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Case study
Project Cargo Lashing and Securing at Dung Quat
At Dung Quat, SVC Marine’s local lashing crew carried out the appointed securing work for equipment and industrial project cargo. SVC reviewed the cargo requirement, worked within the loading window and reported field progress.
Case study
- Location
- Dung Quat, Quang Ngai, Vietnam
- Work type
- Cargo lashing and securing
- Cargo
- Equipment and industrial project cargo
- Published
01
The Dung Quat cargo and SVC’s appointed work
The shipment involved equipment and industrial project cargo at Dung Quat, Quang Ngai. SVC received the cargo requirement, reviewed the available particulars and photographs, and checked the practical lashing scope against the loading location and programme. This was a physical securing assignment: SVC assigned its local lashing crew and the crew carried out the appointed work.
Selected local cargo-operation vendors undertook their assigned tasks alongside the lashing work. The cargo side needed a clear view of the work sequence before shipment; SVC kept the agreed scope and work status visible as its crew progressed.
02
Cargo information checked before field work
SVC checked the cargo information and photographs before assigning the field scope. Dimensions, gross weight, shape, base contact and the available lifting and securing points affect how a cargo unit can be placed and restrained. Where the information is available, centre of gravity and the proposed deck or hold position also matter. The team had to match those particulars with the working area and the time available for loading.
The review identified the practical need for dunnage, chocking and lashing materials. It did not by itself establish an engineered sea-fastening calculation. The vessel’s master or chief officer, an appointed surveyor and any engineer have their own requirements where the shipment calls for their review.
03
Local crew, materials and the loading window
SVC translated the cargo requirement into a site worklist for its lashing crew. The crew worked within the appointed loading window and carried out the securing tasks assigned to SVC. The worklist also identified materials to be available before the crew started and which cargo-operation tasks belonged to the selected vendors.
A shipment cannot be planned from a photograph alone. A late change to the stowage position, cargo order, crane slot or access can change the dunnage, chocking, chain, wire, shackle or turnbuckle requirement. For each new job, SVC checks the actual material list against the worklist before the crew starts.
04
Why the securing basis matters
Project cargo can shift, contact adjacent cargo or damage the deck or hold if the arrangement is unsuitable for the voyage. A correction made after loading has started can consume a crane slot and the remaining port window. The master, chief officer or appointed cargo surveyor may require a different arrangement before sailing. Rolling, vibration and impact during passage also shape the restraint and cargo-protection discussion. Poor securing can create cargo or insurance claims; re-lashing can add standby, port cost or demurrage exposure.
For this case, SVC’s stated role was to review the practical requirement and execute the assigned field work. Calculated securing capacity, welded sea-fastening design, survey acceptance and voyage approval are separate deliverables when commissioned. Our cargo lashing and securing service explains the wider material register, physical checks and approval boundaries; this record is the Dung Quat job example.
05
Records and scope boundaries
The field work needs a traceable description of what the crew was asked to do, what materials and access were agreed, and what remained for the vessel or an appointed specialist to decide. SVC kept job photographs and records where required by the assignment and reported the work status to the cargo side.
At handover, photographs of field work, the material record and open comments should be kept distinct from any securing calculation or voyage approval requested from an appointed specialist.
06
Plan a new project cargo lashing job at Dung Quat
For a new shipment, send the cargo list with unit dimensions and gross weights, photographs, drawings and centre-of-gravity information if available. Add the proposed stowage plan, lifting and securing points, terminal or anchorage, vessel ETA, cargo readiness and the loading window. Tell SVC whether the work includes dunnage, chocking, chains or wires, welded sea fastening, night shifts, survey attendance or a separate engineering design. Include yard access and trucking sequence if they affect delivery to the lifting point, and identify the port agent, logistics party and cargo-side contact for site instructions.
SVC can then inspect the job information, define its own crew and material scope, and price the field work against access and loading sequence. State any master, chief officer or surveyor comments before the worklist is fixed. This makes the quotation useful to the cargo side and the people preparing the vessel’s loading plan.
07
The lashing job within the wider shipment
Freight and vessel choice, the lifting method, terminal readiness, cargo stowage and discharge capability must fit the same shipment. For the freight and port side, see shipping from Dung Quat; for field methods and materials, see cargo lashing in Vietnam. Those service pages carry the wider planning detail; this case stays focused on SVC’s Dung Quat field work.
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