in the bottom layer from collapsing due to racking, the weight of the cargo stowed on top of the bottom layer should be limited so that the following equilibrium of forces is satisfied:

np ˜ L˜ RS n ˜CS ˜ cosD t ma ˜ at 0.5g0 PWa PSa

Units denoted with a consider cargo units above the bottom layer only.

Thus the required racking strength can be calculated as:

ma ˜ at 0.5˜ g0 PWa PSa n˜CS ˜cosD

RS t np ˜ L

800˜ 5.3 0.5˜9.81 96 64 46˜62˜cos70

0 kN /m 13˜80

There is no requirement on the racking strength of the packages, since the calculated value is less than zero.

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B.4 Example Calculation – Uprights for packages of sawn wood

In the example below, the dimensioning moment for uprights supporting packages of sawn wood on deck is calculated for a 16,600 DWT ship.

Example B.4.1 – Uprights on a 16,600 DWT Vessel

Figure B.4. Midship section of ship with timber packages secured with uprights

Ship particulars

Length between perpendiculars, LPP: 134 metres Moulded breadth, BM: 22 metres Service speed: 14.5 knots Metacentric height, GM: 0.7 metres

The deck cargo has the dimensions L u B u H = 80 u 19.7 u 2.4 metres. The total weight of the deck cargo is taken as 1,600 tons.

With ship particulars as above and considering a stowage position on deck low, Annex 13 of

2

the CSS Code gives a transverse acceleration of at = 5.3 m/s , using the following basic acceleration and correction factors:

2

at basic = 6.5 m/s = Basic transverse acceleration fR1 = 0.80 = Correction factor for length and speed fR 2 = 1.00 = Correction factor for BM/GM

D D I I P V

W W E D V L F 5 5 ˜ ˜ ˜ ˜

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Cargo properties

m = 1,600 ton = Mass of the section to be secured in tons, including absorbed water and possible icing ȝinternal = 0.30 = Coefficient of internal friction between the timber packages H = 2.4 m = Height of deck cargo in metres b = 1.1 m = Width of each individual stack of packages np = 18 pcs = Number of stacks of timber packages abreast in each row q = 2 pcs = Number of layers of timber packages RS 3.5 kN/M = Racking Strength per timber package in kN/m N = 36 pcs = Number of uprights supporting the considered section on each side H = 2.4 m = Height above deck at which hoglashings are attached to the uprights in metres K = 1.8 = Factor for considering hog lashings k = 1 if no hog lashings are used k = 1.8 if hog lashings are used

Bending moment in uprights

The design bending moment per upright supporting timber packages is to be taken as the greatest of the three moments given by the following formulas:

P + E I Q S & 0 D J L E H Q G L Q J Q N 1 § W · I (Moment required to prevent tipping)

S ˜¨ ˜ ˜ ¸˜ L ˜ ˜ © ¹

E I where L L Q W H U Q D O ˜ + (f = Factor for considering internal moment) P i

H q 1

CMbending2 ˜m˜ at Pinternal ˜ g0 ˜ (Moment required to prevent sliding)

2˜k ˜ N 2q

H q 1 CMbending3 ˜ m˜at np 4 q 2 ˜ L˜ RS ˜ (Moment required to prevent racking) k ˜ N 2q

With cargo properties and acceleration as given above, the following bending moments are calculated:

I ˜

L ˜

18

2.4 2 1 CMbending2 ˜1600˜ 5.3 0.30˜9.81 ˜ 17.5 kNm 2˜1.8˜36 2˜ 2

2.4 2 1 CMbending3 ˜ 1600˜5.3 18 4 2 2 ˜80˜3.5 ˜ 78.5kNm 1.8˜36 2˜2

The design bending moment, taken as the maximum bending moment calculated by the three formulae above multiplied with the safety factor of 1.35, thus becomes 106 kNm:

Mbending t 1.35˜max CMbending1, CMbending2, CMbending3 1.35˜78.5 106 kNm

Suitable dimensions for uprights

2 With MSL taken as 50% of the MBL for steel with the ultimate strength 360 MPa (N/mm ), the required bending resistance, W, can be calculated as:

6

Mbending 106˜10 3 3 3 W 589˜10 mm 589 cm 50% of 360MPa 180

Thus, uprights made from either HE220A profiles or a cylindrical profile with an outer diameter of 324 mm and a wall thickness of 10.3 mm are suitable (see section B.7).

Strength in hoglashings

The required MSL of each hog lashing is calculated by the following formula:

0

0 6 / E H Q G L Q J t K

˜

In this case, the hoglashings are attached at a height of h = 3.5 m and the required strength is calculated as:

Mbending 106 MSL t 15 kN |1.5ton 2˜h 2˜3.5

B.5 Example Calculation – Uprights for round wood

In the examples below, the dimensioning moments for uprights supporting round wood on deck are calculated for three different ships of varying sizes.

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Example B.5.1 – Uprights for round wood on a 28,400 DWT ship

Figure B.5. Midship section of 28,400 DWT ship with round wood secured with uprights

Ship particulars

Length between perpendiculars, LPP: 160 metres Moulded breadth, BM: 27 metres Service speed: 14 knots Metacentric height, GM: 0.80 metres

The deck cargo has the dimensions L u B u H = 110 u 25.6 u 7 metres and is supported by 42 uprights on each side. The total weight is taken as 10,500 tons.

In addition to the uprights and hog-lashings, the cargo has been secured with top-over lashings applied in accordance with sections 5.4 and 6.5.28 – 6.5.30 .

With ship particulars as above and considering a stowage position on deck low, Annex 13 of

2

the CSS Code gives a transverse acceleration of at = 4.6 m/s , using the following basic acceleration and correction factors:

2

at basic = 6.5 m/s = Basic transverse acceleration fR1 = 0.71 = Correction factor for length and speed fR 2 = 1.00 = Correction factor for BM/GM

D D N N P V

W W E D V L F ˜ ˜ ˜ ˜

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Cargo properties

M = 10,500 ton = Mass of the section to be secured in tons, including absorbed water and possible icing ȝstatic = 0.35 = Coefficient of static friction between the timber deck cargo and the ship's deck/hatch cover H = 7 m = Height of deck cargo in metres B = 25.6 m = Width of deck cargo in metres L = 110 m = Length of the deck cargo or section to be secured in metres 2 PW = 770 kN = Wind pressure in kN based on 1 kN per m wind exposed area, see CSS Code, Annex 13 PS = 220 kN = Pressure from unavoidable sea sloshing in kN based 2 on 1 kN per m exposed area, see CSS Code, Annex 13 N = 42 pcs = Number of uprights supporting the considered section on each side h = 3.7 / m = Height above deck at which hog lashings are attached 6.7 to the uprights in metres nhog = 2 pcs = Number of hog lashings for each upright k = 1.8 = Factor for considering hog lashings; k = 1 if no hog lashings are used k = 1.8 if hog lashings are used

Bending moment in uprights

For ships carrying loose sawn wood and round wood, the design bending moment per upright is calculated as the greater of the two moments given by the following formulas:

2

H CMbending1 0.1˜ ˜m˜ g0 k˜ B˜ N

H

CMbending2 ˜ m˜ at 0.6˜ Pstatic ˜ g0 PW PS

3˜k ˜ N

With cargo properties and acceleration as given above, the following bending moments are calculated:

2

7 CMbending1 0.1˜ ˜10500 ˜9.81 260 kNm 1.8˜ 25.6˜42 7 CMbending2 ˜ 10500˜ 4.6 0.6˜0.35˜9.81 770 220 854 kNm 3˜1.8˜ 42

The design bending moment, taken as the maximum bending moment calculated by the formulae above multiplied with a safety factor of 1.35 and considering the 12% reduction allowed for by the use of properly applied top-over lashings, thus becomes:

Mbending t 88%˜1.35˜max CMbending1,CMbending2 0.88˜1.35˜854 1015kNm

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Suitable dimensions for uprights

2

With MSL taken as 50% of the MBL for steel with the ultimate strength 360 MPa (N/mm ), the required bending resistance, W, can be calculated as:

6

Mbending 1015˜10 3 3 3 W 5639˜10 mm 5639 cm 50% of 360MPa 180

Thus, uprights made from either HE 600 B profiles or a cylindrical profile with an outer diameter of 610 mm and a wall thickness of 24.6 mm are suitable (see section B.7).

Strength in hog lashings

The required MSL of each hog lashing is calculated by the following formula:

0

0 6 / E H Q G L Q J t K Q

˜ ˜ K R J

In this case, the hog lashings are attached at the heights 3.7 and 6.7 metres (mean height=5.2) and the required strength is calculated as:

Mbending 1015 MSL t 49 kN | 4.9 ton 2˜ h˜nhog 2˜5.2˜2

Example B.5.2 – Uprights for round wood on a 16 600 DWT ship

Figure B.6. Midship section of 16 600 DWT ship with round wood secured with uprights

Ship particulars

Length between perpendiculars, LPP: 134 metres Moulded breadth, BM: 22 metres Service speed: 14.5 knots Metacentric height, GM: 0.70 metres

The deck cargo has the dimensions L u B u H = 80 u 19.7 u 3.7 metres and is supported by 30 uprights on each side. The weight of the cargo is taken as 3,000 tons.

