Skuld P&I advises on loading logs in New Zealand and Australia

There are many international and national rules, regulations and laws which apply to vessels involved in the trade, but the most important are the following:

1. IMO pub. 1048(27), the Code of Safe Practice for Ships Carrying Timber Deck Cargoes, the 2011 TDC (Timber Deck Code)

2. IMO pub. MSC 267(85), the International Code on Intact Stability, (The 2008 IS code), with amendments

3. The Load Line Regulations 1966, as amended by the Protocol of 1988 and the 2003 amendment.

4. Solas 1960, with various amendments up to 2013

5. The NZ Maritime Transport Act 1994, together with Maritime Rules which are promulgated from time to time

6. The Australian Maritime Safety Act 1990, together with Maritime rules and subordinated State legislation in the various Australian states.

The most important sections of the Regulations which must be observed in all ships carrying timber deck cargoes are as follows:

1. Deck Openings covered by timber deck cargo: Openings to spaces below the freeboard deck must be securely closed and battened down. Hatchway fittings must be in place, and hold ventilators adequately protected.

2. Stowage: The cargo must be compactly stowed, lashed and secured; it must not interfere with the navigation and work of the ship, or with the provision of a safe margin of stability at all stages of the voyage.

3. Protection of crew and access to machinery spaces: Safe and satisfactory means must be provided at all times to enable the crew to get from the quarters to machinery spaces and all parts of the vessel. Deck cargo in way of all openings giving access to such spaces must be stowed so as to permit such openings to be closed to prevent the entry of water.

4. Lashings: A complete system of overall lashings of ample strength with releasing arrangements must be provided to give effective security throughout the length of the timber deck cargo, and the releasing gear must be accessible at all times.

5. Uprights: When the nature of the logs or timber is such that uprights at the sides of the ship are necessary, they must be of adequate strength. The spacing of the uprights must not exceed 10 feet (3 metres) and must be suitable for the length and character of the timber, efficient means being provided for their security.

6. Construction of the Ship: The ship must have sufficient strength for deeper draft to be allowed, and for the weight of the deck cargo.

7. Superstructures: The vessel must be protected with a forecastle of at least standard height and at least 7% of her length. In addition a poop, or raised quarterdeck, or aft accommodation block must be fitted aft.

8. Double Bottom Tanks: Where fitted within the midship half length of the vessel, these must be provided with at least one watertight longitudinal division.

9. Bulwarks: The ship must be fitted with steel permanent bulwarks at least 3′ 3” (1 metre) high and adequately stiffened on the upper edge with strong and effective stays attached (welded) to the deck in way of the beams. They must be fitted with a sufficient number of freeing ports to allow deck water to clear quickly. The bulwarks are designed to be stronger than the stanchions so that, in an extreme emergency, the stanchions will bend and break before the bulwark. This may result in the loss of the deck cargo, but the ship might still survive, provided the bulwarks, sheerstrake and deck stringer are not broken or opened to the sea.

The above provisions concerning the construction of the ship are detailed in the Load Line Regulations, and form part of the basis of the vessel’s Load line Certificate.

10. Stowage: The logs or timber should be stowed as compactly as possible, and reach a minimum height equivalent to one standard superstructure over the whole length of the deck. (In a Handysize bulk carrier, the height of a standard superstructure is usually about 3.5 metres. Actual heights vary somewhat and are mainly calculated depending on the length of the vessel. For a specific vessel they are contained in the detail of the ship construction rules maintained by Classification Societies)

11. Uprights: For the purpose of securing the uprights (stanchions) required on all ships carrying timber deck cargoes, strong angles or metal sockets shall be fitted and welded to the stringer plate and the uprights should also be secured athwartship by lashings of ample strength (hog lashings)

12. Over all lashings: Independent overall lashings, spaced not more than 3m apart, or such lesser spacing as may be contained in the vessel lashing plan provided by the shipbuilder and approved by Class, must be provided for efficiently securing the deck cargo to the deck, throughout the length of the vessel. They must always be in good condition and may consist of close link chain or flexible wire rope of equivalent strength, fitted with slip-hooks and turnbuckles (bottle screws), which must be accessible at all times. (In very recent times, fibre lashings have been introduced and several ships of about 39,000 dwt have now completed log voyages successfully, using fibre lashings only)

13. Lashing plans: Plans showing the complete arrangements for stowing and securing the timber deck cargo must be submitted to the Assigning Authority for approval at the same time as application is being made for assigning a freeboard.On acceptance, these plans are stamped and approved byclass and become part of the ship’s standing operational procedures, in the form of a “Timber Deck Cargo Manual”, or be included as part of the “Cargo Securing Manual” (CSM). If a deck cargo of logs or lumber is loaded, but not in accordance with this lashing plan, the vessel is no longer “In Class” and has no right to use the Timber Load line.