Project Cargo Lashing & Securing: Standards and Best Practice
Project cargo lashing (securing project cargo) is the technique of fixing oversized and overweight machinery components (OOG) onto Flat Rack containers, specialized trailers or ship holds using steel wire rope, load-rated chains and timber dunnage, to counter the inertial forces that cause shifting or tipping throughout the journey.
In heavy industrial cargo transport, a lashing plan with a miscalculated Center of Gravity (CoG) can not only damage high-value equipment but also lead the port or the vessel's Master to refuse loading. This article shares how the H-Cargo Project team approaches technical standards, material selection and the lashing process for project cargo.
Table of contents:
I. Which international standards and regulations apply to project cargo lashing?
II. How do you choose the right lashing materials and methods for oversized and overweight cargo?
III. What are the steps in project cargo lashing, and which mistakes lead ports to reject cargo?
IV. Frequently asked questions (FAQ) about lashing and securing project cargo
V. Conclusion
I. Which international standards and regulations apply to project cargo lashing?
Project cargo lashing plans for sea and inland transport in Vietnam are usually based on 4 groups of references: the CTU Code, the IMO CSS Code, the EN 12195 calculation standard (a European standard widely used as the basis for force calculations) and the rules on loading and securing cargo on road vehicles in Circular 12/2025/TT-BXD (amended by Circular 19/2026/TT-BXD).
When preparing a Lashing & Securing Plan for approval by the carrier and the Marine Surveyor, planners usually rely on the following technical documents:
1. IMO/ILO/UNECE CTU Code (MSC.1/Circ.1497): Guidance on packing and securing cargo transport units (containers, Flat Racks, trailers). The CTU Code sets design acceleration coefficients for each transport mode; for example, in sea area C, the transverse force must account for 0.8g (equivalent to 80% of the cargo weight) when the vessel rolls.
2. IMO CSS Code (Resolution A.714(17) and MSC.1/Circ.1623 - Annex 13): Mandatory when stowing and securing non-standardized, oversized and overweight cargo directly on deck or in the hold of general cargo vessels (Break Bulk vessels, Flat Rack or Open Top containers).
3. European Standard EN 12195 (Parts 1 to 4): Sets formulas for the standard tension force (STF) and LC - Lashing Capacity (the maximum permitted force a lashing can withstand in safe operation) for synthetic web lashings (EN 12195-2), lashing chains (EN 12195-3) and steel wire ropes (EN 12195-4).
4. Vietnamese road regulations: Under the Law on Road Traffic Order and Safety 2024 (Law No. 36/2024/QH15) and Circular 12/2025/TT-BXD (amended and supplemented by Circular 19/2026/TT-BXD of the Ministry of Construction), machinery, equipment, packaged goods and containers loaded on road vehicles must be secured against movement in all three directions: longitudinal, transverse and vertical.
Table 1: Design acceleration coefficients to counter in lashing calculations (per CTU Code)
Transport mode | Forward longitudinal force (Braking / Bow impact) | Backward longitudinal force (Acceleration) | Transverse force (Cornering / Rolling) | Vertical force (Bumps / Wave slamming) |
Road Transport | 0.8g (80% of cargo weight) | 0.5g (50% of cargo weight) | 0.5g (50% of cargo weight) | 1.0g |
Sea (rough sea area C) | 0.4g (40% of cargo weight) | 0.4g (40% of cargo weight) | 0.8g (80% of cargo weight) | 1.0g ± 0.8g |
Note: road coefficients in the table follow the CTU Code; some European countries apply 1.0g in the forward direction. For sea transport, sea areas A and B have lower transverse coefficients than area C, so calculate for the sea area of the actual route.
II. How do you choose the right lashing materials and methods for oversized and overweight cargo?
The choice of lashing method and materials depends directly on the unit weight, the height of the centre of gravity (CoG) and whether dedicated lashing points (Lashing Eyes / Padeyes) exist on the machine body. In practical out-of-gauge cargo transport (OOG), 3 technical methods are usually combined:
Frictional / Top-over Lashing: Straps or chains pass over the top of the unit and are tensioned down to both sides of the floor to press the unit down and increase friction. This suits relatively light units with rigid casings, ideally with anti-slip rubber mats; the closer the lashing angle to the floor is to 90°, the more effective the downward force.