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With ship particulars as above and considering a stowage position on deck low, Annex 13 of

2

the CSS Code gives a transverse acceleration of at = 5.3 m/s , using the following basic acceleration and correction factors:

2

at basic = 6.5 m/s = Basic transverse acceleration fR1 = 0.81 = Correction factor for length and speed fR 2 = 1.00 = Correction factor for BM/GM

D D N N P V

W W E D V L F ˜ ˜ ˜ ˜

Cargo properties

M = 3,000 ton = Mass of the section to be secured in tons, including absorbed water and possible icing ȝstatic = 0.35 = Coefficient of static friction between the timber deck cargo and the ship's deck/hatch cover H = 3.7 m = Height of deck cargo in metres B = 19.7 m = Width of deck cargo in metres L = 80 m = Length of the deck cargo or section to be secured in metres 2 PW = 296 kN = Wind pressure in kN based on 1 kN per m wind exposed area, see CSS Code, Annex 13 PS = 160 kN = Pressure from unavoidable sea sloshing in kN based 2 on 1 kN per m exposed area, see CSS Code, Annex 13 N = 30 pcs = Number of uprights supporting on each side h = 3.7 m = Height above deck at which hog lashings are attached to the uprights in metres nhog = 1 pcs = Number of hog lashings for each uprights k = 1.8 = Factor for considering hog lashings; k = 1 if no hog lashings are used k = 1.8 if hog lashings are used

Bending moment in uprights

For ships carrying loose sawn wood and round timber, the design bending moment per upright is calculated as the greater of the two moments given by the following formulas:

2

H CMbending1 0.1˜ ˜m˜ g0 k ˜ B˜ N

H

CMbending2 ˜ m˜ at 0.6˜Pstatic ˜ g0 PW PS

3˜k ˜ N

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With cargo properties and acceleration as given above, the following bending moments are calculated:

2

3.7 CMbending1 0.1˜ ˜3000˜9.81 68 kNm 19.7˜30

3.7 CMbending2 ˜ 3000˜ 5.3 0.6˜0.35˜9.81 296 160 209 kNm 3˜ 2˜30

The design bending moment, taken as the maximum bending moment calculated by the formulae above multiplied with a safety factor of 1.35, thus becomes 282 kNm:

Mbending t1.35˜max CMbending1, CMbending2 1.35˜ 209 282 kNm

Suitable dimensions for uprights

2 With MSL taken as 50% of the MBL for steel with the ultimate strength 360 MPa (N/mm ), the required bending resistance, W, can be calculated as:

6

Mbending 282˜10 3 3 3 W 1568˜10 mm 1568 cm 50% of 360MPa 180

Thus, uprights made from either HE320B profiles or a cylindrical profile with an outer diameter of 406 mm and a wall thickness of 16.7 mm are suitable (see section B.7).

Strength in hog lashings

The required MSL of each hog lashing is calculated by the following formula:

0

0 6 / E H Q G L Q J t K Q

˜ ˜ K R J

In this case, the hog lashings are attached at a height of 3.7 metres and the required strength is calculated as:

Mbending 282 MSL t 38 kN | 3.9ton 2˜ h˜ nhog 2˜3.7˜1

Example B.5.3 – Uprights for round wood on a 6,000 DWT ship on the Baltic Sea

Figure B.7. Midship section of 6,000 DWT ship with round wood secured with uprights

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Ship particulars

Length between perpendiculars, LPP: 101 metres Moulded breadth, BM: 17.5 metres Service speed: 13 knots Metacentric height, GM: 0.50 metres

The deck cargo has the dimensions L u B u H = 65 u 14.5 u 3.1 metres and is supported by 25 uprights on each side. The weight of the cargo is taken as 1,500 tons.

With ship particulars as above and considering a stowage position on deck low, Annex 13 of the CSS Code gives the following basic transverse acceleration and correction factors:

2

at basic = 6.5 m/s = Basic transverse acceleration fR1 = 0.93 = Correction factor for length and speed fR 2 = 1.00 = Correction factor for BM/GM

The ship is trading in the Baltic Sea where the maximum expected significant wave height on a 20-year basis can be taken as 8.5 metres. Thus, the reduction factor for operation in restricted waters is taken as:

+ I 0

5

D D I I I P V

W W E D V L F 5 5 5 ˜ ˜ ˜ ˜ ˜ ˜

Cargo properties

M = 1,500 ton = Mass of the section to be secured in tons, including absorbed water and possible icing ȝstatic = 0.35 = Coefficient of static friction between the timber deck cargo and the ship's deck/hatch cover H = 3.1 m = Height of deck cargo in metres B = 14.5 m = Width of deck cargo in metres L = 65 m = Length of the deck cargo or section to be secured in metres 2 PW = 202 kN = Wind pressure in kN based on 1 kN per m wind exposed area, see CSS Code, Annex 13 PS = 130 kN = Pressure from unavoidable sea sloshing in kN based 2 on 1 kN per m exposed area, see CSS Code, Annex 13 N = 25 pcs = Number of uprights supporting the considered section on each side h = 3.1 m = Height above deck at which hog lashings are attached to the uprights in metres nhog = 1 pcs = Number of hog lashings for each uprights k = 1.8 = Factor for considering hog lashings; k = 1 if no hog lashings are used k = 1.8 if hog lashings are used

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Bending moment in uprights

For ships carrying loose sawn wood and round timber, the design bending moment per upright is calculated as the greater of the two moments given by the following formulas:

2

H

CMbending1 0.1˜ ˜m˜ g0 k ˜B ˜ N

H

CMbending2 ˜ m˜ at 0.6˜Pstatic ˜ g0 PW PS

3˜k ˜ N

With cargo properties and acceleration as given above, the following bending moments are calculated:

2 3.1 CMbending1 0.1˜ ˜1500˜9.81 39 kNm 14.5˜25

3.1 CMbending2 ˜ 1500 ˜ 4.6 0.6˜0.35˜9.81 202 130 95 kNm 3˜1.8˜ 25

The design bending moment, taken as the maximum bending moment calculated by the formulae above multiplied with a safety factor of 1.35, thus becomes 128 kNm:

Mbending t 1.35˜max CMbending1, CMbending2 1.35˜95 128 kNm

Suitable dimensions for uprights

2 With MSL taken as 50% of the MBL for steel with the ultimate strength 360 MPa (N/mm ), the required bending resistance, W, can be calculated as:

6 Mbending 128˜10 3 3 3 W 713˜10 mm 713 cm 50% of 360MPa 180

Thus, uprights made from either HE220 B profiles or a cylindrical profile with an outer diameter of 324 mm and a wall thickness of 10 mm are suitable (see section B.7).

Strength in hog lashings

The required MSL of each hog lashing is calculated by the following formula: 0 0 6 / E H Q G L Q J t K Q ˜ ˜ K R J

In this case, the hog lashings are attached at a height of 3.7 m and the required strength is calculated as:

Mbending 128 MSL t 20.6 kN | 2.1ton 2˜h˜nhog 2˜3.1˜1

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B.6 Example calculation – frictional securing of transversely stowed round wood

Example B.6.1 – Frictional securing of round wood on a 6,000 DWT ship

Figure B.8. Midship section of 6,000 DWT ship frictional secured wood secured

Ship particulars

Length between perpendiculars, LPP: 101 metres Moulded breadth, BM: 17.5 metres Service speed: 13 knots Metacentric height, GM: 0.50 metres

The deck cargo has the dimensions L u B u H = 65 u 14.5 u 3.1 metres. The weight of the cargo is taken as 1,500 tons.

Cargo properties

M = 1,500 ton = Mass of the section to be secured in tons, including absorbed water and possible icing ȝstatic = 0.35 = Coefficient of static friction between the timber deck cargo and the ship's deck/hatch cover H = 3.1 m = Height of deck cargo in metres B = 14.5 m = Width of deck cargo in metres L = 65 m = Length of the deck cargo or section to be considered in metres 2 PW = 202 kN = Wind pressure in kN based on 1 kN per m wind exposed area, see CSS Code, Annex 13 PS = 130 kN = Pressure from unavoidable sea sloshing in kN based 2 on 1 kN per m exposed area, see CSS Code, Annex 13

Transverse acceleration

With a static friction of 0.35 between the layers of wood and between the wood and the hatch cover the maximum acceptable transverse acceleration can be calculated by satisfying the following equilibrium:

P J P D 3 : 3 6

V W D W L F W

˜ ˜ P t ˜

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2 In this case transverse acceleration cannot exceed 3.2 m/s as shown below:

P J 3 : 3 6 D V W D W L F W ˜ ˜ P d P

D ˜ ˜ P V

W d

With vessel particulars as above and considering a stowage position on deck low, Annex 13 of the CSS Code gives the following basic acceleration and correction factors:

2

at basic = 6.5 m/s = Basic transverse acceleration fR1 = 0.93 = Correction factor for length and speed fR2 = 1.00 = Correction factor for BM/GM

The maximum allowed significant wave height with this stowage arrangement is calculated to 2.9 m according to the following:

D D I I I

W W E D V L F 5 5 5 ˜ ˜ ˜

D I W P V

5 D I I

W E D V L F 5 5 ˜ ˜ ˜ ˜

+ I 0

5

+ I P

0 5 ˜ ˜

B.7 Maximum bending resistance in common profiles for uprights

HE-A beams

Size H B Tl Tf Maximum bending resistance

3 [mm] [mm] [mm] [mm] Wx[cm ] HE 220 A 210 220 7 11 515 HE 240 A 230 240 7.5 12 675 HE 260 A 250 260 7.5 12.5 836 HE 280 A 270 280 8 13 1010 HE 300 A 290 300 8.5 14 1260 HE 320 A 310 300 9 15.5 1480 HE 340 A 330 300 9.5 16.5 1680 HE 360 A 350 300 10 17.5 1890 HE 400 A 390 300 11 19 2310 HE 450 A 440 300 11.5 21 2900 HE 500 A 490 300 12 23 3550 HE 550 A 540 300 12.5 24 4150 HE 600 A 590 300 13 25 4790 HE 650 A 640 300 13.5 27 5470

