THANKS EVERYBODY FOR GOOD USEFUL INFORMATION! I SAW CONTAINERS LOADED LIKE THAT MANY TIMES BUT DID NOT PAY ATTENTION TO THE REASON OF STOWING OF CONTAINERS IN SUCH ORDER.MY FIRST OPINION WAS ABOUT AERODYNAMIC AND SPECIAL DISIGN. ALTHOUGH UP-TO-DATE CONTAINER SHIPS ARE DESIGNED WITH SUPERSTRUCTURE MOVED FORWARD(TRIPLE-E & MSC&CSAV & SO MANY OTHERS).SAFE NAVIGATION IS FIRST.HULL AND PROPULSION DESIGN ARE FOR LESS FUEL TO BE CONSUMPTED.

@ Pilot Frans
you are correct and I understand fully what you mean. I sailed the CSAV Santos/Libra Santa Catharina and other sisters of them from 2005-2007 also into R-dam,,bridge aft,,which eliminates that problem. But as pointed out correctly, there is seemingly no regulation on container heights behind the bridge and/or the sight requirements. I can not remember that I ever heard about it, somehow a little surprising to me, as you said it makes it sure not easy, for you as pilot or for as as Capt,s

The visibility sightline is also the reason that on the newer containervessels the bridge is move futher forward. For aft the are no regulation, which makes it not always easy to enter or depart a harbour sternwise.
As you can see on this picture containers behind the accomodation are place higher than the wheelhouse.
By Evergreen ships the outer row is on the same level as the wheelhouse.

If I have it right standard minimum visibility has to be 2x times ships length or minimum of 500m whatever is less (see below). In the panama-canal it is one length. There might me more stringent or less stringent regs like in the Malboro Suez-Canal, Great Lakes and such.
This loading has nothing to do with streamlining, It has to be that way when the ship is full loaded with container. I reached max capacity with full containers
at rough 65% of max possible TEU capacity. Then you have usually 2-3 tiers on deck. This vessel has most probably heavy container under deck and in the first tier and above that empties (MT,s) otherwise she could ne reach full TEU capacity. As one can see she is not loaded to mark.
Ice is a real danger for such ships if loaded to max
stability criteria. (hence summer deadweight/winter/winter north atlantic etc ) where the latter permits the least draft in order to have a bigger safe margin on stability if ice builds up or also just plain waves on deck.


Below IMO regs copied in.
https://mcanet.mcga.gov.uk/public/c4/solas/solas_v/Regulations/regulation22.htm

1.
Ships of not less than 55 m in length, as defined in regulation 2.4, constructed on or after 1 July 1998, shall meet the following requirements:

1.1 The view of the sea surface from the conning position shall not be obscured by more than two ship lengths, or 500 m, whichever is the less, forward of the bow to 10° on either side under all conditions of draught, trim and deck cargo;

1.2 No blind sector caused by cargo, cargo gear or other obstructions outside of the wheelhouse forward of the beam which obstructs the view of the sea surface as seen from the conning position, shall exceed 10°. The total arc of blind sectors shall not exceed 20°. The clear sectors between blind sectors shall be at least 5°. However, in the view described in .1, each individual blind sector shall not exceed 5°;

1.3 The horizontal field of vision from the conning position shall extend over an arc of not less than 225°, that is from right ahead to not less than 22.5°, abaft the beam on either side of the ship;

1.4 From each bridge wing the horizontal field of vision shall extend over an arc at least 225°, that is from at least 45° on the opposite bow through right ahead and then from right ahead to right astern through 180° on the same side of the ship;

1.5 From the main steering position the horizontal field of vision shall extend over an arc from right ahead to at least 60° on each side of the ship;

1.6 The ship's side shall be visible from the bridge wing;

1.7 The height of the lower edge of the navigation bridge front windows above the bridge deck shall be kept as low as possible. In no case shall the lower edge present an obstruction to the forward view as described in this regulation;

1.8 The upper edge of the navigation bridge front windows shall allow a forward view of the horizon, for a person with a height of eye of 1,800 mm above the bridge deck at the conning position, when the ship is pitching in heavy seas. The Administration, if satisfied that a 1,800 mm height of eye is unreasonable and impractical, may allow reduction of the height of eye but not less than 1,600 mm;

1.9 Windows shall meet the following requirements:

1.9.1 To help avoid reflections, the bridge front windows shall be inclined from the vertical plane top out, at an angle of not less than 10° and not more than 25°.

1.9.2 Framing between navigation bridge windows shall be kept to a minimum and not be installed immediately forward of any work station.

1.9.3 Polarised and tinted windows shall not be fitted.

1.9.4 A clear view through at least two of the navigation bridge front windows and, depending on the bridge configuration, an additional number of clear-view windows shall be provided at all times, regardless of weather conditions.

Andreas and Frans are quite correct, the containers are stowed this way not to aid "streamlining" but to aid forward visibility from the bridge. A minimum distance forward is specified that must visible to the personnel on the bridge. I believe that it is one-half of a nautical mile.

The containers are stowed like that, because you must see ... meters ahead of your ship (I thought it was something like 3 time ships lenght). This is a IMO regulation. It is not a requirement to see the foremast. For example the Maersk ships with extended wheelhouse (C/S- & L- class) you can't see the foremast at all.

Certain canals and ports have stricter rules (eg Panama canal).

Hello together

for safe navigation the cargo, in this case the Containers, must be so stowed that the navigation officers are able to see the foremast or the steering light at least. This is from great importance, in the case the ship has to navigate in narrow waters such a river or a canal (Elbe or suez Canal as example)to make sure that also by sight the navigation officer is ablt to make sure there the vessel is heading or the bow is moving in the right direction at change of course. If the containers are stored like in the front of the wheelhouse this possibility is not given.

A reason for change of the wheelhouse to the fore part is also that the Containers are able to be stored always as high as possible without loose of to much capacity.
This is a simple explanation, I am sure you will get this answer more complicated as well.
best regards
capesize

Thank you Lys and Craig Have a good day !

I believe it probably has more to do with the IMO regs regarding forward visibility.
Rgds Craig

I think it is normal for containers to be loaded like aboard this vessel.aerodynamic works! less fuel to be consumpted.

Are the containers loaded like that for streamlining ?
looks like aero-dynamics at work !
If this is the norm, I cant say i have ever seen it before

I HOPE THIS SHIP WILL GO TO SOUTH CHINA AND THE ICE WILL DISAPPEAR.STRONG WIND AND HEAVY SEAS ARE OFTEN GUESTS IN JAPAN SEA DURING WINTER PERIOD.

May be some hundreds of tons of ice onboard of this vessel. Hope most containers are empty, otherwise capsizing not impossible.
Regards Peter

This photo cools me down better than any aircon will ever do! Well done.