Direct / Diagonal Lashing: Steel wire ropes or chains run directly from lashing points on the equipment to the Lashing Rings on the Flat Rack floor or deck, usually at angles of 30° to 60°. This is the main method for heavy equipment with load-rated lashing points.
Dunnage, Cribbing & Welding Stoppers: Hardwood beams or H-section steel beams distribute point loads evenly onto the cross members under the deck or Flat Rack floor, combined with wooden wedges or welded steel stoppers at the machine base on general cargo vessel decks.
Table 2: Lashing material selection matrix by load and cargo characteristics
Lashing material | Reference load capacity (LC / MSL, read from the product label) | Best application | Mandatory technical notes |
Polyester Webbing Strap (EN 12195-2) | LC from 2,000 daN to 5,000 daN (equivalent to 2 – 5 tonnes). | Crated machinery, powder-coated components, light OOG cargo under 15 tonnes. | Use plastic/rubber corner protectors on every sharp edge to prevent strap breakage. |
Steel Wire Rope (EN 12195-4) + Turnbuckles | MSL from 5 to 25 tonnes per rope (depending on rope diameter 12mm – 28mm). | Industrial tanks, boilers, steel structures, cargo on 20'/40' Flat Racks of 15 – 45 tonnes. | Fit enough Wire Rope Clips (at least 3–4 clips per end) in the correct load direction. |
Alloy Lashing Chain Grade 80/100 (EN 12195-3) | LC from 10 to 20 tonnes per chain; low elongation. | Transformers, crawler construction machinery, project cargo units from 30 tonnes to over 100 tonnes. | Do not twist the links; use protective padding where chains bear against the machine body. |
Timber Dunnage & anti-slip rubber mats | High compressive strength; raises the friction coefficient to μ of about 0.6. | All cargo placed on steel Flat Rack floors, low-bed trailers or ship holds. | Dunnage for export cargo must be treated (heat or fumigation) and stamped ISPM 15. |
Related articles:
- Destuffing over-height containers at port
- Multimodal transport for project cargo: when to combine sea, barge, road and rail?III. What are the steps in project cargo lashing, and which mistakes lead ports to reject cargo?
A project cargo lashing process usually goes through 5 technical steps, helping avoid 3 common mistakes that lead the port or carrier to reject loading.
Within the 6-step project cargo transport process, lashing is carried out as follows:
Step 1 - Cargo survey & Method Statement design: Read the technical drawings to determine the exact centre of gravity (CoG), Lifting Points and Lashing Points, and calculate the number of ropes/chains required under the CTU Code.
Step 2 - Install load-spreading dunnage (Dunnage & Anti-slip): Lay anti-slip rubber mats and fit hardwood beams perpendicular to the load-bearing members of the Flat Rack floor or trailer deck.
Step 3 - Position the cargo & apply multi-directional lashing: Lower the cargo onto the correct load-bearing centre, drive wooden wedges on 4 sides (Blocking) and fit steel wire ropes/chains with turnbuckles symmetrically on both sides.
Step 4 - Seaworthy Wrapping & Lashing Certificate: Wrap with vacuum-sealed aluminium foil or heat-shrink film against salt spray, then work with an independent surveyor to check tension and issue the Lashing Certificate submitted to the carrier.
Step 5 - Check for slack before moving off / yard drop: Recheck all rope clips and turnbuckles after the first stretch of road before handing the cargo over at the port.
H-Cargo example: lashing two large steel tanks on a 40' Flat Rack
For a shipment of two large steel tanks exceeding the width and height of a standard container, the main challenge is that round cylindrical bodies roll sideways easily and concentrate point loads on the floor.
The solution the H-Cargo Project team carried out at the workshop:
Shaped timber cradles (cradle/saddle): both tanks were placed on timber cradles to prevent rolling and spread the load onto the floor beams of the 40' Flat Rack container.
