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CARGO LOADING AND SECURING MANUAL DIAMOND 53 – HANDYMAX BULK CARRIER M/S SPAR SCORPIO *********** Chengxi Shipyard Newbuilding No. 4210

Published Project Prepared Checked

: 2008.10.16 : 40.3580.00 057_03_CXS4210A.doc : HVH : MHS

DIAMOND 53 - CARGO LOADING MANUAL

THIS MANUAL IS DIVIDED INTO THE FOLLOWING MAIN PARTS: GENERAL AND VESSEL PARTICULARS • SECTION 1-2 ‘ CARGO LOADING MANUAL • SECTION 3-8 • SECTION 14-16 (APPENDIX A-C) CARGO SECURING MANUAL • SECTION 9-13 • SECTION 17 (APPENDIX D) TABLE OF CONTENTS 1

GENERAL

1.1

Owners preamble / general introduction

1.2

Introduction

1.3

Validity

1.4

Approval of and Amendments to this Manual

1.5

Usage of this Manual

2

VESSEL PARTICULARS

2.1

Ship Data 2.1.1

Position of Draught Marks and Other Dimensions

2.2

General Arrangement

2.3

Reference Documents 2.3.1

Location of reference documents

3

DESIGN LOADS

3.1

Max. Uniform Distributed Loads

3.2

Longitudinal Strength

3.3

3.2.1

Section modulus

3.2.2

Allowable bending moments

3.2.3

Allowable Shear Forces

Max. Allowable and Min. Required Mass of Cargo in Each Cargo Hold as Function of Hold Mid Draught 3.3.1

Cargo hold no. 1

3.3.2

Cargo hold no. 3

3.3.3

Cargo hold no. 4

3.3.4

Cargo hold no. 5

DIAMOND 53 - CARGO LOADING MANUAL

3.4

Max. Allowable and Min. Required Mass of Cargo in Adjacent Cargo Holds as Function of Holds Mid Draught (Block Loading)

3.5

Max. Load on Fixed Cargo Securing Devices

4

LOADING RESTRICTIONS AND LIMITATIONS

4.1

General Remarks

4.2

Limitations due to Slamming

4.3

Limitations due to Visibility

4.4

Limitations on Draught Aft 4.4.1

Emergency fire pump

4.4.2

Propeller immersion

4.4.3

Calculation of propeller immersion

4.5

Limitations due to Strength in Flooded Conditions

5

THE VESSEL’S BALLAST SYSTEM

5.1

Capacity and Location of Ballast Pumps etc.

5.2

Sketch of Ballast System

5.3

Ballast Water Capacity

6

STABILITY INFORMATION

6.1

General

6.2

Allowable GM-values

6.3

Damaged Conditions

6.4

Loading Instrument

7

CARGOES TO BE CARRIED

7.1

General

7.2

Dangerous Cargoes (THIS SECTION IS FOR INFORMATION ONLY) 7.2.1

Electrical Installations

7.2.2

Other Equipment For transport of Dangerous Cargo

8

LOADING AND UNLOADING OF THE VESSEL – BULK CARGOES

8.1

Loading Patterns

8.2

Cargo Information

8.3

Loading Plan

8.4

Trimming Procedures

8.5

Loading Sequences

DIAMOND 53 - CARGO LOADING MANUAL

8.6

Cargo Hold Washing

9

LOADING AND UNLOADING OF THE VESSEL - CARGOES OTHER THAN BULK CARGOES

9.1

General Information

9.2

Stowage and Securing

10

LOADING OF TIMBER

10.1

General

10.2

Stowage Patterns for Timber Cargoes

10.3

Stability while carrying Timber Deck Cargoes

10.4

Height and Extent of Timber Deck Cargo

10.5

Lashing Equipment

10.6

10.7

10.8

10.5.1

Location and Strength of Fixed Timber Lashing Equipment

10.5.2

Location and strength of Loose Timber Lashing Equipment

10.5.3

Inspection and Maintenance of Lashing Equipment

Loading of Timber Deck Cargo 10.6.1

Safety Measures

10.6.2

Before Loading Timber Deck Cargo

10.6.3

Stowing Timber Deck Cargo

10.6.4

Securing Timber Deck Cargo

10.6.5

Before Leaving Port

Actions to be taken during the Voyage 10.7.1

Tightening of lashings

10.7.2

Voyage planning and ship handling

10.7.3

Listing during voyage

Advice on Stowage Practices for Timber Deck Cargoes 10.8.1

General

10.8.2

Packaged timber and cants

11

UNDER DECK STOWAGE OF LOGS

11.1

General Guidelines for the Under-Deck Stowage of Logs

11.2

11.1.1

Introduction

11.1.2

Prior to loading

11.1.3

During loading operations

11.1.4

After loading

During the voyage

DIAMOND 53 - CARGO LOADING MANUAL

12

LOADING OF STEELCOILS

12.1

Dimensions, Dunnage and Number of Coils 12.1.1

Coil Dimensions

12.1.2

Dunnage

12.1.3

Longitudinal Distance between Loaded Coils

12.1.4

Capacity for Steel Coil Loading

12.2

Coils of Other Dimensions

12.3

Stowage Pattern for Steel Coils 12.3.1

Transverse Stow

12.3.2

Longitudinal Stow

12.4

Lashing Etc.

12.5

Loading and Unloading of Steel Coils 12.5.1

12.6

13

Loading: Light ballast to full steel coil load

General Advice on Safe Stowage and Securing of Coiled Sheet Steel 12.6.1

General

12.6.2

Coils

12.6.3

Lashings

SAFE STOWAGE AND SECURING OF METAL SCRAP IN BULK 13.1.1

Introduction

13.1.2

Recommendations

14

APPENDIX A: CALCULATION FOR LOADING SEQUENCES

15

APPENDIX B: EMPTY SHEETS FOR CALCULATION OF LOADING SEQUENCES

16

APPENDIX C: LOADING SEQUENCES FOR SPECIFIC PORTS

17

APPENDIX D: MAINTENANCE OF CARGO SECURING EQUIPMENT

DIAMOND 53 - CARGO LOADING MANUAL

REVISION HISTORY:

Revision No. 0 A

Revision Summary

Date

Final edition Final edition. Bulk Carrier Practice Corrections.

2006.10.02 2008.10.16

r:\projects\glo\40\40358000\06_output\pos. g - delivery documentation\4210 - SPAR SCORPIO\cargo loading\057_03_CXS4210.doc

DIAMOND 53 - CARGO LOADING MANUAL

PAGE 1-1

1

GENERAL

1.1

Owners preamble / general introduction

The Booklet is prepared for the ship’s Master for obtaining information and suitable instructions as guidance to the stability of the ship under varying conditions of service. Relevant requirements in MSC Resolution A749(18) of IMO, and the relevant Class requirements of DNV are to be referred to in the usage of this manual. This Booklet comprises following contents. General information and instruction are given for calculation and evaluation of stability of the ship accompanied by a number of loading conditions. Data, such as those of free surface moment of tanks (initial and large inclination), wind capsizing lever, immersing and flooding angles, limit height of center of gravity, etc., and those of the maximum still water bending moments. Since determined lightweight and COG of this vessel differ less than 0.5% of sister vessel, SPAR LYRA, therefore lightweight and COG used are according to inclining test of SPAR LYRA dated 2004 .11.22, as can be found in the report of lightweight test report, the calculations in this booklet use the same lightship data of M/S “SPAR LYRA”. Light ship: Lightweight Longitudinal center of gravity from FR0 Vertical center of gravity from B.L.

M/S “SPAR LYRA” 11044.1 T 84.076 M 11.853 M

M/S “SPAR SCORPIO” 11079.5 T 84.278 M 11.853 M

General hydrostatic data of the vessel, such as displacement, deadweight, center of buoyancy, center of floating, metacenter, displacement per centimeter of draught and so on, are tabulated against the vessel’s mean draught. Cross stability data, excluding the buoyancy effects of timber deck cargoes or the similar, are provided therein. It is necessary to ensure a satisfactory safety of the ship at any time during each voyage. Therefore, prior to loading, the Master shall make a calculation in order to verify that no unacceptable stress in the ship’s structure, no insufficient stability, nor inappropriate floating state will occur during the forthcoming voyage. 1.2

Introduction According to the International Convention for the Safety of Life at Sea,1974 (SOLAS), Chp. VI, Part A, Reg. 5.6 all cargoes other than liquid or solid bulkcargoes shall be loaded, stowed and secured throughout the voyage in accordance with a Cargo Securing Manual approved by the Administration. Likewise in accordance with SOLAS Chp. VI, Part B, Reg. 7, a vessel that is intended for transport of solid bulk cargoes shall be provided with a booklet that describes safe procedures for loading, stowage and unloading of the vessel in order to enable the master to prevent excessive stresses in ship’s structure. As the present vessel is intended for transport of bulkcargoes as well as for transport of steel coils and timber on deck this manual has been prepared to meet both these requirements and consequently contains both procedures for safe loading and unloading of the vessels and procedures for stowage and securing of timber and steel coils.

DIAMOND 53 - CARGO LOADING MANUAL

The manual has been prepared in accordance with the following rules and regulations:

1.3

•

International Convention for the Safety of Life at Sea,1974 (SOLAS), Consolidated Edition 2004, chapter VI, Part B, Reg. 6 & 7 and Chp. VII, Part A-1, Reg. 7.2.2.

•

Code of Practice for Solid Bulk Cargoes (BC Code), 2001 Edition IMO 2002.

•

Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code) (IMO Res. A862(20)).

•

IACS URS1: Requirements for Loading Conditions, Loading Manuals and Loading Instruments.

•

IACS URS1A: Additional Requirements for Loading Conditions, Loading Manuals and Loading Instruments for Bulk Carriers, Ore Carriers and Combination Carriers.

•

IACS URS17: Longitudinal Strength of Hull Girder in Flooded Condition for Bulk Carriers (IACS 2003, Rev. 5). (Please refer to note in Sect. 6.2).

•

IACS URS25: Harmonised Notations And Corresponding Design Loading Conditions For Bulk Carriers.

•

IACS: Bulk Carriers – Guidance and Information on Bulk Cargo Loading and Discharging to Reduce the Likelihood of Over-stressing the Hull Structure. (IACS 1997).

•

Code of Safe Practice for Cargo Stowage and Securing (CSS Code), (IMO Resolution A.714(17)).

•

Code of Safe Practice for Ships carrying Timber Deck Cargoes, (IMO Resolution A.715(17)).

•

IMO/MSC/Circular 745 (13 June 1996), „Guidelines for the Preparation of the Cargo Securing Manual“.

•

International Code for the Safe Carriage of Grain in Bulk (International Grain Code), IMO 1991.

•

Rules of Det Norske Veritas (DNV) as applicable.

Validity This manual is valid only for the particular ship as identified in „1.2.1 General data“. It shall be used together with and in accordance with the documents as referred to in „1.2.3 Reference documents“. The manual shall be kept on board and available for inspection by port/flag state control and class surveys and others to whom it may concern. In case the vessel is converted to such an extent that stability is influenced, new data for this manual may have to be prepared accordingly.

DIAMOND 53 - CARGO LOADING MANUAL

1.4

Approval of and Amendments to this Manual This manual has been approved by Det Norske Veritas and no alterations nor revisions shall be made to any part of it without the prior approval of Det Norske Veritas. A copy of the current Approval Letter from Det Norske Veritas is inserted overleaf. The manual should be regularly updated and maintained with loading sequences for harbours encountered on a regular basis. Cargo securing equipment is only to be renewed by certified equipment. Material certificates for new components are to be inserted in the manual. The manual is to be kept updated with certificates for existing and new equipment, and the certificates are to be available in case of inspection. If project cargoes are to be carried onboard, the manual is to be updated according to the requirements for ship specific accelerations and calculation examples.