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HE-B beams

Size H B Tl Tf Maximum bending resistance, Wx

3 [mm] [mm] [mm] [mm] [cm ] HE 220 B 210 220 9.5 16 736 HE 240 B 230 240 10 17 938 HE 260 B 250 260 10 17.5 1150 HE 280 B 270 280 10.5 18 1380 HE 300 B 290 300 11 19 1680 HE 320 B 310 300 11.5 20.5 1930 HE 340 B 330 300 12 21.5 2160 HE 360 B 350 300 12.5 22.5 2400 HE 400 B 390 300 13.5 24 2880 HE 450 B 440 300 14 26 3550 HE 500 B 490 300 14.5 28 4290 HE 550 B 540 300 15 29 4970 HE 600 B 590 300 15.5 30 5700 HE 650 B 640 300 16 31 6480

Pipes

Size Schedule Outer diameter Wall thickness Bending resistance, W

3 [mm] [mm] [cm ] 8" 40 219.1 8.2 276 60 219.1 10.3 337 80 219.1 12.7 402 12" 40 323.9 10.3 772 60 323.9 14.3 1029 80 323.9 17.5 1223 16" 40 406.4 12.7 1499 60 406.4 16.7 1910 80 406.4 21.4 2371 18" 40 457.2 14.3 2132 60 457.2 19.1 2758 80 457.2 23.8 3342 20" 40 508.0 15.1 2797 60 508.0 20.6 3697 80 508.0 26.2 4542 100 508.0 32.5 5433 24" 40 610.0 17.5 4686 60 610.0 24.6 6368 80 610.0 31.0 7761

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ANNEX C

INSTRUCTION TO A MASTER ON CALCULATION OF MASS CHANGE OF A TIMBER DECK CARGO DUE TO WATER ABSORPTION

C.1 Mass increase due to water absorption for a timber deck cargo in protective packaging or covered by a protective awning or timber that has been immersed in water until loaded on board should not be taken into account in the ship's stability calculation for arrival at the port of destination. C.2 Calculation of mass change P of a timber deck cargo should be done by the formula:

3 7 3 G S O G G D \

˜ where: Ɍpl – planned duration of the voyage, days;

GPday, % – wood mass change per day, to be chosen from table C.1

C.3 Corresponding line in table C.1 should be chosen by means of comparison of the forthcoming voyage with the timber cargo transportation lines specified in the leftmost column "Line".

C.4 With calculation value being GP d 2%, water absorption of a timber deck cargo

should not be taken into account in the ship's stability calculations as it is commensurable with initial calculation data determination errors.

C.5 With calculation value being GP t 10%, water absorption of a timber deck cargo GP = 10% should be taken into account.

Table C.1. Daily wood mass change

Deck cargo mass change per day, GPday, %

Line

Sawn wood Round wood cargo

Vladivostok – ports of Japan 1.00 0.14 Ports of Malaysia – ports of Japan 0.73 0.10 Ports of Canada, USA – ports of Japan 1.00 0.14 Saint-Petersburg – London 0.83 0.11 Arkhangelsk – Manchester 1.16 0.15 Australasia – North Asia - -0.10

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ANNEX D

REFERENCES

(1) SOLAS – Chapter VI, regulation 5, paragraph 1 (2) ISM Code – Part A, paragraph 1.1.2 (3) IMDG Code – Part 1, chapter 1.2, paragraph 1.2.1 (Definitions) (4) SOLAS – Chapter VI, regulation 2 (Cargo information) (5) ISM Code – Part A, paragraph 7 (6) Load Lines, 1966 – Annex I, chapter II, regulation 16 (7) SOLAS – Chapter II-1, part B-1, regulation 5-1 (Stability information) (8) 2008 IS Code – Part A, section 3.3 (Cargo ships carrying timber deck cargoes) (9) 2008 IS Code – Part B, section 3.6 (Stability booklet) (10) 2008 IS Code – Part B, section 3.7 (Operational measures for ships carrying timber deck cargoes) (11) 2008 IS Code – Part B, paragraph 3.7.5 (12) MEPC.127(53) – Development of Ballast Water Management Plans (13) Load Lines Convention, 1966 – Annex I, chapter IV, regulation 44 (Stowage) (14) Load Lines Convention, 1966 – Annex I, chapter IV, regulation 45 (Computation for freeboard) (15) SOLAS – Chapter V, regulation 22 (Navigational bridge visibility) (16) ISM Code – Part A, paragraph 6.6 (17) ILO Convention No.152 – Convention Concerning Occupational Safety and Health in Dock Work (18) Load Lines Convention, 1966 – Annex I, chapter II, regulation 25 (Protection of the crew) (19) Load Lines Convention, 1966 – Annex I, chapter IV, regulation 44 (Stowage) (20) CSS Code – Annex 13, section 4 (Strength of securing equipment) (21) ISM Code – Part A, paragraph 7 (22) STCW Code – Section A, chapter VIII/2, part 2 (Voyage planning)

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A 27/Res.1048 Page 71 (23) SOLAS – Chapter V, regulation 34 (Safe navigation) (24) CSS Code – Chapter 6 (Actions which may be taken in heavy weather) (25) MCS/Circ.1228 – Revised guidance to the master for avoiding dangerous situations in adverse weather and sea conditions (26) SOLAS – Chapter VI, regulation 5, paragraph 2 (27) MSC.1/Circ.1353 – Revised Guidelines for the preparation of the Cargo Securing Manual (28) SOLAS – Chapter V, regulation 31 (Danger messages) (29) ILO Convention No.27 – Marking of weight (packages transported by vessels) Convention, 1929. ___________

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E

ASSEMBLY A 27/Res.1048/Corr.1 27th session 27 January 2012 Agenda item 9 ENGLISH AND FRENCH ONLY

Resolution A.1048(27)

Adopted on 30 November 2011 (Agenda item 9)

CODE OF SAFE PRACTICE FOR SHIPS CARRYING TIMBER DECK CARGOES, 2011 (2011 TDC CODE)

Corrigendum

CHAPTER 1 – GENERAL

1.2 Application

1 In paragraph 1.2.1, in the second sentence, the words "[to be decided]" are replaced with the words "30 November 2011". ______________

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4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210

MSC.1/Circ.1624 7 December 2020

AMENDMENTS TO THE CODE OF SAFE PRACTICE FOR SHIPS CARRYING TIMBER DECK CARGOES, 2011 (2011 TDC CODE)

1 The Assembly, at its twenty-seventh session (November 2011), adopted, by resolution A.1048(27), the Code of Safe Practice for Ships Carrying Timber Deck Cargoes, 2011 (2011 TDC Code).

2 The Maritime Safety Committee, at its 102nd session (4 to 11 November 2020), approved amendments to the Code Of Safe Practice for Ships Carrying Timber Deck Cargoes, 2011 (2011 TDC Code), as prepared by the Sub-Committee on Carriage of Cargoes and Containers, at its sixth session (9 to 13 September 2019), as set out in the annex.

3 Member States are invited to bring the amendments to the attention of shipowners, ship operators, shipmasters and crews, and all parties concerned.

***

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MSC.1/Circ.1624 Annex, page 1 ANNEX Part B Design of cargo securing arrangements Chapter 6 Alternative design principles 6.2 Accelerations and forces acting on the cargo 1 Paragraph 6.2.1 is replaced by the following: "The cargo securing arrangement should be designed for accelerations, as well as forces by wind and sea, calculated in accordance with annex 13 of the CSS Code." 2 Paragraphs 6.2.2 up to and including 6.2.5 are deleted. Annex B Samples of stowage and securing arrangements B.5 Example calculation Uprights for round wood Example B.5.3 Uprights for round wood on a 6,000 DWT ship on the Baltic Sea 3 The text under figure B.7 is replaced by the following: "The ship is trading in the Baltic Sea with a weather forecast predicting a significant wave height up to 5.5 meters. Thus, the reduction factor for operation in restricted waters is taken as: fR = 1 (Hs 13)² / 240 = 1 (5.5 13)² / 240 = 0.76" B.6 Example calculation Frictional securing of transversely stowed round wood Example B.6.1 Frictional securing of round wood on a 6,000 DWT ship 4 The last paragraph under figure B.8 is replaced by the following: "The maximum allowed significant wave height HS with this stowage arrangement is calculated as 2.4 m according to the following:

2 fR = 1 (HS 13) / 240 "

___________

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4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210

Ref. T1/1.02 MSC.1/Circ.1354 30 June 2010

AMENDMENTS TO THE ELEMENTS TO BE TAKEN INTO ACCOUNT WHEN CONSIDERING THE SAFE STOWAGE AND SECURING OF CARGO UNITS AND VEHICLES IN SHIPS (RESOLUTION A.533(13))

1 The Maritime Safety Committee, at its eighty-seventh session (12 to 21 May 2010), having considered the proposal by the Sub-Committee on Dangerous Goods, Solid Cargoes and Containers, at its fourteenth session (21 to 25 September 2009), approved amendments to the Elements to be taken into account when considering the safe stowage and securing of cargo units and vehicles in ships (resolution A.533(13)), set out in the annex.

2 Member Governments are invited to apply the annexed amendments to the Elements (resolution A.533(13)) and bring them to the attention of shipowners, ship operators, shipmasters and crews and all other parties concerned.

3 Member Governments are invited to bring these amendments to the attention of all parties concerned, with the aim of applying them in a consistent manner, and to implement them for containerships, the keels of which were laid or which are at a similar stage of construction on or after 1 January 2015.

***

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MSC.1/Circ.1354 Annex, page 1

ANNEX

AMENDMENTS TO THE ELEMENTS TO BE TAKEN INTO ACCOUNT WHEN CONSIDERING THE SAFE STOWAGE AND SECURING OF CARGO UNITS AND VEHICLES IN SHIPS (RESOLUTION A.533(13))

2 General elements

1 A new subparagraph .3 is added to paragraph 2.1 as follows: ".3 safe access and safe places of work are provided for persons engaged in work connected with cargo stowage and securing."