Lashing and loading onto a low-bed trailer: both tanks were lashed to the Flat Rack's Lashing Rings, then the whole 40' Flat Rack unit was loaded onto a low-bed trailer at the workshop for transport to the port.
3 serious lashing mistakes that lead terminals and carriers to reject cargo (Terminal Reject)
Mistake 1 - Placing metal bases directly on steel floors (steel-on-steel): The steel-on-steel friction coefficient is very low (reference tables usually give about 0.1), so the unit slides easily. Anti-slip mats can raise the friction coefficient to about 0.6, significantly reducing the lashing force required and making it easier to meet the surveyor's requirements.
Mistake 2 - Attaching several lashings to the same Lashing Ring: Each lashing point on a Flat Rack has a limited Maximum Securing Load (MSL), often only a few tonnes and varying by carrier. Gathering several ropes on one point can overload and break it when the vessel rolls; check the lashing point specifications of the actual Flat Rack supplied.
Mistake 3 - Mixing different materials in the same load direction: Do not combine polyester straps (high elongation) with steel chains (very low elongation) to hold the same direction. Under a jerk, the chain takes almost the entire load before the strap has time to tension.
IV. Frequently asked questions (FAQ) about lashing and securing project cargo
Below are short answers from the H-Cargo Project team to 3 practical lashing questions import-export businesses ask most often.
1. When does a shipment require a Lashing Certificate?
Most carriers and ports require a lashing certificate for oversized and overweight (OOG) cargo on Flat Racks, over-dimension Open Tops and Break Bulk shipments. The Lashing Certificate is issued by an independent surveyor (such as SGS, Bureau Veritas, Vinacontrol…) and usually must be submitted before the closing time to be loaded. Ask the carrier about specific requirements at booking.
2. Does dunnage used to brace cargo on Flat Racks have to be fumigated?
Yes. Timber dunnage and bracing used for import-export cargo falls under ISPM 15. Natural wood must be heat treated (HT) or fumigated with Methyl Bromide (MB) and carry the ISPM 15 mark. If not compliant, the importing country's quarantine authority may require treatment, destruction of the wood or re-export of the shipment.
3. How long does lashing work and certification take for a project cargo shipment?
Time depends on the number of units, dimensions, work location (shipper's warehouse or port yard) and the surveyor's schedule. For Flat Rack or Open Top containers, work and inspection are usually much quicker than for large Break Bulk project shipments. Book the survey early, before the vessel's closing time, as the certificate is usually issued after the surveyor passes the inspection on site.
V. Conclusion
Project cargo lashing is not just about tying things tight; it is a force calculation: use the correct acceleration coefficients for the transport mode, choose suitable materials and avoid the mistakes that lead carriers to refuse loading. Three things to do before packing:
Obtain drawings, centre of gravity and lashing point locations of the equipment from the manufacturer.
Prepare a lashing plan using CTU Code coefficients for the actual road route and sea area.
Book the survey and prepare ISPM 15 compliant dunnage before the closing time.
Send cargo specifications so the H-Cargo Project team can propose a suitable lashing and transport plan.
Author: Navy Ngo - Project team
Contact us for a free consultation:
H-Cargo International Logistics
113-115 Ung Van Khiem St., Ward Thanh My Tay, Ho Chi Minh City
Tel: +84 888 909 186
Email: project@hcargovn.com
Web: www.hcargovn.com
Sources cited: Law on Road Traffic Order and Safety 2024 (Law No. 36/2024/QH15); Circular 12/2025/TT-BXD and Circular 19/2026/TT-BXD of the Ministry of Construction; IMO/ILO/UNECE CTU Code (MSC.1/Circ.1497); IMO CSS Code (Resolution A.714(17), MSC.1/Circ.1623); European Standard EN 12195 (Parts 1–4); TIS-GDV (German Insurance Association) on road transport acceleration coefficients; ISPM 15; the article on out-of-gauge cargo transport on hcargovn.com. Accessed 29/10/2026. For reference only. Check that regulations are in force at the time of application.
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