1.5

Usage of this Manual The Cargo Securing Manual is often subject to control by the flag authorities and port states. Therefore the manual is divided in the following main parts: • • •

General and Vessel Particulars (Sect. 1-2) Cargo Loading Manual, Sect. 3-8 and Sect. 14-16 (Appendix A-C) Cargo Securing Manual, Sect. 9-13 and Sect. 17 (Appendix D)

This manual shall be used as guidance for safe loading and unloading as well as for securing of cargoes. The Manual shall be used in conjunction with the vessel’s loading computer. Additional information and documentation can be found in the documents mentioned in Sect. 2.3. The guidance given herein should by no means rule out the principles of good seamanship, neither can it replace experience in stowage and securing practice.

DIAMOND 53 - CARGO LOADING MANUAL

2

VESSEL PARTICULARS

2.1

Ship Data

PAGE 2-1

Name of Ship

M/S SPAR SCORPIO

DNV ID no.

D25303

IMO Number

9307578

Flag

NIS

Call Sign

LAFN6

Builder

ChengXi Shipyard

Hull No.

CX4209, keel lying date: 2006.05.29

Type of Ship

Handymax Bulk Carrier

Class and Notation

Official No.: -

Det Norske Veritas:
1A1 Bulk Carrier ESP ES(D) NAUTICUS (New Building) BC-A(Holds No. 2, 4 or 3 may be empty) GRAIN-U EO DK (+) HA(+) IB(+) TMON

Length overall

190.00 m

Length B.P.*

183.05 m (CL rudderstock to FP)

Breadth Moulded

32.26 m

Depth Moulded

17.50 m

Maximum Draft

12.54 m

Tonnage (international)

Gross 32474 t

Net 17790 t

Deadweight

53,565 t at 12.54 m draught

Design Speed (knots)

14.0 kn

Number of Hatches/Holds

5

Hatch Dimensions (LxB)

CH1:

19.20 x 22.40

CH 2-5: 21.60 x 22.40 Hold Dimensions (LxBxD)

CH1:

30.40 x 29.86 x 15.70

CH 2-4: 28.80 x 29.86 x 15.70 CH5:

31.20 x 29.86 x 15.70

* The rudderstock is 200 mm forward of frame 0. For all calculations of stability, conditions etc. frame 0 is used as reference point and Lpp is taken as 183.25 m.

DIAMOND 53 - CARGO LOADING MANUAL

2.1.1

Position of Draught Marks and Other Dimensions

PAGE 2-2

DIAMOND 53 - CARGO LOADING MANUAL

2.2

General Arrangement

Page 2-3

DIAMOND 53 - CARGO LOADING MANUAL

2.3

Page 2-4

Reference Documents The documentation mentioned below provides supplementary information that can be used in connection with this manual. In this manual smaller copies of some of the below mentioned drawings are inserted for reference.

Doc. ID

Document / Manual

DMC 40.3580.00.055-01

Stability Information Manual

DMC 40.3580.00.055-02

Grain Stability Manual

Issued

Approval

Diamond53 – URS25 (BCA) DMC 40.3580.00.101-01

(Calculation of longitudinal strength in flooded conditions)

DMC 40.3580.00.009-01F

General Arrangement

-

-

DMC 40.3580.00.005-01

Capacity and Tank Plan

-

-

DMC 40.3580.00.331-01

Bilge and Ballast System

-

-

DMC 40.3580.00.055-03

Ballast Water Management Plan

DMC40.3580.00.362-03

Arrangement of Dangerous Areas

DMC 40.3580.00.980-01

Cargo Washing and Drainage System

As the vessel is equipped for transportation of certain classes of dangerous goods a copy of the vessel’s Document of Compliance with the requirements of SOLAS Chp. II-2, Part G, Reg. 20 is inserted overleaf when available.

2.3.1

Location of reference documents The reference documents in normal scale can all be found on the bridge.

DIAMOND 53 - CARGO LOADING MANUAL

Page 2-5

CARGO LOADING MANUAL SECTION 3-8

DIAMOND 53 - CARGO LOADING MANUAL

Page 3-1

3

DESIGN LOADS

3.1

Max. Uniform Distributed Loads The vessel is designed for the following uniformly distributed loads: Hatch covers

2.5 t/m²

Upper deck

4.5 t/m²

Tanktop

25.0 t/m²

3.2

Longitudinal Strength

3.2.1

Section modulus The vessel's longitudinal strength is based on the following hull data: Section Modulus

3.2.2

Actual

Required

Material

Deck

13.953 m3

13.663 m3

NV-36

Bottom

22.364 m3

14.838 m3

NV-32

Allowable bending moments The vessel has been checked for the following still water bending moment: Distance from AP

Sagging

Hogging

Sagging

Hogging

m

kNm

kNm

kNm

kNm

AP

0

0

0

0

64.4

-1,500,000

1,700,000

-2,260,000

2,420,000

72.6

-1,500,000

1,700,000

-2,260,000

2,420,000

117.98

-1,500,000

1,700,000

-2,260,000

2,420,000

128.28

-1,500,000

1,700,000

-2,260,000

2,420,000

FP

0

0

0

0

Seagoing

Harbour

DIAMOND 53 - CARGO LOADING MANUAL

3.2.3

Page 3-2

Allowable Shear Forces The vessel has been checked for the following longitudinal still water shear force: Distance from AP

Distance from AP

Positive

Negative

Positive

Negative

Fr. No.

m

kN

kN

kN

kN

fr. 34

27.20

86,627

-86,194

95,289

-95,072

0.2L

36.30

81,492

-80,254

92,721

-92,102

0.3L

54.45

81,492

-80,254

92,721

-92,102

fr. 73

58.40

82,456

-81,487

92,203

92,719

0.4L

72.60

85,920

-85,920

94,935

-94,935

fr. 109

87,20

85,920

-85,920

94,935

-94,935

0.6L

108.90

85,920

-85,920

94,935

-94,935

fr. 145

116.00

82,898

-83,414

93,424

-93,682

0.7

127.05

78,194

-79,515

91,072

-91,732

fr. 181

144.80

78,197

-79,518

91,073

-91,733

0.85L

154.28

78,198

-79,519

91,074

-91,734

fr. 219

175.20

96,794

-97,163

100,372

-100,557

Seagoing

Harbour

3.2.3.1 Corrections to actual shear force For comparison with the allowable values of shear force the actual calculated shear force may be corrected, using the following formula: Q = Qact - ∆QSL (In case of negative values of Qact the value of ∆QSL to be added to Qact.) Where

∆Q SL = CP (PH + ∑(K NPN )) − CD T1 (kN) And PH

=

cargo or ballast (in t) in the hold in question.

PN

=

bunker or ballast (in t) in the double bottom below the considered hold.

T1

=

draught in m at the middle of the hold.

DIAMOND 53 - CARGO LOADING MANUAL

Page 3-3

KN

=

To be taken from the table below.

CP

=

To be taken from the table below.

CD

=

To be taken from the table below.

Hold No.

KN

CP

CD (t/m)

1

1.1518

1.993

1423

2

1.0096

2.333

1771

3

1.0098

2.333

1771

4

1.0096

2.333

1771

5

1.2775

1.797

1357

The mass of ballast water in a side ballast tank shall not be included in the shear force correction calculation. The correction of shear force is described in detail in DnV rules Pt.3 Ch.1 Sec 5, D201.

3.3

Max. Allowable and Min. Required Mass of Cargo in Each Cargo Hold as Function of Hold Mid Draught The loading of any cargo hold should always comply with the limitations set by the longitudinal strength of the whole vessel as well as with limitations set by the local strength of the individual cargo hold. For each hold there is a relation between how much cargo can be loaded in the hold and the draught of the vessel measured in way of the hold in question. This vessel is designed for alternate and block loading as described above. Consequently, some of the holds can be empty without any damage to the structure, even if the vessel is loaded to the summer load line. For each of the 5 holds or combination of holds this relation is illustrated in the figures below. When using the diagrams below the content of ballast water below a cargo hold shall be included in the cargo mass.

DIAMOND 53 - CARGO LOADING MANUAL

Cargo hold no. 1

NO. 1 CARGO HOLD ALLOWABLE MASS DIAGRAM Maximum cargo mass (incl. WB below cargo hold) 16,800 t at full draught

20000 18000 Not allowable

16000 14000 HOLD MASS (t)

3.3.1

Page 3-4

12000 10000 8000

Allowable

6000 4000 2000 Not allowable

0 0

1

2

3

4

5

6

7

8

9

10 11 12 13 14 Harbour Seagoing

DRAFT (m) Definition points : Point no.

1

2

3

4

5

6

7

8

Draft [m]

0

8,46

0

10,86

10,82

14,00

13,68

14,00

9.347

16.800

7.224

16.800

0

2.806

0

286

Hold mass [t]

DIAMOND 53 - CARGO LOADING MANUAL

Page 3-5

Cargo hold no. 2

NO. 2 CARGO HOLD ALLOWABLE MASS DIAGRAM Maximum cargo mass (incl. WB below cargo hold) 15,000 t at full draught

20000 18000 Not allowable

16000

HOLD MASS (t)

14000 12000 10000 8000

Allowable

6000 4000 2000 0 0

1

2

3

4

5

6

7

8

9

10 11 12 13 14 Harbour Seagoing

DRAFT (m)

Definition points : Point no.

1

2

3

4

5

6

7

8

Draft [m]

0

8,46

0

8,46

8,94

10,93

-

-

7.547

15.000

5.965

13.250

13.250

15.000

-

-

Hold mass [t]

DIAMOND 53 - CARGO LOADING MANUAL

Cargo hold no. 3

NO. 3 CARGO HOLD ALLOWABLE MASS DIAGRAM Maximum cargo mass (incl. WB below cargo hold) 17,750 t at full draught

20000 18000 Not allowable

16000 14000 HOLD MASS (t)

3.3.2

Page 3-6

12000 10000 8000

Allowable

6000 4000 2000 0 0

1

2

3

4

5

6

7

8

9

10 11 12 13 14 Harbour Seagoing

DRAFT (m) Definition points : Point no.

1

2

3

4

5

6

7

8

Draft [m]

0

8,46

0

11,07

-

-

-

-

10.297

17.750

7.992

17.750

-

-

-

-

Hold mass [t]

DIAMOND 53 - CARGO LOADING MANUAL

Cargo hold no. 4

NO. 4 CARGO HOLD ALLOWABLE MASS DIAGRAM Maximum cargo mass (incl. WB below cargo hold) 15,000 t at full draught

20000 18000 Not allowable

16000 14000 HOLD MASS (t)

3.3.3

Page 3-7

12000 10000 8000 Allowable

6000 4000 2000 0 0

1

2

3

4

5

6

7

8

9

10 11 12 13 14 Harbour Seagoing

DRAFT (m) Definition points : Point no.

1

2

3

4

5

6

7

8

Draft [m]

0

8,46

0

8,46

9,04

11,02

-

-

7.547

15.000

5.880

13.250

13250

15.000

-

-

Hold mass [t]

DIAMOND 53 - CARGO LOADING MANUAL

Cargo hold no. 5

NO. 5 CARGO HOLD ALLOWABLE MASS DIAGRAM Maximum cargo mass (incl. WB below cargo hold) 17,650 t at full draught

20000 18000 Not allowable

16000 14000 HOLD MASS (t)

3.3.4

Page 3-8

12000 10000 8000

Allowable

6000 4000 2000 Not allowable

0 0

1

2

3

4

5

6

7

8

9

10 11 12 13 14 Harbour Seagoing

DRAFT (m) Definition points : Point no.

