Read and brief the accepted basis
Our supervisor checks the packing list, unit drawings, weights, COG, photographs, stowage position and vessel or survey instructions. The crew receives a task and safety brief for its actual work area.
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Supply and cargo
Cargo Lashing & Securing in Vietnam
SVC Marine crews go to the vessel, yard or loading site in Vietnam to lay dunnage, fit chocks, install lashings and carry out agreed sea-fastening work for project cargo, machinery, steel and breakbulk. We work to the cargo data and vessel-approved securing basis, not an assumed universal pattern.
Send the cargo list, stowage plan, loading window and required drawings to SVC’s shipping team. SVC identifies the work, materials, crew, safe access and completion record before the loading programme is fixed. Formal calculations, voyage approval and certification remain with the appointed responsible parties.
Work packages
- Project cargo and machinery
- Dunnage, chocking and blocking
- Chain, wire and webbing lashings
- Permitted steel sea fastening
- Onboard re-check and work records
Our lashing teams carry out dunnage, chocking, lashing and sea-fastening for project cargo, heavy equipment and breakbulk shipments.
01
Start with the cargo and loading window
Before assigning a crew, SVC checks where each unit will be loaded, how it will sit and when its position becomes accessible. The loading sequence, number of work fronts, berth or yard access and sailing deadline determine the practical lashing plan. A quotation identifies whether SVC supplies the timber, chains, wire, steel and other materials or uses specified materials already on site.
Unknown weight or centre of gravity is raised before the arrangement is fixed. The centre of gravity is not assumed to be at the geometric centre. Drawings and photographs must show the base, lifting points, securing points, fragile areas and surfaces that cannot be welded or marked.
- Cargo description, unit count, dimensions, gross and total weights, centre of gravity and packing list
- Base footprint, support and lifting points, securing points, transport frame and preservation limits
- Loading port, berth or yard, vessel, ETA, working shifts and intended sailing time
- Stowage plan, securing instructions, survey requirements and any sea-fastening drawing
02
Confirm the vessel securing basis before the crew builds it
SVC reads the applicable vessel Cargo Securing Manual, approved engineering plan, sea-fastening drawing and instructions from the master or chief officer. If a marine warranty surveyor, class, cargo surveyor or other appointed reviewer is involved, the job brief identifies that person and the hold points before work begins. Verbal directions alone do not replace a required plan for a complex or heavy unit.
The vessel provides or verifies its deck or tank-top limits, available strong points and lashing-point capacities. Our supervisor checks those instructions at the actual stowage position and raises a mismatch rather than guessing from photographs. Where calculations, structural verification or formal design approval are required, a qualified appointed party provides them; SVC executes the accepted field arrangement.
- Hold or deck position, orientation, adjacent cargo and hatch-cover restrictions
- Deck or tank-top strength, securing-point capacity and accessible strong points
- Loading sequence, cargo gear, voyage exposure and any survey hold point
- Named authority for approval, final inspection and cargo handover
03
Why cargo that looks stable can move at sea
A unit that appears steady during loading can slide, roll, tip, lift, rotate or shift when the vessel rolls, pitches or heaves. Vibration, impact, longitudinal, transverse and vertical acceleration, reduced friction and weather can change the forces on its supports and lashings. SVC checks that the specified support, blocking and lashing work can actually be built at the cargo position; an appointed engineer defines the calculated requirements where necessary.
The work sequence prevents movement at the base before relying on tensioned restraints. Dunnage and support carry and distribute the load; chocks or stoppers resist movement; chains, wire or approved webbing restrain the unit in the required directions. These are different tasks and are recorded separately.
04
Dunnage, bearing and support under the cargo
Our crew lays the specified timber, hardwood, anti-slip or other approved bearing material before the unit is fully secured. We check support location against the cargo footprint, contact pressure, level and clearance. Timber separation can keep steel bundles apart and protect paint or packing; engineered steel supports require their own drawings and approval.
Lashing tension cannot repair a poor bearing arrangement. If the cargo rests on the wrong part of its frame, contacts a vessel structure unexpectedly, blocks drainage or cannot be removed safely at discharge, SVC raises the condition before fastening that unit.
