Loss Prevention 21 Oct, 2021 Carriage of Containers on Dry Bulk Vessels - Things to consider Mark Dunbar Surveys Manager Further to Notice to Members No. 6 2021/2022 the Club continues to receive queries about this trade and especially how it may be carried out safely. The aim of this article is to highlight the practical aspects that need to be taken into account and measures that should be taken. It does not consider the legal aspects where Members should seek external counsel from a qualified party.  Download PDF Individual cases will vary widely so the following should not be taken as exhaustive but as an aide memoire for the major factors that need to be addressed. Bridge visibility needs to meet SOLAS requirements. Vessel stability including bending moments and shear forces to be verified as within limits. Container stacking weights – check CSC plate for maximum allowable – US 53 foot containers are usually significantly lower than standard ISO containers. Strength of tanktop/hatch covers/deck plating – remember all the weight of a container is distributed between the corner posts so the overall area of the container should not be used for this calculation. The weight distribution mechanism through a container’s framework components to the bottom corner castings must not be obstructed by exterior dunnaging arrangements that are placed to spread the overall load profile across the tanktop/hatch covers/deck plating. Master and crew need to be trained and familiarized with the carriage of containers. Picture from: Shanghai Double Hope Surveyors Lashing and securing of the containers. Additional lashing points will most likely need to be fitted – hot work permits to work are required for installation and lashing points need to undergo non-destructive testing. Cargo Securing Manuals (CSM) on bulk carriers will not normally consider container carriage and where multiple voyages are contemplated the CSM will need to be updated and approved by Class. In all