1

2

3

4

5

6

7

8

Draft [m]

0

8,46

0

10,96

10,72

14,00

13,72

14,00

10.197

17.650

7.990

17.650

0

2.891

0

243

Hold mass [t]

DIAMOND 53 - CARGO LOADING MANUAL

Max. Allowable and Min. Required Mass of Cargo in Adjacent Cargo Holds as Function of Holds Mid Draught (Block Loading)

ADJACENT HOLDS ALLOWABLE MASS DIAGRAM Maximum cargo mass (incl. WB below cargo hold) 26,500 t at full draught

30000 Not allowable

25000

20000 HOLD MASS (t)

3.4

Page 3-9

15000 Allowable

10000

5000

Not allowable

0 0

1

2

3

4

5

6

7

8

9

10 11 12 13 14 Harbour Seagoing

DRAFT (m) Definition points : Point no.

1

2

3

4

5

6

7

8

Draft [m]

0

6,20

0

8,46

9,47

14,00

11,72

14,00

15.572

26.503

11.596

26.503

0

7.995

0

4.020

Hold mass [t]

DIAMOND 53 - CARGO LOADING MANUAL

3.5

Page 3-10

Max. Load on Fixed Cargo Securing Devices “Maximum Securing Load” (MSL) is a term used to define the allowable 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. The maximum securing load (MSL) of each lashing ring on upper deck and on cargo hatch coamings are: Lumber lashing sockets on upper deck and on cargo hatches

47 kN

This corresponds to a breaking strength of each ring of 133 kN. Permissible load on the loose cargo securing devices is described in Sect. 10.

DIAMOND 53 - CARGO LOADING MANUAL

4

LOADING RESTRICTIONS AND LIMITATIONS

4.1

General Remarks

Page 4-1

The general remarks in the following publications on even distribution and trimming of bulk cargoes should be noted.

4.2

•

Code of Practice for Solid Bulk Cargoes (BC Code), IMO 1998.

•

Code of Practice for Solid Bulk Cargoes 2001 Supplement to 1998 Edition, IMO 2001.

•

Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code) (IMO Res. A862(20)).

•

IACS: Bulk Carriers – Guidance and Information on Bulk Cargo Loading and Discharging to Reduce the Likelihood of Over-stressing the Hull Structure. (IACS 1997).

Limitations due to Slamming If slamming is envisaged the vessel is required to have the following minimum draught on FP in order to avoid damage caused by slamming: •

5.2 m – in case waterballast tanks DB1 and FP are filled with water.

•

6.0 m – in case waterballast tanks DB1 and FP are empty.

It will often be possible to avoid slamming by reducing speed and/or change course.

DIAMOND 53 - CARGO LOADING MANUAL

4.3

Page 4-2

Limitations due to Visibility According to the requirements in SOLAS the surface of the sea forward of the vessel shall not be obscured for more than two ship lengths as seen from the conning position in the wheelhouse. The length of the obscured area can be calculated as follows:

 D − DS f = a tan C  K CK S

  − F 

 T − TF F = a tan A  L PP

  

T − TF  sin(90º −f − F)    ∗  D S − TF + K FK S ∗ A novis =  sin(f ) L PP   

  

No load on hatches

Load on hatches

Please note that the point “S” in general can be located two different places, dependent on whether there is a deck load on hatch no. 1, higher than 3.8 m. If the deck load is lower than this the point S is located in the bow. If higher, point S is located in the top forward corner of the stow on hatch no. 1.

symbol

no load on hatch no. 1 or load

load on hatch no. 1 higher than

DIAMOND 53 - CARGO LOADING MANUAL

Page 4-3

lower than 3.8 m

3.8 m

LPP

183.1 m

183.1 m

TA

to be measured

to be measured

TF

to be measured

to be measured

DC

35.7 m

35.7 m

DS

23.0 m

to be measured*

KCKS

162.0 m

143.2 m

KFKS

2.9 m

-7.9 m

*The distance from baseline to top of hatch no. 1 is 20.5 m – for hatch no. 2, 3, 4, 5 the distance is 20.7 m. where: LPP TA TF DC DS KCKS KFKS novis

= = = = = = = =

Length between perpendiculars Draught on AP Draught on FP Eye height of conning position Height of position S above baseline Horizontal distance from conning position to S Horizontal distance from FP position to S Length of obscured area forward of the vessel’s bow

If novis < 366.1 m (equal to two ship lengths) The visibility is according to requirements.

4.4

Limitations on Draught Aft

4.4.1

Emergency fire pump To ensure that the emergency fire pump located beneath the steering gear compartment is always able to obtain suction the draught aft shall be at least 6.3 m.

4.4.2

Propeller immersion The propeller is fully submerged when the draught at AP is at least 6.5 m.

4.4.3

Calculation of propeller immersion If necessary the propeller immersion can be calculated as follows: I/D% = (Taft – 550)100/5900 where:

DIAMOND 53 - CARGO LOADING MANUAL

Page 4-4

I/D is the ratio of the propellerdisc that is submerged for a given draught. For definitions of the other terms please see the figure in Sect. 2.1.1 above. As the distance between the longitudinal centre of the propeller and frame 0 is small compared to the Lpp, the draught iwo. the propeller centre is taken equal to taft. 4.5

Limitations due to Strength in Flooded Conditions •

In the block loading condition with CH3 empty the density of the cargo is restricted to 1.35 t/m3 if equal filling rate is used for all holds.

In the alternate loading condition cargoes with a density of 3.0 t/m3 can be loaded if equal filling rate is used for all holds. Higher density cargoes can be loaded in these conditions if the cargo is redistributed to reduce the still water bending moment, i.e. without using equal filling rate in all holds. Note: The above restriction is caused by the requirement that the vessel shall comply with the rules for flooding outlined in URS17 as well as with the requirements to strength in URS25 – See also Sect. 6.3. However, harbour conditions, docking conditions afloat, transient loading- and unloading conditions in port and loading conditions encountered during ballast water exchange need not to be considered.

DIAMOND 53- CARGO LOADING MANUAL

Page 5-1

5

THE VESSEL’S BALLAST SYSTEM

5.1

Capacity and Location of Ballast Pumps etc. Pump

Location

Capacity m³/h Head

No. 1 ballast pump

ER floor PS forward

1,000

4.0 bar

No. 2 ballast pump

ER floor PS forward

1,000

4.0 bar

No. 1 ballast eductor

ER floor PS forward

50

2.0 bar

No. 2 ballast eductor

ER floor PS forward

50

2.0 bar

The ballast system can be operated from the following locations: • The Engine Control Room (ECR) • The Deck Office/Ballast Control Room IMPORTANT: It is important to note that when ballasting or de-ballasting each pump should serve at least two ballast tanks at the same time. For a short period of time one pump can be used for topping-up of one tank. Pumping with two pumps to one ballast tank could lead to serious damage to the vessel's structure. It is also very important to ensure that the aircaps are i full working order before any ballast operation commences.

DIAMOND 53- CARGO LOADING MANUAL

5.2

Sketch of Ballast System

Page 5-2

DIAMOND 53- CARGO LOADING MANUAL

5.3

Page 5-3

Ballast Water Capacity Capacity Tank No.

Description m³ (netto)

FPT

Fore peak tank

1874

DB1P

No. 1 DB ballast water tank P

245

DB1S

No. 1 DB ballast water tank S

245

WT1P

No. 1 wing ballast water tank P

1067

WT1S

No. 1 wing ballast water tank S

1067

DB2P

No. 2 DB ballast water tank P

608

DB2S

No. 2 DB ballast water tank S

608

WT2P

No. 2 wing ballast water tank P

1,009

WT2S

No. 2 wing ballast water tank S

1,009

DB3P

No. 3 DB ballast water tank P

608

DB3S

No. 3 DB ballast water tank S

608

WT3P

No. 3 wing ballast water tank P

1,010

WT3S

No. 3 wing ballast water tank S

1,010

DB4P

No. 4 DB ballast water tank P

608

DB4S

No. 4 DB ballast water tank S

608

WT4P

No. 4 wing ballast water tank P

998

WT4S

No. 4 wing ballast water tank S

998

DB5P

No. 5 DB ballast water tank P

435

DB5S

No. 5 DB ballast water tank S

435

WT5P

No. 5 wing ballast water tank P

844

WT5S

No. 5 wing ballast water tank S

844

TECHP

Hold wash water P

377

TECHS

Hold wash water S

377

APT

Aft peak tank

642

CH3

Total capacity excl. hold no. 3

18,134

Cargo hold no. 3

13,349

Total capacity incl. hold no. 3

31,483

DIAMOND 53- CARGO LOADING MANUAL

6

STABILITY INFORMATION

6.1

General

Page 6-1

For extensive information on the vessel's stability, please refer to the Stability Information Manual etc. as mentioned in sect. 2.3: Reference Documents.

6.2

Allowable GM-values In general the minimum required GM value for the vessel is 1.2 M. The Stability Information Manual presents in detail the minimum required GM values of the vessel in conditions ranging from –1 m to +3 m trim.

6.3

Damaged Conditions In accordance with the requirements in IACS URS17: Longitudinal Strength of Hull Girder in Flooded Condition for Bulk Carriers, all service conditions included in the Stability Information Booklet have been examined for flooding of any one hold. To date URS17 is only considering single skin bulk carriers. No requirements are at present available for double skin bulk carriers. To allow for the double hull URS17 has been adopted for this vessel with the following modifications: •

The wave moment used in calculations of longitudinal strength in damaged conditions is taken as 70% of the rule design wave moment (URS17 stipulates 80%).

•

Each damage in the calculations is taken as simultaneous flooding of one cargo hold and the adjoining wing tank (in URS17 only the cargo hold is flooded).

In all flooded conditions the bending moments and the shear forces are within the allowable limits. Some of the results are presented in closer detail in the document: Diamond53 – URS25 (BC-A).

6.4

Loading Instrument The vessel is equipped with an approved loading instrument. The instrument should be used for monitoring and control during loading/discharging and ballasting/de-ballasting processes in order not to exceed the vessel's capability with regard to strength and stability. In case of loading sequences not described in this manual the instrument should be used in planning and simulation of intended loading sequences to enable the Master to fulfil his obligations to agree on a loading plan with terminal representatives.

DIAMOND 53- CARGO LOADING MANUAL

7

CARGOES TO BE CARRIED

7.1

General

Page 7-1

The vessel is designed to carry ordinary bulk cargoes as well as packaged timber, logs and steel coils.

7.2

Dangerous Cargoes (THIS SECTION IS FOR INFORMATION ONLY) In addition to the cargoes mentioned above the vessel is designed and certified to carry certain dangerous solid bulk cargoes according to the IMDG and BC Code and in accordance with the IMDG Certificate issued. A Document Of Compliance certifying that the vessel complies with the relevant parts of the requirements of SOLAS Chp. II-2, Part G, Reg. 20 is issued and a copy can be found in Sect. 2.3 Reference Documents. The table below outlines the specific cargoes for which the vessel is certified. The Note column indicates specific measures to be taken. It should be noted that all the allowed cargoes can be carried in all holds. For a definition of the IMO classes please refer to BC-Code Sect. 9. This code also provides information on the individual cargoes. MHB means “materials only hazardous in bulk”. UN No.