- Timber dunnage, hardwood or engineered support
- Load distribution, levelling and frame support
- Anti-slip material, contact and edge protection
- Drainage, vessel-structure clearance and discharge removal
05
Chocking and blocking before tensioning
SVC fits the specified timber chocks, wedges, steel stoppers, side and fore-and-aft blocks or cradles after checking the real base. Mobile machinery may also need wheel or track chocks and restraint of steering, suspension, hydraulic boom, attachments and other moving parts. Parking brakes do not replace the approved securing arrangement.
Ordinary timber chocking is not suitable for every heavy unit. The approved basis and actual unit weight determine whether timber, steel, a cradle or fabricated restraint is required. The crew checks the installed chocks before pulling lashings tight and again after the unit settles.
06
Chain, wire and webbing lashings serve different cargo
For heavy industrial units, SVC installs the specified chains, tensioners or turnbuckles, shackles, hooks and connections to approved strong points. The supervisor checks direction, angle, working load limit, material condition, edge contact, cargo connection and final tension. A chain is not placed across fragile equipment or painted surfaces without the required protection.
Wire arrangements use the specified rope, clips or clamps, shackles, turnbuckles, sleeves and strong points. We inspect wire condition, bending and edge damage; clip quantity and spacing follow the applicable product requirements. Webbing straps, soft protection and anti-slip mats may suit lighter or sensitive cargo where their capacity and geometry meet the securing basis. Webbing is not automatically substituted for chain on heavy project cargo.
- Chains and components checked against required grade, capacity and certificates
- Wire route, clamps, bends, protection sleeves and re-tensioning allowance
- Webbing capacity, edge protectors and no-damage contact path
07
Machinery, mobile equipment, steel and breakbulk
An excavator, loader, truck, crane or port machine can have wheels or tracks, a steering system, boom, battery, fuel, glass, hoses and moving attachments. SVC secures the unit against its own weight, base and stowage position. The crew restrains or protects the specified movable parts and places lashings where they do not damage hydraulic hoses or sensitive components.
Pipes, beams, plates, fabricated frames and modules bring different rolling, sliding, movement within bundles, steel-to-steel slip and edge-damage risks. We lay separation and chocks, position the specified chains, wire or stoppers, and protect coatings and bearing surfaces. Steel-coil securing is a separate technical scope; it is not automatically included in a general steel quotation.
For oversized project cargo, the enquiry must include the transport frame, sea-transport orientation, lifting and discharge method and survey requirements. An engineering calculation, transport analysis, marine warranty survey review or dedicated welding plan may be required before our field team can build the arrangement.
08
Build sea fastening only at accepted locations
Where the work package includes welded sea fastening, SVC welders and fitters fabricate or fit the specified temporary stoppers, steel chocks, brackets, support frames, beams or restraint components. The drawing identifies which cargo and vessel structure each item belongs to. The crew does not weld onto vessel steel merely because the location is convenient.
The responsible vessel and technical parties accept the structural location, materials, welding method and survey hold points before work. If class, owner, master, chief officer or marine warranty surveyor review is required, that review is assigned explicitly. The service record distinguishes fabrication and fitting from any separate engineering or approval service.
09
Treat every welding stage as hot work
Our supervisor verifies the vessel, port or terminal hot-work process before welding or cutting starts. Depending on the worksite, controls can include permits, risk assessment, toolbox talk, fire watch, gas-free condition, fuel and oil exposure review, opposite-side inspection, firefighting equipment, isolation, welding leads, heat shields, spark containment and protection of adjacent cargo or coatings.
These are planning topics, not a universal permit procedure. The vessel and responsible safety parties set the actual conditions. If permission is delayed, the scope or loading sequence changes rather than allowing unapproved welding to fill a schedule gap.
10
A material register prevents the job stopping mid-load
SVC prepares a unit-by-unit material register from the accepted securing arrangement: type, grade, size, quantity, certificate requirement, delivery time and allocation to each cargo unit, vessel side and securing point. The register covers chains, wire, shackles, turnbuckles, hooks, webbing, timber, anti-slip material, steel and welding consumables as relevant.
Our site supervisor marks material available, ordered, in transit, short, worn or rejected. Availability of each lashing item is confirmed for each job. A shortage or substitute is proposed to the owner or responsible party before installation, never silently swapped into the arrangement.
11
Match the crew and shifts to the loading sequence
A fixed crew number is not promised before SVC sees the unit count, crane cycle, deck or hold work fronts, day or night shifts, hot work, weather window and survey hold points. The execution team may need a field supervisor, lashing workers, material handlers, fitters, welders and fire watch, depending on the commissioned scope.
The team follows the cargo as it is positioned. Some dunnage and chocks must be placed before the lift is landed; other lashings can only be fitted after adjacent cargo or hatch access is resolved. A last-minute change in loading order is recorded so materials and crew can move without leaving a unit incomplete at sailing time.
12
How SVC executes the securing work
Set out materials and work fronts
We confirm timber, chains, wire, steel, tools, access, fire-watch resources and shift allocation before the cargo arrives at each position. Short or unsuitable items are reported before use.
Position and support each unit
The crew lays dunnage, installs the specified support and checks orientation, bearing, clearance and access. The responsible vessel party resolves any change to the stowage basis.
Block and restrain movement
SVC fits chocks, stoppers, chains, wire, webbing or permitted fabricated restraints according to the agreed plan, checking cargo and vessel attachment points as the work advances.
Inspect, adjust and record
The supervisor reviews the fitted arrangement, closes authorised vessel or survey comments within scope, re-tensions where required and records photographs and open items before handover.
13
Re-check after settling and after the last lift
The first installed tension is not always the final condition. Adjacent cargo may be added, timber may compress, a unit may settle, vessel conditions may change and an appointed surveyor may require an adjustment. Our crew revisits chain tension, turnbuckles, wire, chocks and welded stoppers after those changes and at the agreed final hold point.
We hand the vessel a final status with photographs, adjustments and any unresolved material or survey comment. The vessel applies its own checks during the voyage; SVC does not take over the master’s voyage duties.
14
Protect the cargo while restraining it
A strong restraint can still damage the shipment. SVC marks no-weld and fragile zones, uses specified timber or soft separation, edge protectors and protected lashing routes, and checks for local pressure, chain contact, wire cutting into paint, grinder sparks, heat, water exposure and contact with glass or hydraulic hoses.
A risk found on site is returned to the responsible party before the crew changes the approved arrangement. Protecting a painted machine may call for a different contact pad or route; it does not authorise an unapproved lower-capacity lashing.
15
Common failures we check before handover
Wrong weight, missing COG, a late drawing or changed cargo orientation can invalidate the planned arrangement. Insufficient chains, missing shackles, wrong turnbuckles, late timber or steel and an unsuitable vessel strong point can stop work after loading has begun.
SVC also checks for a delayed hot-work permit, coating concern, weather or crane delay, loose lashings, poor chocking, an unacceptable weld, damaged cargo contact and unresolved chief-officer or survey comments. We identify the impact, agree corrective work, and record what is complete or still open.
16
Completion evidence and approval boundaries
SVC photographs the cargo before securing where permitted, its overall stowage and port and starboard arrangement, the supports, chocks, lashing connections, turnbuckles, shackles, welded elements and final condition. The work record identifies cargo and location, date, personnel and materials used, completed scope, changes, comments and outstanding items. Confidential customer drawings or shipment documents are not published without written permission.
“Work complete” means SVC has executed its commissioned physical tasks and recorded the outcome. Formal securing calculations, deck-strength verification, class or marine warranty survey approval, and the decision that cargo may sail remain with their appointed parties. The report may say adjustment required, survey comment open, material shortage or ready for final acceptance; it must not imply approval that was not given.
17
A field record from Dung Quat
SVC’s published project cargo lashing job at Dung Quat describes our local crew’s appointed work for industrial equipment and project cargo. That record is evidence of an actual assignment. A new shipment receives its own cargo-data review, materials, plan and work window; no historic drawing or result is assumed to fit another cargo.
When the same project requires freight or loading attendance, see project cargo shipping, breakbulk shipping and port captaincy in Vietnam. The quotation separates securing labour/materials from freight, vessel choice and principal reporting.
18
Cargo lashing enquiries across Vietnam
SVC assesses work at Son Duong, Vung Ang, Dung Quat, Nghi Son, Hai Phong, Hon Gai, Da Nang, the Ho Chi Minh City area and Cai Mep - Thi Vai, as well as relevant shipyards, fabrication yards and industrial sites. Shipping from Vung Ang and shipping from Dung Quat cover the related port and cargo work.
