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Cargo Stowage guideline for Containership

The Master has the overall responsibility for cargo operations and the effect of these operations on the vessel's draft, stability, trim, and hull stress. The Chief Officer is accountable to the Master for the proper storage and safe loading/ discharging of cargo.

Charterers Obligations/Masters Supervision: Container vessels usually are time chartered to a liner Company and employed on a regular service. Charterers are responsible for providing all stevedoring operations, including receipt, loading, handling, stowing, lashing, securing, unlashing, unsecured, tallying and delivering all containers—, which, however, are to be under the supervision and to the satisfaction of the Master. Where the vessel is not time-chartered, obligations and responsibilities will be outlined in the charter party.



containerships operational matters
Oil Tanker Safety Guide
Officer of the Watch(OOW): The Officer of the Watch is to be in attendance at all times in working cargo and must take an active role in all the cargo operations. He is to pay close attention to the safe stowage of all containers as per the Chief Officer's instructions. At the change of each Watch, all relevant information must be handed over to the relieving officer of the Watch, and if he is in any doubt whatsoever, the Chief Officer should be contacted. Use is to be made of the walkie-talkies to maintain contact between the deck rating, the gangway watchman, the Officer of the Watch, and the Chief Officer. The Officer of the Watch is to ensure that the proper lifting equipment is being used by the Stevedores.

Pre-Stowage Plan: The Terminal Planner shall present the pre-loading plan to the Chief Officer to obtain his approval/comments. The Chief Officer, in turn, enters the cargo data in the loading computer and must ensure that the required criteria, concerning stack weights, trim/stability/stresses/ visibility limitations, DG cargo segregation, and specialized container requirements, are met. He should allow the bunker/freshwater consumption during the voyage and all possibilities of ballasting / deballasting. The completed loading plan must be presented to the ship's Master for approval.

Supervision Of Loading/Discharging Operations : During loading/discharging operations, it is the responsibility of the Chief Officer and the Officer of the Watch to ensure that: On completion of loading / discharging, the vessel shall be prepared for the sea. Stowage plan must be checked for any irregular stowage like those mentioned below or hanging boxes etc.
Handling heavy weight
Adhere to good seamanship while Handling heavy weights



Cargo Securing Manual (CSM) – The manual required on all types of ships engaged in the carriage of all cargoes other than solid and liquid bulk cargoes. Cargo units, including containers, shall be loaded, stowed and secured throughout the voyage in accordance with Cargo Securing Manual approved by the Administration.

Container handling bad practices - Things to be avoided!
container handling bad practice

Container handling bad practices - Things to be avoided!




Other factors should be taken into account before accepting a containership cargo stowage plan :


Stacking Weights

Lashing strength



Our additional pages contain somewhat larger lists of resources where you can find useful informations

  1. Containership operation : Cargo Securing
    There are six degrees of motion at sea that a ship may have to encounter in a voyage. However, pitching, heaving, and rolling are three major forces that impact most on a containership's lashing arrangement. Lateral rolling motion factors the greatest challenge for piles of containers. If containers are to be carried safely on the deck of a container vessel, they must be tightly connected to the ship. It is done with the aid of devices known as twist locks. .....


  2. Containership operation : Common reasons for stowfall
    Container stows often fail due to container stacks being too heavy and too high overall, exposing the lower containers to excessive transverse racking and compressive forces due to the tipping effect. Such an anomaly may occur if the ship is unable to calculate the forces acting on stow with precision. The Cargo/Container Securing Manual is limited in this respect as the examples of container weight distributions shown may not cover all permutations and eventualities. Software programs have the advantage of taking into account all known variables........


  3. Containership operation: Cargo hold ventilation
    Cargo holds ventilation onboard a containership is very important as it minimizes the risk of harm or damage to cargo. A proper ventilation system assures the quality of the transported goods by preventing the formation of condensation in cargo spaces, reducing the harmful heating of the shipment, and removing potential hazardous gases from cargo spaces........


  4. Containership operation: Safety of personnel
    In port stevedores board the vessel for lashing, unlashing and cargo operations and their safety whilst on board is the vessels responsibility. It is important to understand that any injury caused to stevedores or shore personnel due to a condition on board being unsafe, can result in very large claims to the vessel. .....


  5. Containership operation: wet damage in cargo hold
    When water entered into a ship's cargo, hold it may cause wet damage to the cargo inside containers especially to those stowed on the bottom stack, unless the bilge water is drained in a proper and swift manner. The regular sounding of bilge well or monitoring bilge alarm must be one of the very important or rather essential routine jobs on board. However, this job requires special attention on board. All bilge alarm need to be tested regularly......


  6. Reefer cargo care at sea
    Unlike permanent cold stores or refrigerated ships, where robust equipment is under constant care by qualified personnel, the ISO refrigerated container may travel by several different modes and be in the care of many and varied people. Before being despatched to load refrigerated cargo (usually at shippers' premises), the container and its machinery should be subjected to a rigorous examination.......


  7. Containership cargo stowage and planning
    Master and officers of all vessels require a good working knowledge of the various kinds of cargo they are likely to carry their peculiar characteristics, liability to damage, decay, or deterioration, their measurement, and the usual methods of packing, loading and discharging, stowage, dunnage, etc., as the Master is responsible for the safe loading of his vessel and the proper storage of the cargo......


  8. Stacking Weights Restrictions
    rior loading cargo, stacking weights of containers must be checked against the allowable stack weights on board the vessel both on deck and under deck. Neglecting above may cause serious damage to ships structure, hull and eventually overall stabilty of ship may get affected. Maximum allowable stack weights of Tank tops, Hatch covers and Decks shall not be exceeded at any time......


  9. Lashing strength calculation
    Lashing strength of deck cargo shall be ascertained by using the appropriate lashing strength calculation software where provided. All resulting values for lashing strength must be within the tolerance limits prescribed by the vessels classification society......


  10. Dangerous goods stowage and segregation
    Clear guidelines apply to the stowage and segregation of Dangerous Goods and in some cases may require particular commodities to be carried in completely separate holds. The interaction of two cargoes will not occur if the packaging of that cargo remains intact. However, the Master must always consider the possible effect should the cargo escape for any reason and should not restrict his consideration to those cargoes which are listed in the IMDG Code......


  11. Reefer Container Stowage
    Reefer containers proposed for stowage must be accompanied by a reefer manifest. This reefer manifest should contain Container No., Stow position, Commodity, Temperature, and Ventilation status......


  12. Out of Gauge Container Stowage
    It is essential that, during out of gauge cargo operations, a careful watch is kept for any damage caused to the vessel, her equipment, or to containers. Notice of any damage must be immediately brought to the attention of the Stevedore's representative, the Port Captain/Supercargo and Charterers Agent. Damage reports must be completed in all cases giving the full and comprehensive details of damage caused......


  13. Special Container Stowage
    After receiving stowage plan ships, Chief Officer must ensure that all Deck Officers are aware of any specialized containers due to be worked, such as reefers, vents, over-heights, over-widths, flat racks, etc. and their unique requirements.....


  14. 20 or 40 or 45 feet Compulsory Stowage Locations
    Most cargo securing manual provide a guideline for different container types. These stow positions of 20 feet,40 feet, or 45 feet are also incorporated in a ship-specific stowage planning software and highlight errors if any violations occur......


  15. Irregular Stowage of Containers
    The Terminal Planner shall present the pre-loading plan to the Chief Officer to obtain his approval/comments. The Chief Officer, in turn, enters the cargo data in the loading computer and must ensure that the required criteria, concerning stack weights, trim/stability/stresses/ visibility limitations, DG cargo segregation, and specialized container requirements, are met. He should allow the bunker/freshwater consumption during the voyage and all possibilities of ballasting / deballasting. The completed loading plan must be presented to the ship's Master for approval.....


  16. Over-stow of Containers
    With a closed roof, the hardtop the container offers the same reliable protection as provided by a standard box. Hardtop containers have more lashing points than other container types. This guaran- tees reliable and convenient securing of cargo. .....


  17. Hatch Cover Clearance (High cube containers Under Deck )
    Hatch cover clearance must be checked carefully in case of loading over height containers or high cube containers underdeck......


  18. Other matters regarding cargo stowage as necessary
    Bulk products carried in a closed container might include malt, grain, seed, polythene granules, chemically inert powders, brake fluid, detergent, fruit juice, wine, non-hazardous oils, sodium silicate, fatty acids and maple syrup amongst many others......





  1. Marpol annex I - Preventing pollution by oil -Notes on Oily Water Separators


  2. Marpol Annex II -Noxious Liquid Substances in Bulk


  3. Marpol annex III -Pollution by other harmful substances & harmful packaged goods


  4. Marpol annex IV - Prohibition on Sewage Discharge


  5. Marpol annex V - Pollution by garbage


  6. Marpol annex VI - Pollution by air


  7. Prohibition on use of harmful (TBT) anti-fouling paints


  8. Pollution by ballast water


  9. Prevention of pollution while carrying out overboard maintenance


  10. Environment friendly purchasing


  11. Environmental awareness


  12. Burning of heavy fuel oil & diesel oil - Environmental impacts




Preventing air pollution various guideline:




Other info pages !

Ships Charterparties Related terms & guideline
Stevedores injury How to prevent injury onboard
Environmental issues How to prevent marine pollution
Cargo & Ballast Handling Safety Guideline
Reefer cargo handling Troubleshoot and countermeasures
DG cargo handling Procedures & Guidelines
Safety in engine room Standard procedures
Questions from user and feedback Read our knowledgebase
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