CARGO

1395

Aluminium nitrate

IMO Class 5.1

1438 2067 2068 2069 2070 2071

Ammonium nitrate

5.1

1-5

2, 3

Ammonium nitrate fertilizer, type A

5.1

1-5

2, 3

Ammonium nitrate fertilizer, type B

9

1-5

2, 3

1446

Barium nitrate

5.1

1-5

MHB

1-5

5.1

1-5

9

1-5

Charcoal

MHB

1-5

Coal

MHB

1-5

4.2

1-5

MHB

1-5

4.2

1-5

9

1-5

Calcined pyrites (pyritic ash, fly ash) 1454

Calcium nitrate

2969

Castor beans

1363

2793 2216

Copra Direct reduced iron, briquettes, hot moulded Ferrous metal, borings, shavings, cutting etc Fishmeal

Hold

Note

1-5

1, 3

3

DIAMOND 53- CARGO LOADING MANUAL

Fluorspar (calcium fluoride)

Page 7-2

MHB

1-5

1376

Iron oxide, iron sponge, spent

4.2

1-5

1469

Lead nitrate

5.1

1-5

Lime (unslaked)

MHB

1-5

Magnesia (unslaked)

MHB

1-5

Magnesium nitrate

MHB

1-5

5.1

1-5

Peat moss

MHB

1-5

Petroleum coke calcined or uncalcined

MHB

1-5

Pitch, pril, prilled coal tar, pencil pitch

MHB

1-5

Potassium nitrate (saltpetre) Radioactive material, low specific activity material (LSA-1) Radioactive material, surface contaminated objects (SCO-1) Sawdust

MHB

1-5

7

1-5

7

1-5

MHB

1-5

5.1

1-5

5.1

1-5

MHB

1-5

MHB

1-5

MHB

1-5

4.1

1-5

MHB

1-5

1474

Metal sulphide concentrates

1486 2912 2913

1498 1499

Sodium nitrate (chile saltpetre) Sodium nitrate and potassium nitrate mixture Tankage (garbage tankage, rough ammonia tankage, tankage fertilizer) Wood chips Wood pulp pellets Sulphur (lump or coarse grained) Vanadium ore

2, 3

NOTES:

General

The vessel shall be provided with 4 sets of protective clothing and two extra sets of self-contained breathing apparatus over and above the requirements to fireman's outfit.

1

When coal emitting methane is carried, adequate surface ventilation should be maintained.

2

Electrical installation to be disconnected or to be of explosion proof type.

3

Spark arresting screens on ventilation openings to be provided.

When loading, transporting or unloading dangerous goods the rules laid down in SOLAS chp. VII Part A-1 shall be closely followed with regard to loading plan and requirements to stowage and segregation.

DIAMOND 53- CARGO LOADING MANUAL

7.2.1

Page 7-3

Electrical Installations According to the requirements in SOLAS for carriage of the above mentioned Dangerous Cargoes the electrical equipment in the cargo holds is required to be of certified safe type. This includes also the Water Ingress Detection System. The requirements are referenced in drw. 362-03: Arrangement of Dangerous Areas as mentioned in Sect. 2.3: Reference Documents. Any loose electrical gear used in connection with loading and discharge is also required to be of certified safe type.

7.2.2

Other Equipment For transport of Dangerous Cargo The vessel is equipped with instruments for measuring of: • • • • • •

temperature in cargo holds concentration of methane concentration of carbon monoxide concentration of oxygen above the cargo concentration of hydrogen ph-values of cargo hold bilge samples

4 sets of protective clothing and two sets of emergency breathing apparatuses to be used in connection with the transportation of dangerous goods can be found in the Fire Station aft of the funnel.

DIAMOND 53- CARGO LOADING MANUAL

8

LOADING AND UNLOADING OF THE VESSEL – BULK CARGOES

8.1

Loading Patterns

Page 8-1

The vessel is designed and constructed for loading of cargo as follows:

8.2

•

Homogenous full cargo loading at design and scantling draught.

•

Heavy bulk cargo in holds no. 1, 3 and 5 with holds no. 2 and 4 empty and at scantling draught (Alternate Loading).

•

Light dry bulk cargoes in holds no. 1, 2 and 4,5 to full scantling draught (Block Loading).

•

Packaged timber on weather deck hatches and side decks.

•

Steel coils loaded in holds to full scantling draught.

Cargo Information Prior to shipment the shipper should provide all necessary information about the cargo to enable the shipowner or ship operator to ensure that: •

the different commodities to be carried are compatible with each other or suitably separated;

•

the cargo is suitable for the ship; and

•

the cargo can be safely stowed and secured on board the ship and transported under all expected conditions during the intended voyage.

The Master should be provided with adequate information regarding cargo to be carried so that its stowage may be properly planned for handling and transport.

8.3

Loading Plan SOLAS Chapter VI, Part B, Reg. 7.3 calls for the Master and the terminal representative to agree on a plan to ensure safe loading, discharging and voyage of the vessel. This plan should be made in accordance with the directions given in this manual. The Master and the terminal representative shall ensure that loading and unloading operations are conducted in accordance with the agreed plan. If during operations the vessel's strength limits as mentioned in Sect. 3 are exceeded with risk of damaging the vessel's structure, the Master has the right to suspend operation and the duty to inform port authorities that corrective measures may be taken.

DIAMOND 53- CARGO LOADING MANUAL

8.4

Page 8-2

Trimming Procedures To minimize the risk of a bulk material shifting, the cargo should be trimmed reasonably level to the boundaries of the cargo space. For further information, please refer to BC-Code Sect. 5.

8.5

Loading Sequences The following section presents a set of example typical loading sequences to be encountered when loading or unloading cargoes of the types mentioned in Sect. 6. Details of the loading conditions that are calculated as basis for the loading sequences are inserted in this booklet as Appendix A. The following should be noted with regard to the calculations: •

All conditions shown are calculated with 10% consumables on arrival and 100% at departure.

•

When new, actual loading sequences are simulated on the vessel’s loading, instrument, bunkering etc. should be taken into account.

•

In the initial and final loading conditions seagoing moments and shear forces are used. During cargo operations, harbour values are referred to.

•

Loading rates have not been considered in the example calculations as they are unknown.

•

Only loading is shown in the examples. Unloading can be done by reversing the processes.

A loading sequence for steel coil cargoes is shown in Sect. 11 below. For timber deck cargoes information is found in Sect. 9 below. Loading sequences referring to actual loading rates and patterns should be worked out according to the vessel's actual service.

DIAMOND 53- CARGO LOADING MANUAL

Loading: Light ballast to homogenous cargo

Page 8-3

DIAMOND 53- CARGO LOADING MANUAL

Loading: Light ballast to heavy cargo (Ch1 3 5 loaded)

Page 8-4

DIAMOND 53- CARGO LOADING MANUAL

Loading: Light ballast to block cargo (Ch1 2 4 5 loaded)

Page 8-5

DIAMOND 53- CARGO LOADING MANUAL

8.6

Page 8-6

Cargo Hold Washing The vessel is equipped with a portable air/water-driven combi gun for cargo hold washing. Washing water is deposited in the upper parts of wing tanks No. 5 P and SB. On the following page is inserted a copy of the diagram for the cargo hold washing system.

DIAMOND 53- CARGO LOADING MANUAL

Page 8-7

LADDER

DIAMOND 53- CARGO LOADING MANUAL

Page 9-1

CARGO SECURING MANUAL SECTION 9-13

DIAMOND 53- CARGO LOADING MANUAL

9

Page 9-2

LOADING AND UNLOADING OF THE VESSEL - CARGOES OTHER THAN BULK CARGOES This vessel is designed to carry packaged timber as deck load and steel coils in the holds. Such cargoes should be loaded and stowed in accordance with the vessel’s equipment and with the general principles outlined below.

9.1

9.2

General Information 1.

„The guidance given herein should by no means rule out the principles of good seamanship, neither can it replace experience in stowage and securing practice“.

2.

„The information and requirements set forth in this manual are consistent with the requirements of vessel’s trim stability manual, International Load Line Certificate (1966), the hull strength loading manual (if provided) and with the requirements of the International Maritime Dangerous Goods (IMDG) Code “.

3.

„This Cargo Securing Manual specifies arrangements and cargo securing devices provided on board the ship for the correct application and the securing of cargo based on transverse, longitudinal and vertical forces which may arise during adverse weather and sea conditions.“

4.

„It is imperative to the safety of the ship and the protection of the cargo and personnel that the securing of the cargo is carried out properly and that only appropriate securing points or fittings should be used for cargo securing.“

5.

„The cargo securing devices mentioned in this manual should be applied so as to be suitable and adapted to the quantity, type of packaging, and physical properties of the cargo to be carried. When new or alternative types of cargo securing devices are introduced, the Cargo Securing Manual shall be revised accordingly. Alternative cargo securing devices introduced should not have less strength than the devices being replaced.“

6.

„There should be sufficient quantity of reserve cargo securing devices on board the ship.“

7.

„Information on the strength and introduction for the use and maintenance of each specific type of cargo securing device, where applicable, is provided in this manual. The cargo securing devices should be maintained in a satisfactory condition. Items worn or damaged to such an extent that their quality is impaired should be replaced.“

Stowage and Securing 1.

General principles of cargo securing: •

All cargoes should be stowed and secured in such a way that the ship and persons on board are not put at risk.

DIAMOND 53- CARGO LOADING MANUAL

Page 9-3

•

The safe stowage and securing of cargoes depends on proper planning, execution and supervision.

•

Personnel commissioned to tasks of cargo stowage and securing should be properly qualified and experienced.

•

Personnel planning and supervising the stowage and securing of cargo should have a sound practical knowledge of the application and content of this Cargo Securing Manual.

•

In all cases, improper stowage and securing of cargo will be potentially hazardous to the securing of other cargoes, will endanger the lives of the personnel and will reduce the safety of the vessel.

•

Decisions taken for measures of stowage and securing cargo should be based on the most severe weather conditions which may be expected by experience for the intended voyage.

•

Ship handling decisions taken by the Master, especially in bad weather conditions, should take into account the type and stowage position of the cargo and the securing arrangements.

2.

Appropriate precautions shall be taken during loading and transport of heavy cargoes or cargoes with abnormal physical dimensions to ensure that no structural damage to the ship occurs and to maintain adequate stability throughout the voyage.

3.

Cargo should be stowed such that the design loads for upper deck, hatch covers and inner bottom, indicated under ship’s particulars at the beginning of this manual, are not exceeded.

DIAMOND 53- CARGO LOADING MANUAL

10

LOADING OF TIMBER

10.1

General

Page 10-1

Please note that this vessel is only meant for and equipped for transportation on deck and cargo hold hatches of packaged sawn timber with a package length of at least 3.6 m and does not have a timber load line. Consequently the vessel cannot be loaded deeper than the normal summer load waterline when loading timber. When calculating on the stability in timber loading conditions allowance should be made for the extra weight in arrival condtions due to aggregation of water or ice in the timber deck load during voyage. According to rules and practice this extra weight should be calculated as 10% of the original deck load in departure. Timber deck cargoes are to be stowed and secured in accordance with the IMO Code of Safe Practice for Ships Carrying Timber Deck Cargoes, 1991. (Res. A715(17)

10.2

•

Timber means sawn wood or lumber, cants, logs, poles, pulpwood and all other types of timber in loose or packaged form. The term does not include wood pulp or similar cargo.

•

Timber deck cargo means a cargo of timber carried on an uncovered part of a freeboard or superstructure deck. The term does not include wood pulp or similar cargo.

•

Cargo Securing Devices are all fixed and portable devices used to secure and support cargo units.

•

Maximum Securing Load (MSL) is a term used to define the allowable 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.