For Son Duong and Vung Ang, describe the exact terminal and loading programme so the available crew and material supply can be assigned. Attendance at any location depends on port permission, safe access, cargo details, workforce allocation, material availability and the requested working date; the list is not a guarantee of a permanent team at each port.
19
De-lashing and removal at discharge
Discharge work is a separate quotation. Depending on the arrangement and location, SVC may remove chains, wire, turnbuckles, timber and chocks, cut temporary stoppers, remove fabricated sea-fastening steel, grind temporary welds, restore agreed local areas and collect materials.
Send the discharge port, drawings or photographs of the installed arrangement, access conditions, hot-work restrictions and restoration requirement. The discharge vessel and port permissions apply again; a loading-port lashing quotation does not automatically cover removal at another destination.
20
Information for a cargo lashing quote
Email our shipping team with the cargo and vessel worklist. SVC will identify the physical tasks, supplied materials, crew, planned shifts, safety permissions, inspection hold points, completion record and exclusions. Missing technical data is listed for resolution instead of hidden behind a generic price.
- Cargo units, dimensions, weights, COG, packing list, transport frames, drawings and photographs
- Base, lifting and securing points; fragile surfaces, areas where welding is prohibited and preservation requirements
- Vessel or loading site, hold or deck position, stowage plan and available securing points
- Cargo Securing Manual, engineering or sea-fastening plan and marine warranty or survey requirements where applicable
- Material specification, certificates, supply split, shifts, hot work permission and terminal restrictions
- Port or yard, berth, ETA, loading date, sailing deadline, witness and report requirements
21
Cargo lashing and securing questions
Does SVC Marine carry out cargo lashing in Vietnam?
Yes. Our field team undertakes commissioned dunnage, chocking, chain or wire lashing and selected sea-fastening work for machinery, steel, heavy equipment and breakbulk at an agreed vessel, yard or loading site.
How is the lashing team assigned?
SVC sets the team and shifts from the cargo units, loading sequence, access, welding scope, survey hold points and deadline. A fixed crew size is not promised before those details are known.
Can SVC lash heavy equipment on board?
Yes, where the unit weight, centre of gravity, base, securing points and approved or agreed securing basis are available. Our crew builds the specified field arrangement and records any mismatch.
Can SVC supply chains and other lashing materials?
Selected chains, wire, shackles, turnbuckles, timber and other materials can be included when specification, certificates where required and availability are confirmed for the job. The quotation states who supplies each item.
Can SVC undertake welded sea fastening?
Yes, if fabrication and welding are within the work scope, the location and drawing are accepted, and vessel, port or terminal permits and fire controls are in place.
Does SVC issue securing calculations?
Formal calculations, deck-strength checks or sea-fastening engineering belong to a qualified appointed party where required. SVC can execute the approved physical arrangement; its field report is not a design approval.
What information is required for a quotation?
Send the cargo units, dimensions, weights, COG, drawings or photographs, loading site, vessel and working date. Include the stowage plan, securing or survey basis and materials split where available.
Can SVC assign workers at Son Duong or Vung Ang?
Yes, subject to the specific terminal, cargo, access, safety requirements, available crew and material supply at the requested date. Send the loading schedule so we can confirm an achievable team.
Can SVC provide dunnage and chocking?
Yes, selected materials and installation work can be included. The bearing and blocking method must suit the actual cargo base, load and accepted securing basis.
Can SVC carry out the work on board?
Yes, when vessel access, port or terminal permission, loading sequence and the required safety arrangements allow the crew to work at the planned stowage position.
Will SVC address chief-officer or surveyor comments?
Our supervisor checks authorised comments against the agreed scope, adjusts the field work where appropriate and records the result or open item. The reviewer retains the approval decision.
Does an SVC completion report certify cargo safe for sea?
No. It records the physical work SVC completed, observed condition and outstanding items. Vessel command, calculations and any class, survey or marine-warranty acceptance remain with the appointed parties.
Can SVC remove lashings at discharge?
Selected de-lashing and sea-fastening removal can be quoted separately for the discharge location, access, hot-work permissions and agreed restoration scope.
Plan the cargo securing work
Send the cargo list, unit weights, centre of gravity, stowage plan, securing drawings, loading location and work window. Tell SVC which dunnage, chocking, lashing, welding and completion records you need.