Machine translation from English source
Containers carried on deck must be properly secured in a manner that takes into account the respective strength characteristics of the container and deck attachment points, as well as the stresses caused by stacking one or more containers on top of each other.
Heavy parts of machines or installations, as well as bagged bulk products that are stored on tie-down platforms may need to be additionally secured with additional tie-downs.
Manhole covers should never be overloaded. Containers should not be loaded onto hatch covers unless the hatches are known to have sufficient overall and point load-bearing capacity. Where applicable, class approved container stowage and securing plans should always be referred to along with the class approved maximum permissible point load. These plans and parameters must be strictly followed. Safety should never be compromised by exceeding established limits.
In addition, when loading containers or other heavy cargo onto hatch covers, which can easily become deformed by heavy loads and allow water into the holds, the age and condition of the vessel should be taken into account.
Where permanent leg locks and/or leg restraints are not welded to the vessel structure, containers should not be carried more than one tier in height. Where possible, containers should be stowed fore and aft. Container corner castings should be placed on a suitable wooden pallet, laid so as not to come into contact with the thresholds or side frame. This results in the distribution of the full load of the container over the entire area of the corresponding deck and hatch cover. Containers carried in this manner must be treated as "deck cargo" and secured in accordance with deck cargo rules and guidelines. In other words, the total holding capacity of properly located and attached to the appropriate end points of fastening devices must be at least three times the static gross weight of the container and its contents.
If containers are to be stacked two (or more) tiers high, then the base tier must be provided with permanent foot locks for the bottom corner castings. Containers must be secured one above the other using screw bridge reinforcement and tension clamps. Vessels provided in this manner must comply with the approved container stowage class and stowage plan.
CONTAINER SHIPS (seafarer)
Due consideration should be given to container manufacturers' racking limitations and, where possible, containers should be layered by weight with the heaviest container at the bottom.
Where one tier of loaded containers is being transported and provided that they can either be locked together or secured in a certain position on the hatch cover deck, a harness can be dispensed with. If containers are stacked at more than one height, the securing plan for that vessel must be followed.
Where containers are secured on deck, crew members should be given reasonable access to any part of the ship and care should be taken not to block access to the pilot ladder, fire hydrants, sounding pipes and deck valve controls.
The weight of the container and spreader (which can weigh up to 30 cwt.) should not exceed the SWL of the cargo equipment on board, unless it is known that the loading and unloading port has shore crane facilities equal to the weight of the container + spreader.
The legal requirements for the stowage and distribution of deck cargo, as well as the necessary safety measures, are set out in the Load Line Deck Cargo Regulations. Further guidance is provided in the Safe Work Code
Merchant seafarer safety practices and the basic requirements of the law on the carriage of goods by sea always apply. Known regulations must also be observed for ports in countries that will call during the voyage, such as the Panama Canal, USA, etc. Responsibility for ensuring safe access to work areas remains with the foreman.
Stowage of deck cargo must be planned as carefully as stowage below deck, not only taking into account the safety of the cargo and the ship, but also the safety of personnel performing their necessary duties, both in normal situations and in emergency situations.
When stowing deck cargo, consideration must be given to the access that will be required to probe pipes, fire hydrants, access to control hatches and pilot's ladder positions. Special provisions may have to be made for large items such as railway carriages, boilers, etc.
On ships carrying containers of refrigerated cargo, the chief engineer is responsible for monitoring and maintaining equipment and maintaining transport temperatures while the containers are on board. If necessary, maintenance includes the need to call contractors to intermediate ports if repairs are beyond the ship's resources. Should outside assistance be required, the vessel's local agents should be consulted. In addition, the ship's manager should be notified if there is any reason to suspect that the contents of a faulty refrigerated container may deteriorate due to unavoidable delays in repair work.
Container ships usually make cargo plans independent of those provided by the terminals.
EQUIPMENT FOR SECURING CONTAINERS
The Chief Officer is responsible for maintaining all container securing equipment and ensuring that sufficient tie-downs are always available on board.
Proper securing procedures are essential to maintaining the safety of container stacks, especially in severe weather. The guidance must be selected from the Ship Cargo Security Manual (MSC/Circ.745) which must be approved by the flag State/class. Apex-D. 226-inventory of container securing equipment subject to maintenance.
REFRIGERATED CONTAINER (REFRIGERATOR) LEADS
The power cable supplied to connect refrigerated containers to the vessel's power source is the responsibility of both the Chief Safe Storage Officer and the Chief Maintenance Engineer.