Stowage Patterns for Timber Cargoes Lashing plans showing use of the actual lashing equipment on board in compliance with the requirements in the Code should be made by the vessel’s officers and inserted in this manual. Any stowage plan should be evaluated before loading with regard to stability, strength of deck and hatches, permissible stowing heights, visibility etc. as outlined below. The vessel’s loading instrument should be used for simulation and validation of the condition. When making stowage and lashing plans it should be noted that the vessel does not have any equipment allowing uprights to be used.

DIAMOND 53- CARGO LOADING MANUAL

Page 10-2

When planning to load and stow timber deck cargo the remarks in Sect. 10.6.3 should be considered.

10.3

Stability while carrying Timber Deck Cargoes As noted in Sect. 10.1 this vessel is not provided with a Timber Load Line and cannot claim any advantage with regard to deeper immersion due to timber loading. The vessel can only be loaded to the normal summer load water line and the stability shall be evaluated according to the intact and damage stability criteria outlined in the Intact Stability Manual as referenced in Sect. 2.3 above. In Sect. 6.2 above the minimum required GM-values resulting from intact and damage stability calculations are shown in diagrammes. Due to damage stability requirements the lowest GM at which the vessel is allowed to operate is 1.35 m. Further the vessel and the equipment is only meant for transport of packaged timber where the package is at least 3.6 m long. The Stability Information Manual contains standard loading conditions (L*50-L*52) for timber loading. The extent of cargo in these conditions comply with the requirements as outlined in this manual. The weight of the timber in arrival conditions are calculated as the load of the timber in departure plus 10% to allow for absorbtion of water and possibly ice in and between the timber during voyage. If timber deck cargo is stowed differently from the presented conditions, the situation can be simulated on the vessel’s loading computer to ensure compliance with the requirements. In general, the following remarks from the Code concerning stability should be considered in any condition: •

The stability of the vessel at all times, including during the process of loading and unloading timber deck cargo, should be positive and to a standard acceptable to the Administration. It should be calculated having regard to: • the increased weight of the timber deck cargo due to: • absorption of water in dried or seasoned timber • ice accretion, if applicable • consumables • free surface in tanks • the weight of water trapped in broken spaces within the timber deck cargo and especially logs

•

The Master should: • cease all loading operations if a list develops for which there is no satisfactory explanation and it would be imprudent to continue loading • before proceeding to sea, ensure that: • the vessel is upright • the vessel has an adequate metacentric height in both departure and arrival conditions

DIAMOND 53- CARGO LOADING MANUAL

•

10.4

Page 10-3

the vessel meets the required stability criteria, the required strength, propeller immersion, draught forward and visibility.

•

Vessels carrying timber deck cargoes should operate, as far as possible, with a safe margin of stability and with a metacentric height which is consistent with safety requirements, but such metacentric height should not be allowed to fall below the minimum allowed GM-value as stated in Sect. 6.2 above.

•

However, excessive initial stability should be avoided as it will result in rapid and violent motion in heavy seas which will impose large sliding and racking forces on the cargo causing high stresses on the lashings.

Height and Extent of Timber Deck Cargo On this vessel timber can be loaded in packaged form on the cargo hatch covers and on the side decks where lashing eyes are provided. In the forward part of the vessel any forward-facing profile shall not present overhanging shoulders to a head sea. Subject to the limiting factors below the Code specifies that in general the height of the timber deck cargo above the weather deck on a ship within a seasonal winter zone in winter should not exceed one third of the extreme breadth of the ship. The possible height of the timber stow is determined by one or a combination of the following limiting factors: •

Distance between lashing points – Sect. 10.5.1 below mentions the distances between lashing eyes. Referring to the Code and the Rules of DnV the maximum possible stowing heights due to these distances are: •

4.8 m on cargo hatch covers (for a spacing of lashingeyes of 2.4 m on the hatchcoaming brackets)

•

6 m or above on upper deck (for a spacing of lashingeyes of 1.5 m on the upper deck)

•

Strength of upper deck and cargo hatch covers - the weight of the timber deck cargo shall not exceed the designed maximum permissible load on the weather deck and hatches, allowing also for a 10% augmentation of weight during voyage due to absobtion of water etc. The permissible loads are rendered in Sect. 3.1 and 4.4 above.

•

Stability – The cargo should not be stowed in greater weight or height than it is possible to comply with the required GM-values presented in Sect. 6.2 above. Further, an allowance should be made for possible augmentation of weight during voyage due to absobtion of water etc.

•

Visibility - adequate visibility shall be assured. The visibility can be calculated using the procedures shown in Sect. 4.3 above.

DIAMOND 53- CARGO LOADING MANUAL

10.5

Page 10-4

Lashing Equipment All lashing and components used for the securing of the timber deck cargo should be tested, marked and certified according to national regulations or an appropriate standard of an internationally recognized standards institute. Copies of the appropriate certificate should be kept on board. No treatments which could hide defects or reduce mechanical properties or strength should be applied after testing.

10.5.1

Location and Strength of Fixed Timber Lashing Equipment The vessel is equipped with a number of lashing eyes for securing of timber deck load. The lashing eyes are located on the main deck and on the hatch coamings brackets as indicated on the drawing “Lashing Eyes for Timber Deck Loads” inserted overleaf. The maximum securing load (MSL) of each lumber lashing socket on upper deck and on cargo hatch coamings is: (corresponding to a breaking strength of 133 kN).

47 kN

Please note that: •

If a new fixed securing device is to be fitted on the vessel, structural details and calculations, demonstrating structural adequacy of the supporting structure, are to be submitted for review by DNV.

•

Loads exerted on the ship’s structure, by cargo securing devices and associated attachments, are not to exceed the loads indicated under Ship’s particulars/Design loads at the beginning of this manual.

As shown on the enclosed drawing the distance between lashingpoints is •

2,400 mm for the lashingpoints located on the cargo hatch coaming brackets.

•

1,500 mm for the lashing points located on the upper deck.

Due to the spacing of lashing eyes the timber packages shall at least be 3.6 m long and the cargo shall be stowed to no greater height than mentioned in sect. 10.4.

10.5.2

Location and strength of Loose Timber Lashing Equipment The following table lists all loose equipment for stowage of timber deck cargoes according to their type and MSL: All lashings and components used for securing should: •

possess a breaking strength of not less than 133 kN

•

after initial stressing, show an elongation of not more than 5% at 80% of their breaking strength.

DIAMOND 53- CARGO LOADING MANUAL

Page 10-5

•

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

•

Lashings shall be not less than 19 millimetres (1 inch) close link chain or flexible wire rope of equivalent strength, fitted with sliphooks and turnbuckles, which shall be accessible at all times.

•

Shackles, stretching devices and all other ancillary components incorporated into a chain or wire rope lashing and its securings should have a minimum ultimate load of 14,100 kg. Each component should be proof loaded to 5,600 kg. No part should be damaged or permanently deformed after proof loading.

The vessel is not yet equipped with the loose material for timber lashing. When the material is delivered, list of items to be approved by DnV with regard to strength etc and a list to be inserted here. The following general precautions should be followed to maintain the strength and the tension of the lashings:

DIAMOND 53- CARGO LOADING MANUAL

her indsættes tegning

Page 10-6

DIAMOND 53- CARGO LOADING MANUAL

•

Upon completion and after the initial securing, the tightening device or system should be left with not less than half the threaded length of screw or of tightening capacity available for future use.

•

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: •

27 kN in the horizontal part

•

16 kN in the vertical part

•

Every lashing should be provided with a device or an installation to permit the length of the lashing to be adjusted (E.g. a short length of chain for wire lashings).

•

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:

•

10.5.3

Page 10-7

•

the number and size of rope clips utilized should be in proportion to the diameter of the wire rope and should not be less than four, each spaced at intervals of not less than 15 cm;

•

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;

•

rope clips should be initially tightened so that they visibly penetrate into the wire rope and subsequently be re-tightened after the lashing has been stressed.

Greasing the threads of grips, clips, shackles and turnbuckles increases their holding capacity and prevents corrosion.

Inspection and Maintenance of Lashing Equipment Regular inspections and maintenance are carried out under the responsibility of the Master. Cargo securing device inspections should as a minimum include regularly inspection while not in use or before using as well as inspections during use under voyage. When securing devices are replaced, the inventory lists should, as far as practicable, be updated and relevant certificates inserted in an appropriate place in the manual. Inspections before use: •

As a general rule a visual examination of lashings and components should at least be made at intervals not exceeding 12 months.

•

Routine visual examinations of components being utilised:

DIAMOND 53- CARGO LOADING MANUAL

Page 10-8

•

Before using any cargo securing device, whether fixed or portable, the equipment must be visually inspected to ensure that there are no defects and that when appropriate, all moving parts have been greased and are operating correctly. Any damage should be satisfactorily repaired.

•

After use, and before going into storage, each device should be visually inspected to ensure that the device has not sustained damage, is still in good condition and does not require repair or replacement. Especially after heavy weather voyages the lashing equipment should be carefully examined. Defective portable lashing equipment should be put aside into a suitable separate location, i.e. bins marked “BAD“, and any necessary repairs and testing must be carried out prior to re-use. If beyond repair the equipment is to be scrapped.

•

•

Discarded parts of equipment should be replaced by equivalent parts. Cargo Securing Equipment is only to be renewed by certified equipment.

•

All portable securing devices shall be visually examined and greased as necessary at intervals not exceeding 3 months.

•

Portable equipment not in use should be collected and stored in bins.

Periodic examinations/re-testing as required by the Administration. When required, the cargo securing devices concerned should be subjected to inspections by DnV. •

The welds connecting the fixed cargo securing equipment to the ship’s structure should be inspected regularly and any fractures or tearing should be gouged out and rewelded. Welding of the device to the structure should be carried out by approved personnel in accordance with recognised welding practice.

•

If the underlying structure of the deck, tank top, hatch covers, bulkheads or side structure is deformed to such an extent that an uneven stow would result, the structure should be repaired by the most appropriate method. Any significant deformation of the ship’s structure in way of securing points is to be reported to DNV at the earliest opportunity.

•

Cargo securing equipment used several times, both loose and fixed, should be re-tested regularly. The equipment to be tested should be selected by random selection, for instance 1 of 50 pieces of each type of equipment. These tests should be to proof strength load.

The following procedures should be followed for accepting, maintaining, repairing or rejecting cargo securing devices, and should be carried out by the ship’s crew:

DIAMOND 53- CARGO LOADING MANUAL

Cargo Sec. Device Lashingeye

Inspection Check if/for: deformed

Page 10-9

Maintenance

corroded

Turnbuckle

Lashing chain w/tensions Wire rope lashings

Shackles

bent pins damaged or missing hook damaged destructive, thread link is deformed permanent kinks flattening corrosion drying out of the fibre core protrusion of the fibre core bolt damaged or missing bent wear and tear

Threads of turnbuckles should be greased regularly, at least every 3 months

Actions: repaired or replaced replaced if top plate is less than 75 % of original straightened renewed renewed scrapped replace if any link is deformed

replaced if any of the listed defects are found

renewed scrapped scrapped

Inspections and adjustments of securing arrangements during the voyage: •

The securing devices should be regularly inspected to ensure that the cargo remains safely secured throughout the voyage.

•

The securing arrangement should be adjusted, if found necessary after inspection, during the voyage. Adjustment of securing devices includes retightening of lashings or remaking the lashing. If necessary additional lashings should be fitted, and if possible the friction could be increased. This is particularly important when heavy weather or swell is expected. Moreover, when heavy weather has passed.

