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OPERATIONAL REVIEWSTRAPPING & LASHING


The problem of over-lashing project cargo


Will van ’t Hek of Netherlands-based Videck considers some of the challenges when it comes to securing over-dimensional cargoes. Safety is paramount in any sea voyage but ‘how much is too much’ when it comes to lashing and securing – and who should pay?


with the carrier. Among other tasks, the forwarder checks who can transport the cargo from A to B, including a quotation for lashing and securing.


W


This is where the process starts for the shipping line’s engineering department. Engineering stowage, lifting, lashing and


www.heavyliftpfi.com


hen oversized cargo needs to be moved, an asset owner will either offer it directly to a shipping line, or appoint a freight forwarder to liaise


All relevant parties should agree to a safety margin ahead of the project move – including the cargo owners, shipping lines, insurance companies and, if applicable, a marine warranty surveyor.


securing plans are prepared based on the requirements of the customer – usually free of charge.


The freight forwarder then receives a quotation from each shipping line, including drawings and time schedule particulars, before offering one or two options to the asset owner.


The asset owner, in close connection with its insurer, will check whether more lashing or load spreading is needed. At this point, it is difficult for the shipping line to change its quotation – in most cases the shipping line calculated the forces that the cargo could be subject to and applied sufficient lashings in its plan.


Additional lashing


Once the vessel arrives in the port, surveyors will come on board and discuss the operation with the cargo superintendent. As independent parties, surveyors will very often demand additional lashing. The cargo superintendent might admit that a few additional chains are not an issue, as long as this gives a green light to complete the operation successfully. However, sometimes people ask for more. Applying these additional items costs money and increases the amount of time the vessel must wait in the port. Welding additional stoppers, clips or D-rings will also damage the vessel, as they must be cut off at the discharge port. The shipping line agreed the engineering plan with the asset owner or its insurer beforehand. The receiving company, which


May/June 2018 135


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