3 Elements to be considered by the shipowner and shipbuilder

2 A new subparagraph .9 is added to paragraph 3.1 as follows: ".9 safe access, safe place of work, illumination and working conditions for persons engaged in work connected with cargo stowage and securing." 3 A new paragraph 3.4 is added as follows: "3.4 Ships which are specifically designed and fitted for the purpose of carrying containers should be provided with a Cargo Safe Access Plan (CSAP) in order to demonstrate that personnel will have safe access for container securing operations."

4 Elements to be considered by the master

4 A new subparagraph .6 is added to paragraph 4.1 as follows: ".6 where applicable, safe access to be provided in accordance with the CSAP and maintained throughout cargo operations."

5 Elements to be considered by the shipper, forward agents, road hauliers and stevedores (and, where appropriate, by the port authorities)

5 A new subparagraph .5 is added to paragraph 5.1 as follows: ".5 the CSAP, when applicable, and the lashing plan as required for by the CSM should be provided to the terminal operator in adequate time prior to the arrival of the ships." ___________

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Bilaga 9. Beräkning av lastsäkring för sjötransport av gods i eller på lastbärare

Allmänt

Dimensionering av lastsäkring visas i denna bilaga för de fem vanligast förekommande lastsäkringsmetoderna. Kombinationer av metoderna kan vara nödvändigt i vissa situationer och för vissa laster. Accelerationsfaktorerna enligt Tabell 3, med stöd av Tabell 2, påverkar lasten med krafter och moment som medför att lasten kan glida eller tippa. Med lämpligt vald lastsäkringsmetod i Tabell 1 bör lastförskjutning kunna förhindras. Friktionskoefficienten mellan last och lastens underlag ingår i beräkningarna för förhindrande av glidning. Friktionsfaktorerna för ett antal olika materialkombinationer framgår av Tabell 4. För lastsäkringsmetoderna Loopsurrning, Grimma och Rak surrning, som medger viss rörelse är kännedom om MSL för surrningsutrustningen viktig. I avsnittet Säkerhetsfaktorer och Tabell 5 framgår relationen mellan MBL och MSL. Begreppen ”sidled” och ”längdled” i denna bilaga refererar till att lastbäraren är stuvad i fartygets längdriktning.

Definitioner

b [m] = godsets tyngdpunkt i sidled från godsets tippunkt cx [-] = accelerationsfaktor i längdled cy [-] = accelerationsfaktor i sidled cz [-] = accelerationsfaktor vertikalt d [m] = godsets tyngdpunkt i höjdled från godsets tippunkt Fb [kN] = förstängningskraft (t.ex. 300 daN = 3 kN) FT [kN] = förspänning i surrningsutrustningen

2 2

g [m/s ] = 9,81 m/s (jordaccelerationen) H [m] = godsets höjd k [-] = k-faktor (= 1,8) L [m] = godsets längd l [m] = godsets tyngdpunkt i längdled från godsets tippunkt m [ton] = lastenhetens massa; hela den lastsäkrade sektionen MSL [kN] = Säker belastning (märkning, Maximum Securing Load) N [-] = antalet rader i sidled, vid beräkning av tippning i sidled n [-] = antal surrningar som motverkar rörelser i aktuell riktning p [m] = avstånd i längdled från godsets tippunkt och surrnings-

fästet på godset

q [m] = avstånd i sidled från godsets tippunkt och surrningsfästet

på godset

s [m] = avstånd i höjdled från godsets tippunkt och surrnings-

fästet på godset

w [m] = lastradens bredd

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α [°] = vinkel mellan surrningsutrustning och underlaget, mindre

än 90°

β [°] = vinkel mellan surrningsutrustning och lastbärarens längd-

axel, mindre än 90°

μ [-] = friktionsfaktor (=0,925*μstatisk) μd [-] = dynamisk friktionsfaktor (=0,75*µ) μi [-] = inre friktionsfaktor (= 0,25) μstatisk [-] = statisk friktionskoefficient

Överfallssurrning

Loopsurrningspar

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Grimma

Rak surrning

Dimensionering av lastsäkring

I Tabell 1 hänvisas till uttryck, Nr 1–12, för beräkning av faktorn m för respektive lastsäkringsmetod. Faktorn m anger vilken massa lastenheten får ha för att inte glida eller tippa. Faktorn m har lösts ut ur jämviktsberäkningar för respektive lastsäkringsmetod där krafter och moment som påverkar lasten är ställda mot krafter och moment som förhindrar glidning och tippning. Notera att om m < 0 föreligger ingen risk för glidning eller tippning. De lastsäkringsmetoder som inte anses medge någon rörelse av godset är: – förstängning – överfallssurrning

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De lastsäkringsmetoder som medger viss rörelse av godset är: – loopsurrning – grimma – rak surrning.

Tabell 1. Lastsäkringsmetoder och beräkning av m.

Glidning Tippning

Lastsäkringsmetod Sidled Längdled Sidled Längdled Förstängning Nr. 1 Nr. 1 Överfallssurrning Nr. 2 Nr. 2 Nr. 3 Nr. 4 Loopsurrningspar Nr. 5 Nr. 6 Grimma Nr. 7 Nr. 8 Rak surrning Nr. 9 Nr. 10 Nr. 11 Nr. 12

𝐹𝐹𝑏𝑏

Nr. 1 𝑚𝑚 =

𝑔𝑔∙(𝑐𝑐𝑥𝑥,𝑦𝑦−𝜇𝜇∙𝑐𝑐𝑧𝑧)

𝑘𝑘∙𝜇𝜇∙𝑛𝑛∙𝐹𝐹𝑇𝑇∙sin(𝛼𝛼)

Nr. 2 𝑚𝑚 =

𝑔𝑔∙(𝑐𝑐𝑥𝑥,𝑦𝑦−𝜇𝜇∙𝑐𝑐𝑧𝑧)

𝑘𝑘∙𝑛𝑛∙𝐹𝐹𝑇𝑇∙𝑤𝑤∙(sin(α)+𝜇𝜇𝑖𝑖∙(𝑁𝑁−1))

Nr. 3 𝑚𝑚 =

2∙𝑔𝑔∙(𝑐𝑐𝑦𝑦∙𝑑𝑑−𝑐𝑐𝑧𝑧∙𝑏𝑏)

𝑘𝑘∙𝑛𝑛∙𝐹𝐹𝑇𝑇∙𝐿𝐿∙sin(𝛼𝛼)

Nr. 4 𝑚𝑚 =

2∙𝑔𝑔∙(𝑐𝑐𝑥𝑥∙𝑑𝑑−𝑐𝑐𝑧𝑧∙𝑙𝑙)

𝑛𝑛∙𝑀𝑀𝑀𝑀𝐿𝐿∙(𝜇𝜇𝑑𝑑∙sin(𝛼𝛼)+1+cos(𝛼𝛼))

Nr. 5 𝑚𝑚 =

𝑔𝑔∙(𝑐𝑐𝑦𝑦−𝜇𝜇𝑑𝑑∙𝑐𝑐𝑧𝑧)

𝑛𝑛∙𝑀𝑀𝑀𝑀𝐿𝐿∙(cos(𝛼𝛼)∙𝐻𝐻+ sin(𝛼𝛼)∙𝑤𝑤+𝜇𝜇𝑖𝑖∙(𝑁𝑁+1)∙𝑤𝑤)

Nr. 6 𝑚𝑚 =

2∙𝑔𝑔∙(𝑐𝑐𝑦𝑦∙𝑑𝑑−𝑐𝑐𝑧𝑧∙𝑏𝑏)

2∙𝑛𝑛∙𝑀𝑀𝑀𝑀𝐿𝐿∙(𝜇𝜇𝑑𝑑∙sin(𝛼𝛼)+cos(𝛼𝛼)∙cos(𝛽𝛽))

Nr. 7 𝑚𝑚 =

𝑔𝑔∙(𝑐𝑐𝑥𝑥−𝜇𝜇𝑑𝑑∙𝑐𝑐𝑧𝑧)

2∙𝑛𝑛∙𝑀𝑀𝑀𝑀𝐿𝐿∙cos(𝛼𝛼)∙cos(𝛽𝛽)∙𝑠𝑠

Nr. 8 𝑚𝑚 =

𝑔𝑔∙(𝑐𝑐𝑥𝑥∙𝑑𝑑−𝑐𝑐𝑧𝑧∙𝑙𝑙)

𝑛𝑛∙𝑀𝑀𝑀𝑀𝐿𝐿∙(cos(𝛼𝛼)∙sin(𝛽𝛽)+𝜇𝜇𝑑𝑑∙sin(𝛼𝛼))

Nr. 9 𝑚𝑚 =

𝑔𝑔∙(𝑐𝑐𝑦𝑦−𝜇𝜇𝑑𝑑∙𝑐𝑐𝑧𝑧)

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𝑛𝑛∙𝑀𝑀𝑀𝑀𝐿𝐿∙(cos(𝛼𝛼)∙cos(𝛽𝛽)+𝜇𝜇𝑑𝑑∙sin(𝛼𝛼))

Nr. 10 𝑚𝑚 =

𝑔𝑔∙(𝑐𝑐𝑥𝑥−𝜇𝜇𝑑𝑑∙𝑐𝑐𝑧𝑧) 𝑛𝑛∙𝑀𝑀𝑀𝑀𝐿𝐿∙(q∙sin(𝛼𝛼)+𝑠𝑠∙ cos(𝛼𝛼)∙sin(𝛽𝛽))

Nr.11 𝑚𝑚 =

𝑔𝑔∙(𝑐𝑐𝑦𝑦∙𝑑𝑑−𝑐𝑐𝑧𝑧∙𝑏𝑏)

𝑛𝑛∙𝑀𝑀𝑀𝑀𝐿𝐿∙(p∙sin(𝛼𝛼)+𝑠𝑠∙ cos(𝛼𝛼)∙cos(𝛽𝛽))

Nr. 12 𝑚𝑚 =

𝑔𝑔∙(𝑐𝑐𝑥𝑥∙𝑑𝑑−𝑐𝑐𝑧𝑧∙𝑙𝑙)

Accelerationsfaktor

Tabell 2. Sjöområden. CTU-koden kap 5, 5.5. Dessa farvatten kan omfatta samtliga fartområden enligt 1 kap 3 § fartygssäkerhetsförordningen (2003:438).

A B C

Hs ≤ 8 m 8 m < Hs ≤ 12 m 12 m < Hs ≤ 19,6 m Östersjön inkl Kattegatt Nordsjön Oinskränkt fart Medelhavet Skagerak Svarta havet Engelska kanalen Röda havet Japanska sjön Persiska viken Okhotska sjön

Resa i kustfarvatten eller Resa i kustfarvatten eller inomskärs i följande inomskärs i följande

områden: områden: Centralatlanten (mellan Syd-centrala Atlanten 30̊ N och 35̊ S) (mellan 35̊ S och 40̊ S) Centrala Indiska oceanen Syd-centrala Indiska (ner till 35̊ S) oceanen (mellan 35̊ S och 40̊ S) Centrala Stilla havet Syd-centrala Stilla havet (mellan 30̊ N och 35̊ S) (mellan 35̊ S och 45̊ S)

2

Tabell 3. Accelerationsfaktorer (faktorer för g; ex 0,7·g = 0,7·9,81 m/s ) vid Sjötransport. CTU-koden kap 5, 5.3.

Kraftriktning: Sidled Längdled

sidled (cy) samtidigt längdled (cx) samtidigt vertikalt vertikalt nedåt (cz) nedåt (cz)

Sjöområde

A 0,5 1,0 0,3 0,5 B 0,7 1,0 0,3 0,3 C 0,8 1,0 0,4 0,2

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Friktionsfaktor

Tabell 4 nedan anger riktvärden på friktionsfaktorer (μ) för rena, torra eller våta ytor, fria från frost, is och snö. • Då friktion för aktuell materialkombination inte finns upptagen i Tabell 4, eller om den inte på annat sätt kan styrkas, ska en friktionsfaktor på maximalt 0,3 användas. • Friktionsfaktorn μ i Tabell 4 är beräknad som 92,5 % av den statiska friktionskoefficienten, d.v.s. μ=0,925*μstatisk, och används vid dimensionering av lastsäkringsmetoder som inte anses medge någon rörelse av godset. • Då viss rörelse av godset kan förväntas för vald lastsäkringsmetod sätts friktionsfaktorn för glidfriktion till 75 % av μ, d.v.s. 0,75*μ = 0,75*0,925*μstatisk. • Då kontaktytorna inte är rensopade är maximalt tillåten friktionsfaktor 0,3 om inte tabellen anger lägre värde, som då istället ska användas. • Om kontaktytorna inte är fria från frost, is och snö kan den statiska friktionsfaktorn sättas till 0,2 om inte tabellen visar ett lägre värde. • För oljiga och infettade ytor eller vid användning av glidark sätts friktionsfaktorn till 0,1.

Tabell 4. Friktionsfaktorer. CTU-koden Annex 7 Appendix 2.

Materialkombination i Friktionsfaktor Friktionsfaktor kontaktytan Torr Våt μ μ

Sågat trä/träpall

Sågat trä mot plyfa/plywood/trä 0,45 0,45 Sågat trä mot räfflad aluminium 0,4 0,4 Sågat trä mot stålplåt 0,3 0,3 Sågat trä mot krympfilm 0,3 0,3

Hyvlat trä

Hyvlat trä mot 0,3 0,3 plyfa/plywood/trä Hyvlat trä mot räfflad 0,25 0,25 aluminium Hyvlat trä mot rostfri stålplåt 0,2 0,2

Plastpall

Plastpall mot plyfa/plywood/trä 0,2 0,2 Plastpall mot räfflad aluminium 0,15 0,15 Plastpall mot rostfri stålplåt 0,15 0,15

Kartong (obehandlad)

Kartong mot kartong 0,5 –

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Bilaga 9

Materialkombination i Friktionsfaktor Friktionsfaktor kontaktytan Torr Våt μ μ

Kartong mot träpall 0,5 –

Storsäck

Storsäck mot träpall 0,4 –

Stål och plåt

Omålad grovplåt mot omålad 0,4 – grovplåt Målad grovplåt mot målad 0,3 – grovplåt Målad slät plåt mot målad slät 0,2 ̶ plåt Omålad slät plåt mot omålad 0,2 ̶ slät plåt

Stålhäck

Stålhäck mot plyfa/plywood/trä 0,45 0,45 Stålhäck mot räfflad aluminium 0,3 0,3 Stålhäck mot rostfri stålplåt 0,2 0,2

Betong

Grov betongyta mot sågat trä 0,7 0,7 Slät betongyta mot sågat trä 0,55 0,55

Friktionsmatta

Gummi mot andra material med 0,6 0,6 rena kontaktytor Material annat än gummi mot andra material Enligt intyg eller fastställt genom praktiska prov

Säkerhetsfaktor

Vid dimensionering av lastsäkringsutrustning och fästen för dessa används i första hand Maximum Securing Load (MSL) som är angivna för utrustningen. I vissa fall kan utrustning vara märkt med maximal tillåten belastning, LC, som motsvarar MSL. Saknas sådana uppgifter kan nedanstående tabell användas som ledning vid direkta beräkningar av maximal tillåten belastning enligt formeln:

𝑀𝑀𝑀𝑀𝑀𝑀 𝑀𝑀𝑀𝑀𝑀𝑀 = 𝑠𝑠ä𝑘𝑘𝑘𝑘𝑘𝑘ℎ𝑘𝑘𝑒𝑒𝑠𝑠𝑒𝑒𝑒𝑒𝑘𝑘𝑒𝑒𝑒𝑒𝑘𝑘

där MBL är lastsäkringsutrustningens brottstyrka.

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Bilaga 9

Tabell 5. Säkerhetsfaktorer. CTU-koden Annex 7 punkter 2.3.8, 2.4.2, 4.2.7.

Utrustning MSL Säkerhetsfaktor fs

Vantskruv, schackel, ringar 50 % av MBL 2 Spännmutter (speed lash) 50 % av MBL 2 Tågvirke 33 % av MBL 3 Spännband, engångsanvändning 75 % av MBL 1) 1,3 Spännband, återanvändningsbar 50 % av MBL 2 Wire, ny 80 % av MBL 1,3 Wire, återanvänd 30 % av MBL 3,4 Stålband, engångsanvändning 70 % av MBL 2) 1,4 Kätting, klass 8 50 % av MBL 2 Luftkudde, ny 75 % av MBL 1,3 Luftkudde, återanvändningsbar 50 % av MBL 2 Överfallssurrning 1,8 1) Maximum 9 % förlängning vid MSL är tillåtet. 2) 50 % rekommenderas.

240

Bilaga 10

Bilaga 10. Dimensionering av lastsäkring genom praktiska prov

Praktiska prov

Praktiska fullskaleprov kan utföras dels för att bestämma friktionsfaktorn för olika materialkombinationer och dels för att kontrollera säkringsmetodens funktion. Observera att fullskaleprov kan medföra betydande risker om lasten börjar glida eller tippa. Prov bör utföras under väl kontrollerade former och med nödvändiga skyddsåtgärder för de medverkande.

Bestämning av friktionsfaktor (μ)

Vid bestämning av friktionsfaktorn placeras lasten osäkrad i lastbäraren och lastbäraren lutas med successivt ökande vinkel (α). Friktionsfaktorn (μ) bestäms enligt följande samband:

μ = 0,925*μstatisk = 0,925 * tan α

där μstatisk är den statiska friktionskoefficienten α är lutningsvinkeln vid begynnande glidning

Vid bestämning av en friktionsfaktor upprepas testet fem gånger under praktiska och realistiska omständigheter. Det högsta och lägsta värdet stryks och medelvärdet av de återstående tre värdena utgör friktionsfaktorn (μ).

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Bilaga 10

Funktionskontroll av lastsäkringsmetod genom praktiska prov

Vid funktionskontroll av lastsäkringsmetoden placeras lasten med avsedd säkring applicerad i eller på lastbäraren och lastbäraren lutas till en vinkel som motsvarar de dimensionerande accelerationer som anges nedan. Erforderlig lutningsvinkel α för en känd friktionsfaktor μ bestäms ur sambandet:

m ∙ g ∙ (sin α-µ ∙ cos α) = m ∙ g ∙ (cx,y − 𝜇𝜇 ∙ 𝑐𝑐𝑧𝑧)

där vänsterledet representerar säkringskrafter för den provade konditionen och högerledet krafter för den dimensionerande konditionen, och där cx,y ∙ 𝑔𝑔

är dimensionerande acceleration i horisontell led (tvärskepps eller långskepps) och cz ∙ g

är dimensionerande acceleration i vertikal led.

Erforderlig lutningsvinkel kan beräknas ur nedanstående formler eller bestämmas med hjälp av diagrammet nedan.

