Guiding Principles
- Plan, prepare and execute the container stowage considering all the ports in the vessel’s rotation.
- Be mindful of the GM of the vessel. Modern vessels have the capacity to forgive several deviations for the “light over heavy” rule at the beginning of the loading port sequence, and during the discharge port rotation, but as the loading ports come to an end, the available slots become fewer and therefore the deviations become unavoidable and more “costly”. This may not lead to a dangerous reduction of the GM, but it may force the vessel to to load heavy units on top of light ones on deck and at high(er) rows.
- Secure the deck cargo in accordance with the Cargo Securing Manual and maintain the proper tension of the lashings throughout the voyage and in-between ports.
- Use every occasion where bays are empty to check the condition of fittings and securing points.
- Maintain the proper stability (static and dynamic) throughout the voyage. While Officers take all precautions to ascertain correct stowage of the Containers, they have a tendency of carrying excessive amounts of ballast, aiming to the highest possible GM. As a result we have very “stiff “vessels, that tend return to the upright position in a very accelerated manner. In heavy weather conditions is can drive the acceleration and shearing forces out of the designed capabilities of the lashing material and especially the twist locks.
- One of the most dangerous conditions that a containership can find itself during heavy weather, is the “parametric rolling”, which if not detected and acted upon fast, can lead up to a perilous situation. Officers should possess the adequate skills to recognize the hazardous conditions that may be developing and to be able to take proper actions. Ship handling Courses and BRM courses for Container officers to include these scenarios.
- Conduct live cargo audits during annual ISM audits.