Carriers Face Pressure for Load Restrictions After Latest Container Loss in

However, there seems little doubt that current practices for lashing and securing containers onboard large containerships are no longer fit for purpose, with an increase in the frequency and severity of bad weather, particularly on the Pacific.

Better Weather Routing MAY be a more economical solution (??):

In conclusion, this committee believes that the on deck stowage of containers is an issue that should be in the forefront of industry safety discussions. The loss history of containers lost overboard or damaged from collapse of stow should be considered unacceptable. The prospect of container ships with a capacity of more than 50% greater than those in service today means that the industry can expect even more frequent and severe losses, unless corrective action is taken. The joint efforts of all stakeholders in the maritime industry should be engaged to find the best solutions for controlling the risks associated with transporting large numbers of on deck containers, on the high seas.

When I went to sea the average freighter had three holds in front of the midship and two aft. All cargo safe below deck, no worries. In the beginning of the containerization tsunami container ships had tiers of two containers and then four. After that the height of stacks exploded quickly but at the price of increasing container loss.

Ever since the advent of containerised shipping in the 1960s, container ships have grown steadily. Container-carrying capacity had increased by almost 1,500% from 1968. In 2017, the largest ships were around 21,400 TEU. Two years later, ships ranging from 24,000-25,000 TEU are being ordered and built.


Too big to fail does comes into question. Losses on box ships are increasing.

Well, we all know you are special.


A second generation container vessel I sailed in carried 9 high under the hatch and only 3 high on deck. The aft mooring deck 12 metres above the waterline was out of bounds and the sea surged through the area as we dipped below 50 South on our way through Drake Passage at 24 knots. Making 4 trips per year New Zealand to Europe around both Cape of Good Hope and Cape Horn we never lost a container.

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A first baby step in the right direction (??):

R’dam port restrict lashing at sea from 1. Sept.: