Project cargo is secured by first gathering its weight, dimensions and centre of gravity, landing it on suitable dunnage, and then lashing it in a balanced pattern that restrains it in every direction, using only designated securing points. Each unit needs its own plan, based on the ship's Cargo Securing Manual and subject to the master's approval.
What makes project cargo different?
Project cargo covers heavy, oversized and usually single-piece items such as transformers, generators, reactors, tanks, turbine components, construction machinery and steel structures. These items have no standard packaging or dimensions, and each requires its own securing solution.
A high or offset centre of gravity, a small footprint and sensitive surfaces all add to the challenge. With such units, the risk of tipping must be taken as seriously as the risk of sliding.
What information is needed before lashing?
Good securing of project cargo begins before the cargo reaches the ship. A plan built on incomplete data leads to delays on the quay and inadequate securing.
- Dimensions, gross weight and position of the centre of gravity
- Drawings showing lifting and securing points
- Footprint, feet or skids and the nature of the bearing surface
- Manufacturer's or shipper's transport and securing instructions
- Intended stowage position: under deck or on deck
- Permissible loads on the deck or tank top
- Location and capacity of the ship's fixed securing points
How is the unit landed and bedded?
The weight of a heavy unit must be spread so that it does not damage the ship's structure. Timber or steel dunnage of suitable section and length is laid beneath the cargo to keep it off the tank top or deck plating, distribute the load and increase friction.
Cylindrical or irregular items may need cradles or saddles. Sometimes welding steel stoppers to the deck is proposed to prevent sliding; any welding to the ship's structure requires the approval of the master and owners and must be carried out with proper hot-work precautions.
How is the lashing pattern built?
Lashings should restrain the unit both transversely and longitudinally and be arranged as symmetrically as practicable. Lashings bunched on one side leave the cargo unprotected in the other direction. Lashing angles matter too: steeper lashings are more effective against tipping, flatter ones against sliding. The right balance follows the guidance in the Cargo Securing Manual and the characteristics of the cargo.
Lashings should only be attached to points designed for the purpose. Securing to pipework, panels or covers damages the cargo and makes the lashing unreliable. Edge protection should be used on sharp corners.
What extra points apply to deck cargo?
Project cargo on deck experiences higher accelerations than cargo below, plus wind pressure and seas coming on board. The securing arrangement is therefore designed more robustly, and surfaces exposed to wave impact are considered separately.
Deck cargo must not obstruct the navigational view or access to fire-fighting equipment and escape routes. Where cargo is covered with tarpaulins, check that the covers do not hide the lashings and are secured against wind damage. Leaving access to turnbuckles allows the crew to check tension during the voyage.
Why do loading sequence and unlashing plans matter?
With project cargo, securing should be planned together with the loading sequence. Lashings on one unit must not block the landing area of cargo still to come or interfere with crane movements, and access to a unit's securing points should not be closed off by cargo stowed alongside.
The discharge port should be considered from the start. Deciding in advance the order in which lashings will be released, how tensioned components will be slackened and how welded stoppers will be cut makes unlashing safer and quicker. Early coordination between the shipper, stevedores, chief officer and lashing gang reduces surprises on the quay.
What happens once lashing is completed?
The completed securing is checked for equipment condition, angles, tension, locking and dunnage, and recorded with photographs. Deficiencies should be rectified before sailing, and the final approval of the securing for sea rests with the master.
These records are the primary evidence of the condition at the load port if a claim arises later. Karan Gözetim offers lashing and cargo securing services, including for project cargo, from its base in Gemlik; the scope is agreed at the quotation stage.
Frequently asked questions
Should project cargo go under deck or on deck?
It depends on the unit's size, weight, sensitivity to weather, the ship type and hatch dimensions. Under-deck stowage is usually more protected, but size limits mean many project units travel on deck. The decision follows the stowage plan and the master's assessment.
Can any point on the cargo be used for lashing?
No. Only points designed by the manufacturer for securing or lifting, with adequate capacity, should be used. Whether lifting lugs may also be used for lashing should be confirmed from the manufacturer's instructions.
Are lashings re-tightened during the voyage?
As cargo settles and the ship works in a seaway, lashings can slacken. It is common practice for the crew to check them during the voyage, when weather and sea conditions allow, and re-tension them where necessary.
Topics
- how to secure project cargo
- project cargo lashing
- heavy lift cargo securing
- securing heavy units on ships
- deck cargo lashing
- breakbulk cargo securing