Cargo planning is divided into three steps:

1. Pre arrival planning: Cargo planned from shore side by planners.

2. Preloading planning: Cargo planned by ship designated officer after receiving the EDI file (Format of cargo plan for loadicator) from the terminal planner.

3. Finalizing plan: During loading, many changes in the plan may take place on the shore side and the same amended plan is passed on ship thus cargo needs to be checked and verified for compliance. After finalizing the stowage final confirmed loading plan is passed on back to the terminal planner.

Cargo planner:

Cargo planning is carried out by central planner situated in major port.

This plan is then passed on to the terminal representative (terminal planner) of a certain port.

The terminal planner passes the same plan to ship for ship designated officer to check and confirm on loading condition.

Names of loadicator software used on ships:

  • CASP
Stowage Plan on a container ship

 Important things to consider as an officer while planning:

  1. Drafts – Permissible departure drafts for the current port to be considered as max permissible loading drafts. Arrival drafts in the next port also to be calculated by reducing fuel, FW, and store consumption. The density of water to be changed as per port density in loadicator to obtain exact drafts.
  2. Trim- Required trim to be maintained.
  3. Load line zones also need to be checked to avoid exceeding limits.
  4. Port Rotation- Cargo to be planned as per port of rotation to avoid restow of containers which accounts for an additional cost. First port of discharge containers on top.
  5. Stresses of the ship to be taken into account SF, BM, TM not to be exceeded and within limits (as per company set standard)
  6. Stack weight- Stack weight is the weight that can be safely loaded on the deck, hatch cover, or tank top at the corner of the slots. Stack weighted should not be exceeded at any time.
  7. Loading condition not to exceed intact stability criteria set in loading manual (trim and stability booklet) for the ship, damaged stability to be accounted for.
  8. IMO visibility criteria to be complied with.
  9. GM to be accounted for and should be optimized for the voyage, as GM decides the stability of the ship.
  10. IMDG- IMDG criteria regarding stowage and segregation to comply at all times. Dangerous containers should not be loaded on outboard rows and on higher tiers to deal with the emergency with ease. IMDG should be loaded as per ship specific DOC for DG.
  11. Reefers: Reefer sockets allocation and accessibility to monitor reefer to be considered. Avoid loading reefers on outer rows and away from the accommodation. Malfunctioning slots to be rectified. Lowest tiers to be considered in case of repairs. Sufficient reefer spares to be available. Temperature to be monitored on loading, unloading, and during the voyage and any alarms to be rectified if any.
  12. Size of containers: Containers to be loaded in their exact slots 55’/50’/45’/40’/20’/10’ & OOG. OOG containers to be loaded under the deck.
  13. Type of containers: Precious cargo to be loaded where no access to persons. Special reefer cargo to be loaded behind accommodation on deck generally in a center row where they can be monitored.
  14. Lashing: Availability of lashing materials to be considered. Lashing forces not to be exceeded any time as per company requirements.
  15. Ballast loading sequence to be determined and cargo to be planned in such a way that minimal ballast is taken.
Related Post:  Importance of Separation and marking of Cargo

Leave a Reply

Your email address will not be published. Required fields are marked *