2 2 2 2 ⎡-1+�1+µ -µ ∙cz+2∙µ∙cz∙cx,y-cx,y⎤ -1 α=2∙ tan ⎢ ⎥ ⎢ µ+µ∙cz-cx,y ⎥ ⎣ ⎦ cx,y µ≠ 1+cz

cx,y -1 α=2∙ tan � � 1+cz cx,y µ= 1+cz

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Bilaga 10

Funktionsprov av säkringsarrangemang

60

55

3 6

50 ]

45 5

ader

gr 2

) [ 40

(α 4

el 35 nk vi

30 1

ngs ni 25 lut lig 20 der rfor 15 E 10

5

0 0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1 Aktuell friktionskoefficient (μ)

Tvärskeppsled Långskeppsled

Kurva Farvatten Kurva Farvatten

1 A 4 A

2 B 5 B

3 C 6 C

243

Bilaga 11

LÄMPLIGHETSKRAV FÖR BULKFARTYG

Bulkfartyg som anlöper terminaler i medlemsstaterna för att lasta eller lossa fasta bulklaster ska uppfylla följande krav:

1. De ska vara försedda med lastrum och lucköppningar av tillräcklig storlek och av en sådan konstruktion att den fasta bulklasten kan lastas, stuvas, trimmas och lossas på ett tillfredsställande sätt.

2. Lastluckorna ska vara försedda med identifi eringsnummer som stämmer överens med numren i lastnings- eller lossningsplanen. Dessa nummer ska genom placering, storlek och färg vara väl synliga och identifi erbara för den personal som sköter terminalens lastnings- och lossningsutrustning.

3. Lastluckorna, systemen för styrning av lastluckor och säkerhetsanordningarna ska vara i väl fungerande skick och bara användas i avsett syfte.

4. Om lampor som indikerar slagsida har monterats, ska de testas före lastning eller lossning och påvisas vara fungerande.

5. Om det krävs att det ska fi nnas ett godkänt lastinstrument ombord ska detta vara certifi erat och kunna utföra belastningsberäkningar under lastning eller lossning.

6. Framdrivnings- och hjälpmaskineri ska vara väl fungerande.

7. Däcksutrustning som används vid förtöjning ska fungera och vara i gott skick.

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Bilaga 12

LÄMPLIGHETSKRAV FÖR TERMINALER

1. Terminalen ska endast godta bulkfartyg för lastning eller lossning, som på ett säkert sätt kan angöra kajen längs lastnings- eller lossningsanordningen med beaktande av kajplatsens djup, fartygets storlek, förtöjningsanordningar, fendrar, säkert tillträde och möjliga hinder för lastningen eller lossningen.

2. Terminalens lastnings- och lossningsutrustning ska vara korrekt certifi erad och hållas i gott skick i enlighet med relevanta regler och normer. Utrustningen får bara skötas av personal som har lämpliga kvalifi kationer och erforderliga certifi kat.

3. Terminalpersonalen ska utbildas i alla aspekter som rör säker lastning och lossning av bulkfartyg, på ett sätt som är förenligt med vars och ens ansvarsområde. Utbildningen ska vara utformad för att ge kännedom om de allmänna risker som är förknippade med lastning och lossning av fasta bulklaster samt om de negativa följder som felaktiga lastnings- och lossningsförfaranden kan få för fartygets säkerhet.

4. Den terminalpersonal som är delaktig i lastning och lossning ska förses med och använda personlig skyddsutrustning och ska ges tillfälle till tillräcklig vila för att undvika olyckor till följd av uttröttning.

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Bilaga 13

UPPGIFTER SOM SKA FINNAS MED I EN INFORMATIONSBROSCHYR

Hamninformation

1. Hamnens/terminalens läge. 2. Uppgifter om hamnmyndighet. 3. Radiokommunikation. 4. Uppgifter som ska lämnas i samband med fartygets ankomst. 5. Förfarande vid inklarering. 6. Sjökort och nautiska publikationer. 7. Lotsning. 8. Bogserbåtar. 9. Kajer och ankarplatser. 10. Förfaranden vid nödsituationer. 11. Specifi ka väderförhållanden. 12. Färskvatten, proviant, bunkers, etc. 13. Största fartyg som hamnen kan ta emot. 14. Maximalt tillåtet djupgående och minsta vattendjup i insegling och hamnområde. 15. Vattnets densitet i hamnen. 16. Maximalt tillåten höjd över vattenytan (air draught). 17. Trim- och djupgåendekrav i insegling och i hamnområde. 18. Tidvatten- och strömförhållanden. 19. Regler för hantering av ballastvatten. 20. Föreskrivna krav angående lasthantering och lastdeklaration. 21. Information om avfallshantering. 249

Bilaga 13

Terminalinformation

1. Uppgifter om kontaktpersoner. 2. Tekniska data om kajer och lasthanteringsutrustning. 3. Vattendjup vid kajen. 4. Vattnets densitet vid kajen. 5. Största och minsta storlek på fartyg som terminalen är konstruerad för att kunna ta emot inklusive uppgifter om krav på utrymme mellan däckshus, fartygskranar, etc. 6. Förtöjningsanordningar och passning av förtöjningar. 7. Lasthanteringsutrustningens kapacitet och utrymmeskrav. 8. Lastnings- och lossningsprocedurer. 9. Beräkningar av lastmängd och ”draught survey”. 10. Förutsättningar för att kunna ta emot kombinationsfartyg. 11. Tillträde till och från fartyget och kajer eller pirar. 12. Terminalens förfarande vid nödsituationer. 13. Skador och reglering av skador. 14. Plats på kajen för landgång eller fallrep. 15. Information om avfallshantering.

250

Bilaga 14

INFORMATION SOM BEFÄLHAVAREN SKA LÄMNA TILL TERMINALEN

1. Fartygets beräknade ankomsttid till hamnen ska meddelas så tidigt som möjligt. Denna information ska uppdateras efter behov. 2. I samband med att den första ankomsttiden meddelas ska följande upplysningar lämnas: a) Namn, anropssignal, IMO-nummer, fl agg, hemmahamn. b) Lastnings- eller lossningsplan med angivande av lastens kvantitet, stuvning per lastrum, lastnings- eller lossningsorder samt den kvantitet som ska lastas ombord i varje omgång eller lossas vid varje steg i lossningen. c) Djupgående vid ankomst och beräknat djupgående vid avgång. d) Tid som krävs för fyllning eller länsning av barlast. e) Fartygets längd över allt och bredd samt lastområdets längd från förkant på luckkarmen på det lastrum som är beläget längst för över till akterkant på luckkarmen på det lastrum som är beläget längst akter över, i vilka last ska lastas eller lossas. f) Avståndet från vattenlinjen till luckan för det första lastrum som ska lastas eller lossas, samt avståndet från fartygets sida till lucköppningen. g) Placering av fallrepstrappa eller landgång. h) Air draught, dvs. avståndet mellan fartygets högsta punkt och vattenytan. i) Detaljuppgifter om och kapaciteten på fartygets lasthanteringsutrustning, om sådan fi nns. j) Antal och typ av förtöjningar (trossar, vajrar, etc.). k) Särskilda behov, t.ex. trimning av lasten eller fortlöpande mätning av lastens fukthalt. l) Uppgifter om eventuella, nödvändiga reparationer som kan försena fartygets förtöjning, påbörjandet av lastning eller lossning, eller fartygets avgång efter det att lastning eller lossning genomförts. m) Varje annan upplysning om fartyget som terminalen begär.

251

Bilaga 15

BEFÄLHAVARENS FÖRPLIKTELSER FÖRE OCH UNDER LASTNING ELLER LOSSNING

Före och under lastningen eller lossningen ska befälhavaren säkerställa att:

1. lastning eller lossning av last samt fyllning eller länsning av barlastvatten sker under ledning av ansvarigt fartygsbefäl, 2. lastens och barlastvattnets fördelning övervakas under hela lastnings- eller lossningsprocessen för att säkerställa att fartygets konstruktion inte överbelastas,

3. fartyget ligger utan slagsida eller, om slagsida krävs av operationella skäl, att den är så liten som möjligt,

4. fartyget hela tiden är säkert förtöjt med beaktande av väderförhållanden och väderprognoser,

5. ett tillräckligt stort antal befäl och besättningsmän är kvar ombord för att de ska kunna justera förtöjningar eller hantera alla normala situationer eller en nödsituation med beaktande av behovet att ge besättningen tillräckliga viloperioder för att undvika uttröttning,

6. terminalrepresentanten uppmärksammas på krav att trimma lasten i enlighet med förfarandena i Transportstyrelsens föreskrifter (TSFS 2023:50) om transport till sjöss av fast gods i bulk (IMSBC-koden),

7. terminalrepresentanten uppmärksammas på kraven att balansera fyllning eller länsning av barlastvatten mot lastning eller lossning samt varje avvikelse från planen för barlasthanteringen, eller varje annan omständighet som kan påverka lastningen eller lossningen av lasten,

8. barlastvattnet länsas i en takt som stämmer överens med den överenskomna lastningsplanen och inte svämmar över kajen eller intilliggande fartyg; i de fall det inte är praktiskt möjligt för fartyget att fullfölja länsningen av barlastvattnet före lastningsprocessens trimningsfas ska befälhavaren komma överens med terminalrepresentanten om vid vilka tidpunkter och hur länge lastningen kan behöva skjutas upp,

9. det fi nns en överenskommelse med terminalrepresentanten när det gäller de åtgärder som ska vidtas i händelse av regn eller andra förändringar av väderförhållandena om lasten är av den typen att risker kan uppstå vid sådana förändringar,

10. inget svetsarbete utförs ombord eller i fartygets närhet medan fartyget ligger vid kaj, om inte terminalrepresentanten har gett tillstånd till detta och det utförs i enlighet med eventuella krav från den behöriga myndigheten,

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Bilaga 15

11. noggrann övervakning av lastnings- eller lossningsarbetet samt av fartyget under de avslutande faserna av lastningen eller lossningen,

12. terminalrepresentanten omedelbart underrättas om lastnings- eller lossningsprocessen har orsakat skador, skapat en riskfylld situation eller löper risk att göra detta,

13. terminalrepresentanten informeras när den slutliga trimningen av fartyget måste påbörjas för att lastanläggningens transportanordning ska kunna tömmas,

14. lossningen på babords sida och lossningen på styrbords sida synkroniseras i så hög grad som möjligt i samma lastrum för att undvika att fartyget utsätts för vridpåkänningar, och

15. risken för utsläpp av eventuella brännbara gaser när ett eller fl era lastrum fylls med barlast beaktas och försiktighetsåtgärder vidtas innan eventuella svetsarbeten tillåts intill eller ovanför dessa lastrum.