•

Particular attention should also be paid to lashings, which may become slack due to the cargo deforming or compacting during the voyage. Lashings may also become slack when cargoes are loaded and secured in conditions of low ambient temperature and the vessel then proceeds to areas of significantly higher ambient temperature.

•

If adjustment to the cargo securing arrangement has to be carried out at sea under adverse weather and sea conditions adequate precautions have to be taken to avoid dangerous situations for the crew. Good seamanship is necessary.

DIAMOND 53- CARGO LOADING MANUAL

Page 10-10

•

During a voyage, partial discharge may result in an exposed cargo face. This should preferably be secured while loading to avoid hazards while discharging other cargo.

•

Sufficient reserve securing devices should be carried to deal with unexpected circumstances.

•

Entries of all examinations and adjustments to lashings should be made in the ship’s record book.

Inspections and maintenance carried out are to be entered into the “Log for Maintenance of Cargo Securing Equipment“. The log can be of the form rendered in the example below. LOG FOR MAINTENANCE OF CARGO SECURING EQUIPMENT Date

Securing Device

Insp./Maint. carried out

Test Result

Comment

Sign.

Example of maintenance log

10.6

Loading of Timber Deck Cargo The basic principle for the safe carriage of any timber deck cargo is solid stowage during all stages of the deck loading. This can only be achieved by constant supervision by shipboard personnel during the loading process. Section 10.8 provides general advice on stowage practices, which have proved to be effective for various types of timber deck cargoes.

10.6.1

Safety Measures When carrying out stowage and securing of cargo the following safety instructions should be observed: •

The working area should be sufficiently illuminated.

•

If ladders are to be used, they should be adequately secured against sliding and tipping.

•

People at work should wear head and foot protection.

DIAMOND 53- CARGO LOADING MANUAL

•

Page 10-11

If wire ropes are to be cut to length by a cold chisel, the men at work should wear eye protection.

Power saws for cutting timber to required length should be operated by skilled persons only.

10.6.2

Before Loading Timber Deck Cargo Before timber deck cargo is loaded on any area of the weather deck:

10.6.3

•

Hatch covers and other openings to spaces below that area should be securely closed and battened down;

•

Air pipes and ventilators should be efficiently protected and check valves or similar devices should be examined to ascertain their effectiveness against the entry of water;

•

Accumulation of ice and snow on such an area should be removed; and

•

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

Stowing Timber Deck Cargo The timber deck cargo should be stowed in such a way that: •

safe and satisfactory access to the crew's quarters, pilot boarding access, machinery spaces and all other areas regularly used in the necessary working of the ship is provided at all times;

•

where relevant, openings that give access to hatch covers and other openings to spaces below that area can be properly closed and secured against the entry of water;

•

safety equipment, devices for remote operation of valves and sounding pipes are left accessible; and

•

it is compact and will not interfere in any way with the navigation and necessary working of the ship.

During loading, the timber deck cargo should be kept free of any accumulation of ice and snow.

10.6.4

Securing Timber Deck Cargo Timber deck cargo shall be effectively secured through its length by a lashing system acceptable to the Administration for the character of timber carried.

DIAMOND 53- CARGO LOADING MANUAL

Page 10-12

The lashing system for packaged timber should consist of independent lashings and every lashing should pass over the timber deck cargo and be shackled to the eyeplates attached to the deck or the cargo hatch coaming brackets. The packages stowed at the upper outboard edge of the stow should be secured by at least two lashings each. 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. 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. For more detailed advice on how to stow and secure a timber deck please refer to sect. 10.8 below that presents parts of the Code.

10.6.5

Before Leaving Port Upon completion of loading, and before sailing, a thorough inspection of the vessel should be carried out. Soundings should also be taken to verify that no structural damage has occurred causing an ingress of water.

10.7

Actions to be taken during the Voyage

10.7.1

Tightening of lashings 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. Entries of all examinations and adjustments to lashings should be made in the ship's logbook.

10.7.2

Voyage planning and ship handling The Master should plan the voyage so as to avoid potential severe weather and sea conditions. To this effect, weather reports, weather facsimiles or weather routing agencies should be consulted. In cases where severe weather and sea conditions are unavoidable, masters should be conscious of the need to reduce speed and/or alter course at an early stage in order to minimize the forces imposed on the cargo, structure and lashings. The lashings are not designed to provide a means of securing against imprudent ship handling in heavy weather. There can be no substitute for good seamanship.

DIAMOND 53- CARGO LOADING MANUAL

10.7.3

Page 10-13

Listing during voyage If a list occurs that is not caused by normal use of consumables (water and fuel), such list can probably be attributed to one of three caused or possibly a combination of same. •

•

Cargo shift •

A major shift of deck cargo will obviously be immediately apparent: Deck cargo may, however, have shifted imperceptibly or there may have been a shift of cargo below decks. An immediate examination should determine whether or not cargo has shifted and if this is the case the Master will have several remedies available to him depending on the exact circumstances.

•

The ballasting and transferring of ballast or fuel to reduce or correct a list caused by a shifted cargo should, however, be carefully considered since this action would, in all probability, result in a far greater list if the cargo should subsequently shift to the other side.

•

As any cargo shift will in most cases occur in adverse weather conditions, sending crew to release or tighten the lashing on a shifted or moving cargo may well represent a greater hazard than retaining an overhanging load. A moving or shifted timber deck cargo should only be jettisoned after careful consideration; jettisoning is unlikely to improve the situation as the whole cargo stack would probably not fall at once. Severe damage may also be sustained by the propeller if it is still turning when timber is jettisoned.

Water ingress •

•

The possibility of water ingress should immediately be determined by sounding throughout the vessel. In the event that unexplained water is detected, all available pumps should be used to bring the situation under control. Subsequent actions will obviously depend on whether or not such ingress of water can be controlled by use of pumps.

Angle of roll •

If the rolling of the ship prior to the detection of the list has been exceptionally slow and the ship has returned to the upright position in a sluggish manner, this will indicate that the ship has little or no metacentric height remaining. The list is therefore due to the ship rolling to one side and having no righting arm to return to the upright position. This situation may be rectified by either adding weight to the low part of the ship (ballasting DB tanks) or removing weight from the high part (deck cargo). Of the two options, ballasting is usually preferable and if empty divided double bottom space is available, the tank open the lower side should be ballasted first in order to immediately provide additional metacentric height – after which the tank on the high side should also be ballasted. However, special care should be taken in ballasting and de-ballasting to rectify the situation since this may cause a far greater list to the other side.

DIAMOND 53- CARGO LOADING MANUAL

10.8

Advice on Stowage Practices for Timber Deck Cargoes

10.8.1

General

Page 10-14

The ‘Code’ in this Section refers to IMO Resolution A.715(17) - Code of Safe Practice for Ships Carrying Timber Deck Cargoes, 1991. 1.1

The stowage practices described in this appendix have been found to achieve satisfactory results, provided that account is taken of the recommendations of the Chapters 1-6 of the Code of Safe Practice for Ships Carrying Timber Deck Cargoes, 1991. Although specific conditions may dictate a departure from these guidelines, the basic principles as detailed in 1.2 below should nevertheless be adhered to.

1.2

The basic principle for the safe carriage of timber deck cargo is, as indicated earlier, to make the stow as solid and compact as practicable. The purpose of this is to: 1. prevent slack in the stow which could cause the lashings to slacken; 2. produce a binding effect within the stow; and 3. reduce to a minimum the permeability of the stow.

1.3

Lashings prevent deck cargo from shifting by increasing the friction due to pre-stress forces and counteracting forces on the stow in the direction of possible shifting. The lashings should meet the following criteria: 1. The strength of all lashing elements should be at least equal to that recommended in the Code; and 2. The necessary tension should be maintained during the whole voyage.

1.4

The shifting of timber deck cargo is due mainly to the following causes which may occur singly or together: 1. Lashings becoming slack due to compaction of the cargo during the voyage, unsuitable devices for tightening the lashing systems and/or inadequate strength of the lashings; 2. Movement of the cargo across the hatch covers due to insufficient friction, particularly in ice and snow; 3. Heavy rolling or pitching of the ship; 4. Impact from heavy seas.

1.5

Great care should be taken to keep the ship in an upright condition during loading as even a slight list will impose a considerable load on the retaining uprights. The necessity for prudent ship handling during the voyage cannot be overstressed; imprudent ship handling can nullify even the best of stowages.

DIAMOND 53- CARGO LOADING MANUAL

1.6

Page 10-15

The lashings should be in accordance with Chapter 4 of the Code and may comprise the following types: 1. Wire rope lashings which are used in addition to chain lashings. Each of these may pass over the stow from side to side and loop completely around the uppermost tier. Turnbuckles are fitted in each lashing to provide means for tightening the lashing at sea (see figure 1). 2. Wiggle wires which are fitted in the manner of a shoelace to tighten the stow. These wires are passed over the stow and continuously through a series of snatch blocks, held in place by foot wires. Turnbuckles are fitted from the top of the foot wire into the wiggle wire in order to keep the lashings tight at sea (see figures 2 and 3). 3. Chain lashings which are passed over the top of the stow and secured to substantial padeyes or other securing points at the outboard extremities of the cargo. Turnbuckles are fitted in each lashing to provide means for tightening the lashing at sea (see figure 4).

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

Figure 1

DIAMOND 53- CARGO LOADING MANUAL

Figure 2

Figure 3

Figure 4

Page 10-16

DIAMOND 53- CARGO LOADING MANUAL

Page 10-17

Figure 6

Note: Roller shackles to be affixed between all foot wires and wiggle wires and at least two turnbuckles to be inserted between the wiggle wire and the foot wire on each side (port and starboard).

10.8.2

Packaged timber and cants 2.1

Timber packages are usually bundled by bandings fastened mechanically (hard bundled) or by hand (soft bundled). The packages may not have standard dimensions and they are not always flush at both ends. The stowage problem is compounded by differences in the lengths of packaged timber when the packages are stowed on board the ship. Moreover, the Master of the ship often has no influence on the order in which the packages are delivered.

2.2

Packages which contain random lengths likely to disrupt the compaction of the stow should not be loaded on deck. Other packages of random lengths capable of compact stowage may be loaded on deck in a fore-and-aft direction but not on exposed surfaces or in the stowage outboard of the hatch coamings (see figures 6 and 7).

2.3

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

DIAMOND 53- CARGO LOADING MANUAL

2.4

Page 10-18

Cants are usually bundled by banding, but the irregularities caused by varying thicknesses and curved sides make compact bundling very difficult to achieve. Because of these factors, considerable broken stowage is encountered as well. The tendency is for the packages to assume a rounded crosssection within the bands due to the curved sides of the individual pieces (see figure 8).

Figure 6

Figure 7

Figure 8

DIAMOND 53- CARGO LOADING MANUAL

Page 10-19

2.5

A solid stow of packaged timber is not always possible as the packages of timber have different measurements, may be partially soft bundles, and gaps may exist between the packages. It is essential, however, that the upper tier and outboard packages be stowed as compactly as possible and the upper tiers chocked as necessary.

2.6

The methods used to stow cargoes of loose timber for transport cannot always be applied to the transport of packaged timber as: 1. packaged timber cannot be stowed to give a compactness as tight as that achieved with loose timber, and lashings may therefore be less effective;

2.7

Before commencing to load on the deck or hatches, a firm and level stowage surface should be prepared. Dunnage, where used, should be of rough lumber and should be placed in the direction which will spread the load across the ship's underdeck structure and assist in draining.

2.8

Due to the system of athwartship lashing, the stowage of packages should generally be in the fore-and-aft direction; the wings of the upper two tiers should always be in the fore-and-aft direction. It is advisable to have one or more non-adjacent tiers stowed athwartships when above the level of the hatches in order to produce a binding effect within the cargo. Also, athwartship packages should be carried above the hatches to interlock the load. If packages with great differences in length are to be loaded, the longest packages should be stowed fore and aft outboard. Short packages should be confined to the inner portions of the stowage. Only packages flush at both ends can be stowed athwartships (see figures 9, 10 and 11).

2.9

The timber should be loaded to produce a compact stow with a surface as level as practicable. Throughout the loading, a level and firm stowage surface should be prepared on each working tier. Rough dunnage, if used, should be spread over at least three adjacent packages to produce a binding effect within the stow, particularly in the wings.

2.10

Any gaps occurring around packages in which the cargo may work at sea, such as in the vicinity of hatch coamings and deck obstructions, should be filled with loose timber, efficiently chocked off or effectively bridged over. For this purpose a supply of timber chocking material should be made available to the ship.

2.11

Packages at the outboard edges of the stow should be positioned so that they do not extend over the padeyes and obstruct the vertical load of the athwartship lashings. The end of each deck stow should be flush in order to minimize overhangs to resist the influence of green seas and to avoid the ingress of water.

2.12

Large heavy boards and squares of timber, when loaded on deck in combination with packages, should preferably be stowed separately. When placed in upper tiers, heavy pieces of timber tend to work loose at sea and cause some breaking of packages. In the event that boards and squares are stowed on top of packages, they should be efficiently restrained from movement.

DIAMOND 53- CARGO LOADING MANUAL

2.13

Page 10-20

When the final tier is loaded on a large number of tiers, it may be stepped in from the outer edge of the stow about 0.5-0.8 m (a half package).

Figure 9

Figure 10

Figure 11

DIAMOND 53- CARGO LOADING MANUAL

11

UNDER DECK STOWAGE OF LOGS

11.1

General Guidelines for the Under-Deck Stowage of Logs

11.1.1

Introduction

Page 11-1

The purpose of this annex is to recommend safe practices for the under-deck stowage of logs and other operational safety measures designed to ensure the safe transport of such cargoes.

11.1.2

Prior to loading 1.

Each cargo space configuration (length, breadth and depth), the cubic bale capacity of the respective cargo spaces, the various lengths of logs to be loaded, the cubic volume (log average), and the capacity of the gear to be used to load the logs should be determined

2.

Using the above information, a pre-stow plan should be developed to allow the maximum utilization of the available space; the better the under-deck stowage, the more cargo can safely be carried on deck

3.

The cargo spaces and related equipment should be examined to determine whether the condition of structural members, framework and equipment could affect the safe carriage of the log cargo. Any damage discovered during such an examination should be repaired in an appropriate manner

4.

The bilge suction screens should be examined to ensure they are clean, effective and properly maintained to prevent the admission of debris into the bilge piping system.

5.

The bilge wells should be free of extraneous material such as wood bark and wood splinters.

6.

The capacity of the bilge pumping system should be ascertained. A properly maintained and operating system is crucial for the safety of the ship. A portable dewatering pump of sufficient capacity and lift will provide additional insurance against a clogged bilge line.

7.

Side sparring, pipe guards, etc., designed to protect internal hull members should be in place; and

8.

The Master should ensure that the opening and closing of high ballast dump valves (CH 3) are properly recorded in the ship's log. Given that such high ballast tanks are necessary to facilitate loading and bearing in mind regulation 22(1) of the International Convention on Load Lines, 1966, which requires a screw-down valve fitted in gravity overboard drain lines, the master should (ensure that the dump valves are properly monitored to preclude the accidental readmission of water into these tanks. Leaving these tanks open to the sea could lead to an apparent inexplicable list, a shift of deck cargo and potential capsize.

DIAMOND 53- CARGO LOADING MANUAL

11.1.3

Page 11-2

During loading operations 1.

Each lift of logs should be hoisted aboard the ship in close proximity to the ship to minimise any potential swinging of the lift.

2.

The possibility of damage to the ship and the safety of those who work in the cargo spaces should be considered. The logs should not be swinging when lowered into the space. The hatch coaming should be used, as necessary, to eliminate any swinging of the logs by gently resting the load against the inside of the coaming, or on it, prior to lowering.

3.

The logs should be stowed compactly, thereby eliminating as many voids as is practicable. The amount and the vertical centre of gravity of the logs stowed under deck will govern the amount of cargo that can be safely stowed on deck. In considering this principle, the heaviest logs should be loaded first into the cargo spaces.

4.

Logs should generally be stowed compactly in a fore-and-aft direction, with the longer lengths towards the forward and aft areas of the space. If there is a void in the space between the fore and aft lengths it should be filled with logs stowed athwartships so as to fill in the void across the breadth of the spaces as completely as the length of the logs permits.

5.

Where the logs in the spaces can only be stowed fore-and-aft in one length, any remaining void forward or aft should be filled with logs stowed athwartships so as to fill in the void across the breadth of the space as completely as the length of the logs permits.

6.

Athwartship voids should be filled tier by tier as loading progresses.

7.

Butt ends of the logs should be alternately reversed to achieve a more level stowage, except where excess sheer on the inner bottom is encountered.

8.

Extreme pyramiding of logs should be avoided to the greatest extent possible. If the breadth of the space is greater than the breadth of the hatch opening, pyramiding may be avoided by sliding fore-and-aft loaded logs into the ends of the port and starboard sides of the space. This sliding of logs into the ends of the port and starboard sides of the space should commence early in the loading process (after reaching a height of approximately 2 m above the inner bottom) and should continue throughout the loading process.

9.

It may be necessary to use loose tackle to manoeuvre heavy logs into the under-deck areas clear of the hatchways. Blocks, purchases and other loose tackle should be attached to suitably reinforced fixtures such as eyebolts or padeyes to be welded on for this purpose. However, if this procedure is followed, care should be taken to avoid overloading the gear.

10. A careful watch by ship's personnel should be maintained throughout the loading to ensure no structural damage occurs. Any damage which affects the seaworthiness of the ship should be repaired.

DIAMOND 53- CARGO LOADING MANUAL

Page 11-3

11. When the logs are stowed to a height of about 1 m below the forward or aft athwartship hatch coaming, the size of the lift of logs should be reduced to facilitate stowing of the remaining area; and 12. Logs in the hatch coaming area should be stowed as compactly as possible to maximum capacity.

11.1.4

After loading The ship should be thoroughly examined to ascertain its structural condition. Bilges should be sounded to verify the ship's watertight integrity.

11.2

During the voyage 1.

The ship's heeling angle and rolling period should be checked, in a seaway, on a regular basis.

2.

Wedges, hammers and portable pump, if provided should be stored in an easily accessible place; and

3.

The Master or a responsible officer should ensure that it is safe to enter an enclosed cargo space by: 1.

ensuring that the space has been thoroughly ventilated by natural or mechanical means;

2.

testing the atmosphere of the space at different levels for oxygen deficiency and harmful vapour where suitable instruments are available; and

3.

requiring self-contained breathing apparatus to be worn by all persons entering the space where there is any doubt as to the adequacy of ventilation or testing before entry.

DIAMOND 53- CARGO LOADING MANUAL

Page 12-1

12

LOADING OF STEELCOILS

12.1

Dimensions, Dunnage and Number of Coils

12.1.1

Coil Dimensions The vessel is designed to carry: •

2 - tiers of 25 tons each at 3 wooden dunnages

The minimum dimensions of the coils is:

12.1.2

•

Length

min. 1,200 mm

•

Diameter

min. 2,000 mm

Dunnage For coils 1.2 m x 2.0 mØ the 3 wooden dunnage should be distributed as in the figure below:

Coils seen from above

Coils seen from side Position of dunnage below coils and distances between coils. In general the dunnage should be positioned with equal spacing beneath the coils following the same principle as illustrated above.

DIAMOND 53- CARGO LOADING MANUAL

12.1.3

Page 12-2

Longitudinal Distance between Loaded Coils Coils 1.2 m x 2.0 mØ should be stowed with a longitudinal distance of 240 mm between rows of coils. In general the distance should be 20% of coil length, but not more than 300 mm.

12.1.4

Capacity for Steel Coil Loading The number of coils 1.2 m x 2.0 mØ that can be loaded in the holds are as follows: Hold 5

Hold 4

Hold 3

Hold 2

Hold 1

Upper tier

154

252

252

252

174

Lower tier

170

234

234

234

194

Total

324

486

486

486

368

8,100 t

12,150 t

12,150 t

12,150 t

9,200 t

Weight (@25 t) Total weight

53,750 t

The loading of steel coils in cargo holds should never exceed the loads for the approved loading condition according to Sect. 3.3.

12.2

Coils of Other Dimensions In case coils of other dimensions or weight are loaded, the number of dunnage etc. should be carefully considered. The table on the following page gives an indication of allowable weight and size of coils that can be loaded in the holds in relation to no. of dunnage that should be used and without damaging the structure.

DIAMOND 53- CARGO LOADING MANUAL

Page 12-3

Steel Coil Loading - Cargo Hold No. 1 Where the table indicates “NOT OK” steel coils of the given dimension and weight cannot be loaded, as the structure will be damaged.

2 wooden dunnage

3 wooden dunnage

4 wooden dunnage

Length of steel coil in metres

Length of steel coil in metres

Length of steel coil in metres

Total coil weight*

1.00

1.20

2.00

2.50

3.00

1.00

1.20

2.00

2.50

3.00

1.00

1.20

2.00

2.50

3.00

30.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

35.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

40.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

45.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

NOT OK NOT OK

NOT OK NOT OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

NOT OK

OK

OK

OK

NOT OK

OK

OK

OK

50.0 55.0

NOT OK NOT OK

NOT OK NOT OK

*Total coil weight indicates the total weight of all coils in tiers. E.g. 30 ton total coil weight can consist of 2 tiers of 15 ton each or 3 tiers of 10 ton each etc.

DIAMOND 53- CARGO LOADING MANUAL

Page 12-4

Steel Coil Loading - Cargo Hold No. 2 Where the table indicates “NOT OK” steel coils of the given dimension and weight cannot be loaded, as the structure will be damaged.

2 wooden dunnage

3 wooden dunnage

4 wooden dunnage

Length of steel coil in metres

Length of steel coil in metres

Length of steel coil in metres

Total coil weight*

1.00

1.20

2.00

2.50

3.00

1.00

1.20

2.00

2.50

3.00

1.00

1.20

2.00

2.50

3.00

30.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

35.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

40.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

NOT OK

OK

OK

OK

NOT OK

OK

OK

OK

45.0 50.0 55.0

NOT OK NOT OK NOT OK

NOT OK NOT OK

NOT OK NOT OK

NOT OK NOT OK

*Total coil weight indicates the total weight of all coils in tiers. E.g. 30 ton total coil weight can consist of 2 tiers of 15 ton each or 3 tiers of 10 ton each etc.

DIAMOND 53- CARGO LOADING MANUAL

Page 12-5

Steel Coil Loading - Cargo Hold No. 3 Where the table indicates “NOT OK” steel coils of the given dimension and weight cannot be loaded, as the structure will be damaged.

2 wooden dunnage

3 wooden dunnage

4 wooden dunnage

Length of steel coil in metres

Length of steel coil in metres

Length of steel coil in metres

Total coil weight*

1.00

1.20

2.00

2.50

3.00

1.00

1.20

2.00

2.50

3.00

1.00

1.20

2.00

2.50

3.00

30.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

35.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

40.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

45.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

NOT OK

OK

OK

OK

NOT OK

OK

OK

OK

NOT OK

OK

OK

OK

50.0 55.0

NOT OK NOT OK

NOT OK NOT OK

NOT OK NOT OK

*Total coil weight indicates the total weight of all coils in tiers. E.g. 30 ton total coil weight can consist of 2 tiers of 15 ton each or 3 tiers of 10 ton each etc.