254

Bilaga 16

INFORMATION SOM TERMINALEN SKA LÄMNA TILL BEFÄLHAVAREN

1. Namnet på den kaj vid vilken lastning eller lossning ska genomföras och beräknade tidpunkter för förtöjning och avslutad lastning eller 1 lossning.

2. Beskrivning av lastnings- eller lossningsutrustningen, inklusive terminalens nominella lastnings- eller lossningstakt och det antal lastnings- eller lossningsenheter som ska användas, liksom hur lång tid som beräknas åtgå för att avsluta varje lastningsomgång, eller hur lång tid som beräknas åtgå för varje steg i lossningen.

3. Uppgifter om kajplatsen eller piren som befälhavaren kan behöva känna till, inklusive placering av fasta och rörliga hinder, fendrar, pollare och förtöjningsanordningar.

1 4. Minsta vattendjup längs kajen och i inseglingsleder.

5. Vattendensitet vid kajen.

6. Maximiavståndet mellan vattenlinjen och högsta punkten på lastluckorna eller luckkarmarna, beroende på vilket av dessa avstånd som är relevant för lastningen eller lossningen samt maximalt air draught, dvs. avståndet mellan fartygets högsta punkt och vattenytan.

7. Anordningar för landgångar och tillträde.

8. Vilken av fartygets sidor som ska ligga mot kaj.

9. Högsta tillåtna hastighet vid ingång till kajplatsen samt tillgång till bogserbåtar, inklusive deras typ och största dragkraft.

10. Ordningsföljden vid lastning för olika poster av last och varje annan begränsning, om det inte är möjligt att lasta i en ordning eller i ett lastrum som passar fartyget.

11. Uppgifter om varje egenskap som lasten som ska lastas har, som kan medföra risker om lasten kommer i kontakt med last eller lastrester som fi nns ombord.

12. Förhandsinformation om de föreslagna lastnings- eller lossningsförfarandena eller ändringar av befi ntliga lastnings- eller lossningsplaner.

1 Information om beräknade tidpunkter för förtöjning och avgång samt om minsta vattendjup vid kajplatsen ska uppdateras regelbundet och delges befälhavaren vid mottagandet av uppdaterade meddelanden om beräknad ankomsttid. Uppgifter om minsta vattendjup i inseglingsleder ska tillhandahållas av antingen terminalen eller den behöriga myndigheten.

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Bilaga 16

13. Om terminalens lastnings- eller lossningsutrustning är fast eller har några begränsningar i fråga om rörlighet. 14. Krav på förtöjningar. 15. Underrättelse om speciella förtöjningsanordningar. 16. Eventuella begränsningar för fyllning eller länsning av barlastvatten. 17. Största djupgående som den behöriga myndigheten tillåter. 18. Varje annan upplysning som befälhavaren begär om terminalen.

256

Bilaga 17

TERMINALREPRESENTANTENS FÖRPLIKTELSER FÖRE OCH UNDER LASTNING ELLER LOSSNING

Före och under lastningen eller lossningen ska terminalrepresentanten:

1. informera befälhavaren om namn och förfaranden för att kontakta den terminalpersonal eller den avlastares agent som kommer att ansvara för lastningen eller lossningen, och med vilka befälhavaren kommer att stå i kontakt,

2. vidta alla försiktighetsåtgärder för att undvika att lastnings- eller lossningsutrustningen orsakar skador på fartyget samt, om skador uppstår, informera befälhavaren,

3. säkerställa att fartyget ligger utan slagsida eller, om slagsida krävs av operationella skäl för att lastnings- eller lossningsarbetet ska kunna utföras, att den är så liten som möjligt,

4. säkerställa att lossningen på babords sida synkroniseras med lossningen på styrbords sida när lossningen sker från samma lastrum för att undvika att fartyget utsätts för vridpåkänningar,

5. om det rör sig om laster med hög bulkdensitet eller om enskilda skoplaster är stora, varsko befälhavaren att det kan förekomma höga lokala belastningar på fartygskonstruktionen till dess att tanktaket helt täcks av last, särskilt i det fall det är tillåtet att släppa last från hög höjd, och att särskild försiktighet iakttas när lastningen av varje lastrum påbörjas,

6. säkerställa att det fi nns en överenskommelse mellan befälhavaren och terminalrepresentanten beträffande alla faser och aspekter av lastningen eller lossningen och att befälhavaren informeras om varje ändring av den överenskomna lastningstakten samt, vid fullbordandet av varje lastningsomgång, den vikt som lastats ombord,

7. protokollföra vikten hos och fördelningen av den last som lastas eller lossas samt säkerställa att lastvikten i lastrummen inte avviker från den överenskomna lastnings- eller lossningsplanen,

8. säkerställa att lasten vid lastning eller lossning har trimmats i enlighet med befälhavarens krav,

9. säkerställa att den lastkvantitet som krävs för att uppnå erforderligt djupgående och trim inför avgången gör det möjligt att tömma lastanläggningens transportanordning när lastningen avslutas; i detta syfte ska terminalrepresentanten informera befälhavaren om den nominella vikten på last som fi nns i transportanordningen och om eventuella krav på tömning av transportanordningen då lastningen avslutas,

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Bilaga 17

10. vid lossning, i god tid informera befälhavaren när man avser öka eller minska antalet använda lossningsenheter samt underrätta befälhavaren om när lossningen av varje lastrum anses vara avslutad, och

11. säkerställa att inget svetsarbete utförs ombord eller i fartygets närhet medan fartyget ligger vid kaj, förutom med befälhavarens tillstånd och i enlighet med eventuella krav från den behöriga myndigheten.

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Bilaga 18

Lastnings-/lossningsplan

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* um SF

attendensitet i hamn Största möjliga im Ton

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ill/från n ssn kv Lastnings- eller lossningsplan version nr Lastnings-/lossningshamn T Hamn otalt: Las /lo se

VVIKELSE FRÅN DENNA To Sort T

Exempel på lastnings-/lossningsplan A Fyllningar numreras 1A, 1B, 2A, 2B etc., då två elevatorer används. Förkortningar: PI-Pumpa In, GI-Gravitera In, F-Full, PO-Pumpa Ut, GO-Gravitera ut, MT Alla noteringar i svartmarkerade rutan måste göras så fullständigt som möjligt. Noteringar utom rutan är valfritt. 13

259

Bilaga 20

RIKTLINJER VID IFYLLANDE AV CHECKLISTA FÖR FARTYG-/HAMNSÄKERHET

1. Är vattendjupet vid kajplatsen och fartygets högsta punkt över

2

vattenytan (air draught) anpassade för lasthanteringen?

Vattendjupet bör beräknas för hela den yta som fartyget kommer att uppta, och terminalen bör vara medveten om fartygets högsta höjd ovan vattenytan (air draught) samt vilket vattendjup som krävs under hanteringen. I fall då djupgåendet med last medför begränsat vattendjup under kölen vid avgång, bör befälhavaren ta hänsyn till och bekräfta att det föreslagna djupgåendet vid avgång är säkert och tillräckligt. Till fartyget ska all tillgänglig information lämnas om densitet och föroreningar i vattnet vid kaj.

2. Är förtöjningsarrangemangen anpassade för all påverkan på platsen, i form av tidvatten, strömmar, väder, trafi k och farkoster som befi nner sig

långsides fartyget?

Behovet av lämplig avfendring bör beaktas. Fartyget ska ligga väl förtöjt. Längs pirer och kajer ska fartygsrörelse förhindras genom att förtöjningarna hålls tajta; hänsyn ska tas till fartygets rörelser på grund av tidvatten, strömmar eller passerande fartyg samt av pågående aktiviteter. Stållinor och fi bertrossar ska inte användas tillsammans i samma riktning på grund av skillnader i deras elastiska egenskaper.

3. Kan fartyget i en nödsituation lämna kajen när som helst?

Fartyget ska normalt kunna gå av egen maskin med kort varsel, om inte avtal träffats med terminalrepresentant, och hamnmyndighet där detta är tillämpligt, om att fartyget får immobiliseras. I en nödsituation kan ett antal faktorer hindra ett fartyg att lämna kajen med kort varsel. Det kan vara ebb, kraftigt trim eller lågt vatten, brist på bogserbåtar, omöjligt att navigera nattetid, stoppad huvudmaskin, etc. Både fartyget och terminalen bör känna till om någon av dessa faktorer gäller, så att extra försiktighetsåtgärder kan vidtas vid behov. Överenskommelse bör träffas om vilken metod som ska användas för lossläggning vid en nödsituation med hänsyn till inbegripna risker. Om behov skulle uppstå av nödbogsering, ska överenskommelse göras om linornas position och metod för fastsättning.

4. Är förbindelsen mellan fartyg och kaj säker?

Utrustningen för förbindelsen mellan fartyg och kaj måste vara säker och uppfylla gällande regelverk och kan bevakas antingen av fartyget eller av terminalen. Den ska bestå av en lämplig landgång eller fallrepstrappa med

2 Termen höjd över vattenytan (air draught) ska tolkas med försiktighet: Om fartyget är i en fl od eller en fl odmynning avses vanligen maximal masthöjd för passage under broar, medan det vid kajplats vanligen avses den höjd som fi nns att tillgå eller är nödvändig under lastare eller lossare.

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ett ordentligt fastgjort underliggande säkerhetsnät. Förbindelsen måste vaktas, eftersom den kan bli skadad p.g.a. varierande höjd och vattendjup; fartyg och terminal måste komma överens om vilka personer som är ansvariga för tillsyn av den. Dessa ska också registreras i checklistan. Landgången ska placeras så att den inte ligger under det stråk där lastning eller lossning pågår. Den ska vara väl upplyst i mörker. En livboj med kastlina ska fi nnas ombord på fartyget nära landgången eller fallrepstrappan.

5. Är överenskommet kommunikationssystem mellan fartyg och terminal i

drift?

Kommunikation mellan vakthavande befäl på fartyget och den ansvarige i land ska upprätthållas på det mest effektiva sättet. Notering ska göras i checklistan om valt kommunikationssystem och vilket språk som ska användas, liksom också nödvändiga telefonnummer och/eller radiokanaler.

6. Är kontaktpersonerna för förbindelsen under lastning/lossning säkert

identifi erade?

Kontrollpersonalen på fartyget och i terminalen måste upprätthålla en effektiv kommunikation med varandra och sina respektive arbetsledare. Deras namn och var de kan kontaktas vid behov ska noteras i checklistan.

7. Finns lämplig personal ombord och i terminalen för en nödsituation?

Det är inte möjligt eller önskvärt att specifi cera alla situationer, men det är viktigt att tillräckligt mycket personal fi nns ombord på fartyget och i terminalen under fartygets liggetid för att en nödsituation ska kunna hanteras. De signaler som ska användas i händelse av en nödsituation i land eller ombord ska klart förstås av all personal som är inblandad i lasthantering.

8. Finns någon information eller överenskommelse om att fartyget ska

hantera bunkers?

Det ska fastställas vilken person ombord som är ansvarig för bunkring, liksom också tid, leveranssätt (slang från kajen, bunkerpråm, etc.) och placering av bunkeranslutningen ombord. Bunkring bör samordnas med lastningsaktiviteterna. Terminalen bör godkänna förfarandet.

9. Har några planerade reparationer på kajen eller fartyget aviserats

och avtalats medan fartyget ligger vid kaj?

Varmbearbetning (hot work), som inkluderar svetsning, värmning eller öppen låga, oavsett om det är på fartyget eller på kajen, kan kräva tillstånd. Samordning bör ske om arbete på däck kan komma i konfl ikt med lasthantering. Om fartyget är ett kombinationsfartyg ska det finnas ett certifikat om gasfritt fartyg.

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10. Har någon procedur avtalats för rapportering och registrering av

skada vid lasthantering?

Skador på fartyget kan förväntas vid denna typ av hantering. För att undvika konfl ikt måste man komma överens om en procedur för registrering av sådana skador innan lasthanteringen påbörjas. En ansamling av småskador på stålkonstruktionen kan resultera i betydande förlust av hållfasthet i fartyget, så det är nödvändigt att skada noteras för att möjliggöra snabb reparation.

11. Har fartyget fått kopior av hamn- och terminalbestämmelser inklusive krav gällande säkerhet och förorening samt information om service vid

nödsituationer?

Fastän mycket information normalt lämnas av fartygets agent bör ett faktablad med denna information lämnas till fartyget vid ankomsten; det ska inkludera alla lokala regler som styr tömning av ballastvatten och rengöring av lastrum.

12. Har avlastaren till befälhavaren lämnat information om lastens egenskaper i enlighet med kraven i kapitel VI i 1974 års SOLAS-konvention?

Avlastaren ska lämna uppgifter till befälhavaren om t.ex. typ av last, partikelstorlek, kvantitet att lasta, stuvningsfaktor och grad av fukt i lasten. Transportstyrelsens föreskrifter (TSFS 2023:50) om transport till sjöss av fast gods i bulk (IMSBC-koden) ger anvisningar om detta. Fartyget ska få information om allt material som kan kontaminera eller påverka planerad last, och fartyget ska säkerställa att lastrummen är fria från sådant material.

13. Är atmosfären säker i lastrum och slutna utrymmen till vilka åtkomst kan behövas, har laster som avger gas identifi erats och har behovet av övervakning av atmosfären överenskommits mellan fartyget och terminalen?

Rostbildning på stålkonstruktion eller lastens egenskaper kan förorsaka att en riskabel atmosfär utvecklas. Hänsyn ska tas till följande: syreförbrukning i lastrummen; effekten av gasutveckling antingen från last som ska lossas eller från last i en silo före lastning, varifrån gas kan medföras ombord tillsammans med lasten utan varning till fartyget; och läckage av gas, giftig eller explosiv, från intilliggande lastrum eller andra utrymmen.

14. Har lasthanteringskapaciteten och eventuella rörelsebegränsningar

för varje lastare/lossare lämnats till fartyget/terminalen?

Avtal ska träffas om antal lastare eller lossare som ska användas och deras kapacitet ska klargöras för båda parter. Avtalad maximal lastomsättning för varje lastare/lossare ska noteras i checklistan. Rörelsebegränsningar i lastnings- eller lossningsutrustning ska anges. Detta är väsentlig information vid planering av lasthantering vid kajer där

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ett fartyg måste förhalas från en position till en annan p.g.a. lastning. Kontroll ska alltid göras att utrustningen är felfri och att den är fri från förorening från föregående last. Vågars exakthet ska kontrolleras ofta.

15. Har en lastnings- eller lossningsplan räknats fram för alla stadier av

lastning/ballasttömning eller lossning/ballastfyllning?

Fartyget bör om möjligt göra planen klar före ankomst. I detta syfte bör terminalen lämna den information fartyget begär för planering. På fartyg som behöver beräkningar på långskeppspåkänningar ska planen ta med alla tolererbara högsta värden för böjmoment och tvärkrafter. Planen ska stämmas av med terminalen och en kopia lämnas över för terminalpersonalens behov. Alla vakthavande befäl ombord och arbetsledare i terminalen ska ha tillgång till en kopia. Ingen avvikelse från planen ska tillåtas utan överenskommelse med befälhavaren.

16. Är de lastrum som ska lastas/lossas klart identifi erade i lastningseller lossningsplanen? Framgår turordning i arbetet samt typ och lastmängd

som ska förfl yttas varje gång lastrummet lastas/lossas?

Nödvändig information ska lämnas i ett formulär enligt bilaga 7 i dessa föreskrifter.

17. Har behovet av trimning av last i lastrummen diskuterats och har

metod och omfattning avtalats?

En välkänd metod är trimning genom transportör, varigenom ett tillfredsställande resultat vanligen kan nås. I andra metoder används bulldozers, frontlastare, defl ektorblad, trimningsmaskiner eller t.o.m. manuell trimning. Graden av trimning beror på lastens beskaffenhet och måste vara i enlighet med Transportstyrelsens föreskrifter (TSFS 2023:50) om transport till sjöss av fast gods i bulk (IMSBC-koden).

18. Förstår och accepterar både fartyg och terminal att om ballasthanteringen kommer ur fas med lasthanteringen så är det nödvändigt att göra ett uppehåll i lasthanteringen till dess ballasthanteringen har kommit ifatt?

Alla parter föredrar att om möjligt lasta och lossa utan avbrott. Befälhavaren måste dock beordra stopp i lasthanteringen om last- eller ballastprogrammen inte är i fas, vilket måste accepteras av terminalen för att undvika alltför stora påkänningar i fartygskonstruktionen. En lasthanteringsplan anger ofta kontrollpunkter då möjlighet ges att säkerställa att last- och ballasthantering ligger i fas. Om den högsta hastighet vid vilken fartyget säkert kan ta emot lasten är lägre än terminalens kapacitet att hantera lasten, kan det vara nödvändigt att komma överens om uppehåll i lastningsprogrammet eller för terminalen att köra utrustningen under maximal kapacitet. I områden där man kan räkna med extremt kallt väder ska möjligheten till frusen ballast eller ballastledningar beaktas.

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19. Har tänkta tillvägagångssätt för att vid lossning ta bort lastrester som

fi nns i lastrummen förklarats och accepterats av fartyget?

Användningen av bulldozers, frontlastare eller pneumatiska/hydrauliska hammare för att skaka loss material ska utnyttjas med försiktighet, eftersom felaktig hantering kan skada eller förändra fartygets stålkonstruktion. Avtal i förväg om behovet och tänkt metod, tillsammans med lämplig övervakning av operatörerna, kan göra att senare krav på skadeersättning eller försvagning av fartygskonstruktionen elimineras.

20. Har tillvägagångssättet för att justera slutligt trim av det lastande

fartyget beslutats och överenskommits?

De lastmängder som föreslås i början av lastningen för att justera fartygets trim kan endast bli preliminära och ska inte tillmätas alltför stor betydelse. Avsikten är att se till att kravet inte förbises eller ignoreras. De verkliga kvantiteterna och positionerna för att nå fartygets slutliga trim beror på de föreslagna värden som avläses alldeles innan lastningen avslutas. Fartyget bör informeras om lastmängd i transportbandsystemet, eftersom den kvantiteten kan vara stor men ändå måste lossas när ordern ”stoppa lastning” ges. Denna siffra ska noteras i checklistan.

21. Har terminalen aviserats om den tid som behövs efter avslutad last-

hantering för att göra fartyget sjöklart innan avgång?

Processen att göra sjöklart före avgång är alltid lika viktig och ska inte nonchaleras. Lastluckorna ska fortlöpande säkras efter avslutad lasthantering så att endast en eller två återstår att stänga när lasthanteringen är avslutad. Moderna djupvattenterminaler för stora fartyg kan ha mycket korta passager innan öppet vatten nås. Den tid som behövs för att säkra kan därför variera mellan dag eller natt, sommar eller vinter, bra eller dåligt väder. Terminalen måste aviseras i god tid om liggetiden behöver förlängas.

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