DIAMOND 53- CARGO LOADING MANUAL

Page 12-6

Steel Coil Loading - Cargo Hold No. 4 Where the table indicates “NOT OK” steel coils of the given dimension and weight cannot be loaded, as the structure will be damaged.

2 wooden dunnage

3 wooden dunnage

4 wooden dunnage

Length of steel coil in metres

Length of steel coil in metres

Length of steel coil in metres

Total coil weight*

1.00

1.20

2.00

2.50

3.00

1.00

1.20

2.00

2.50

3.00

1.00

1.20

2.00

2.50

3.00

30.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

35.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

40.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

45.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

NOT OK

OK

OK

OK

NOT OK

OK

OK

OK

NOT OK

OK

OK

OK

50.0 55.0

NOT OK NOT OK

NOT OK NOT OK

NOT OK NOT OK

*Total coil weight indicates the total weight of all coils in tiers. E.g. 30 ton total coil weight can consist of 2 tiers of 15 ton each or 3 tiers of 10 ton each etc.

DIAMOND 53- CARGO LOADING MANUAL

Page 12-7

Steel Coil Loading - Cargo Hold No. 5 Where the table indicates “NOT OK” steel coils of the given dimension and weight cannot be loaded, as the structure will be damaged.

2 wooden dunnage

3 wooden dunnage

4 wooden dunnage

Length of steel coil in metres

Length of steel coil in metres

Length of steel coil in metres

Total coil weight*

1.00

1.20

2.00

2.50

3.00

1.00

1.20

2.00

2.50

3.00

1.00

1.20

2.00

2.50

3.00

30.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

35.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

40.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

45.0

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

NOT OK NOT OK

NOT OK NOT OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

OK

NOT OK

OK

OK

OK

NOT OK

OK

OK

OK

50.0 55.0

NOT OK NOT OK

NOT OK NOT OK

*Total coil weight indicates the total weight of all coils in tiers. E.g. 30 ton total coil weight can consist of 2 tiers of 15 ton each or 3 tiers of 10 ton each etc.

DIAMOND 53- CARGO LOADING MANUAL

12.3

Page 12-8

Stowage Pattern for Steel Coils The following illustrations and remarks all refer to coils of 1.2 m x 2.0 mØ. All coils are to be stowed with the axis in the longitudinal direction of the vessel with distance between rows as indicated in Sect. 12.1.3.

12.3.1

Transverse Stow In the following illustrations transverse sections of the vessel show stowing of coils in two tiers with timber for chocking and shoring between. Details on how to do this is rendered in Sect. 12.6.

Stowage in cargo holds 2, 3 and 4

Stowage in cargo hold 1 (typical)

DIAMOND 53- CARGO LOADING MANUAL

Stowage in cargo hold 5 (typical)

12.3.2

Plan View.

234 steel coils in lowest tier midships

Page 12-9

DIAMOND 53- CARGO LOADING MANUAL

194 steel coils in lowest tier hold no. 1

Page 12-10

DIAMOND 53- CARGO LOADING MANUAL

Page 12-11

170 steel coils in lowest tier hold no. 5

12.4

Lashing Etc. General advice on shoring and lashing of the coils is given in Sect. 12.5 below.

12.5

Loading and Unloading of Steel Coils When loading or unloading steel coils the advice in Sect. 3 and 4 regarding longitudinal and local strength should be closely followed in order not to damage the structure of the vessel. Overleaf is shown an example loading sequence for coils where the vessel is loaded to scantling draught.

DIAMOND 53- CARGO LOADING MANUAL

12.5.1

Loading: Light ballast to full steel coil load

Page 12-12

DIAMOND 53- CARGO LOADING MANUAL

Page 12-13

12.6

General Advice on Safe Stowage and Securing of Coiled Sheet Steel

12.6.1

General 1.1

12.6.2

This section deals only with coiled sheet steel stowed on the round. Vertical stowage is not dealt with because this type of stowage does not create any special securing problems.

Coils 2.1

Coils should be given bottom stow and, whenever possible, be stowed in regular tiers from side to side of the ship.

2.2

Coils should be stowed on dunnage laid athwartships. Coils should be stowed with their axes in the fore-and-aft direction. Each coil should be stowed against its neighbour. Wedges should be used as stoppers when necessary during loading and discharging to prevent shifting (figures 1 and 2).

2.3

The final coil in each row should normally rest on the two adjacent coils. The mass of this coil will lock the other coils in the row.

2.4

If it is necessary to load a second tier over the first, then the coils should be stowed in between the coils of the first tier (figure 2).

2.5

Any void space between coils in the topmost tier should be adequately secured (figure 3).

Figure 1 - Principle of dunnaging and wedging coils

DIAMOND 53- CARGO LOADING MANUAL

Figure 2 - Inserting of locking coils

Figure 3 - Shoring and chocking in voids between coils

Page 12-14

DIAMOND 53- CARGO LOADING MANUAL

12.6.3

Page 12-15

Lashings 3.1

The objective is to form one large, immovable block of coils in the hold by lashing them together. In general, strip coils in three end rows in the top tier should be lashed. To prevent fore-and-aft shifting in the top tier of bare-wound coils group-lashing should not be applied due to the fragile nature of the coils; the end row of a top tier should be secured by dunnage and wires, which are to be tightened from side to side, and by additional wires to the bulkhead. When coils are fully loaded over the entire bottom space and are well shored, no lashings are required except for locking coils (figures 4, 5, and 6).

DIAMOND 53- CARGO LOADING MANUAL

Page 12-16

Figure 6 - Securing of end row in top tier against fore-and-aft shifting (view from top)

3.2

The lashings can be of a conventional type using wire, steel band or any equivalent means.

3.3

Conventional lashings should consist of wires having sufficient tensile strength. The first tier should be chocked. It should be possible to retighten the lashings during the voyage (figures 5 and 6).

3.4

Wire lashings should be protected against damage from sharp edges.

3.5

If there are few coils, or a single coil only, they should be adequately secured to the ship, by placing them in cradles, by wedging, or by shoring and then lashing to prevent transverse and longitudinal movement.

3.6

Coils carried in containers, railway wagons and road vehicles should be stowed in cradles or specially made beds and should be prevented from moving by adequate securing.

DIAMOND 53- CARGO LOADING MANUAL

13

SAFE STOWAGE AND SECURING OF METAL SCRAP IN BULK

13.1.1

Introduction

Page 13-1

1.1

This section deals with the stowage of metal scrap which is difficult to stow compactly because of its size, shape and mass, but does not apply to metal scrap such as metal borings, shavings or turnings, the carriage of which is addressed by the Code of Safe Practice for Solid Bulk Cargoes.

1.2

The hazards involved in transporting metal scrap include: 1. shifting of the stow which in turn can cause a list; 2. shifting of individual heavy pieces which can rupture the side plating below the waterline and give rise to serious flooding; 3. excessive loading on tank tops or 'tween decks; and 4. violent rolling caused by excessive metacentric height.

13.1.2

Recommendations 2.1

When loading, care should be taken to ensure that the first loads are not dropped from a height which could damage the tank tops.

2.2

If light and heavy scrap is to be stowed in the same cargo space, the heavy scrap should be loaded first. Scrap should never be stowed on top of metal turnings, or similar forms of waste metal.

2.3

Scrap should be compactly and evenly stowed with no voids or unsupported faces of loosely held scrap.

2.4

Heavy pieces of scrap, which could cause damage to the side plating or end bulkheads if they were to move, should be overstowed or secured by suitable lashings. The use of shoring is unlikely to be effective because of the nature of the scrap.

2.5

Care should be taken to avoid excessive loading on tank tops and decks.

DIAMOND 53- CARGO LOADING MANUAL

14

APPENDIX A: CALCULATION FOR LOADING SEQUENCES

DIAMOND 53- CARGO LOADING MANUAL

15

APPENDIX B: EMPTY SHEETS FOR CALCULATION OF LOADING SEQUENCES

LOADING - UNLOADING SEQUENCE Name

Builder/Hull No.

D53K

CXS

APT

BALLAST TANK NOS.

DnV ID

CH 5

CH 4

CH 3

CH 2

CH 1

5

4

3

2

1

CH 5

CH 4

CH 3

CH 2

LOADING SEQUENCE :

FPT

Port (specific or typical):

Initial condition:

Total cargo to be loaded/disch. (t):

Final Condition:

Dock water density (t/m3):

Max. Load./unload. rate (t/hr):

Average Load./unload. rate (t/hr):

Number of loaders/dischargers:

Max. ballasting rate (t/hr):

Average ballasting rate (t/hr):

CH 1

Volume of hold, Vh (m3)

13.272

13.347

13.348

13.347

12.438

Height of hold, h (m)

18,00

18,00

18,00

18,00

17,80

Note: At each pour, the allowable hull girder shear force and bending moment and applicable mass in hold limits are not to be exceeded. Loading/discharging operations may have to be paused to allow for ballasting/deballasting in order to keep actual values within limits.

Hold loading at initial condition Cargo mass Density (t/m3)

APT wing tanks

Grade

DB or peak tank Total amount of cargo at beginning of operations:

t

Ball. No. 5

Ball. No.4

Ball. No. 3

Ball. No. 2

Total amount of water ballast at beginning of operations:

Ball. No. 1

FPT

d aft

Trim

d fwd

(m)

(m)

(m)

Hold

Hold

Hold

Hold

Hold

5

4

3

2

1

No. 5

No. 4

S.F. (%)

B.M. (%)

Condition after each operation (harbour moments)

Ballast tank Ballast tank Ballast tank Ballast tank Ballast tank APT

Maximum

t

BALLAST OPERATIONS

CARGO OPERATIONS Pour No. / Grade

Initial Condition (Seagoing moments)

Ballast content at initial condition

No. 3

No. 2

No. 1

FPT

d aft

Trim

d fwd

(m)

(m)

(m)

Maximum S.F. (%)

B.M. (%)

wing tanks

1

DB or peak tank wing tanks

2

DB or peak tank wing tanks

3

DB or peak tank wing tanks

4

DB or peak tank wing tanks

5

DB or peak tank wing tanks

6

DB or peak tank wing tanks

7

DB or peak tank wing tanks

8

DB or peak tank wing tanks

9

DB or peak tank

Total cargo/hold (t):

Total wing tanks Total DB or peak tank

All holds on board: (t)

Calc. values at end of operations (seagoing moments)

Remaining cargo to be loaded/discharged: (t) Total amount of cargo at end of operations:

Total amount of water ballast at end of operations:

t

t

d aft

Trim

d fwd

(m)

(m)

(m)

Approval

NOTES: Approved by:

Place:

Maximum S.F. (%)

Draft mark readings for control

Date:

d aft

d fwd

(m)

(m)

B.M. (%)

DIAMOND 53- CARGO LOADING MANUAL

16

APPENDIX C: LOADING SEQUENCES FOR SPECIFIC PORTS

DIAMOND 53- CARGO LOADING MANUAL

17

APPENDIX D: MAINTENANCE OF CARGO SECURING EQUIPMENT

DIAMOND 53- CARGO LOADING MANUAL

LOG FOR MAINTENANCE OF CARGO SECURING EQUIPMENT Date

Securing Device

Insp./Maint. carried out

Test Result

PAGE: Comment

Sign.