A cargo securing lashing survey verifies that cargo has been stowed and fastened so that it stays in place through rolling, pitching and slamming at sea. It is requested by shippers of heavy lifts and project cargo, charterers, cargo insurers, and shipowners who want evidence of proper stowage before departure.
Under SOLAS Chapter VI, cargo units other than bulk must be loaded, stowed and secured throughout the voyage so as to avoid risk to ship and persons. Ships carrying such cargo need a Cargo Securing Manual approved by the flag administration, and it is built around the IMO Code of Safe Practice for Cargo Stowage and Securing, the CSS Code. A surveyor starts with this manual, because it states the securing devices the ship is approved to use and their maximum securing loads.
On site the surveyor checks the actual arrangement against that manual or against a purpose-made lashing calculation. They look at the strength and condition of lashing equipment: chains, wire, web lashings, turnbuckles, twistlocks, bridge fittings, shackles, and the strength of the securing points on deck and on the cargo itself. Lashing angles, the number of lashings, friction-enhancing dunnage, and blocking and bracing are all measured. For container lashing, bay plans, stack weights and lashing bridge settings are verified. For vehicles and steel coils, the focus changes to chocking and tie-down patterns.
When engaging a surveyor, ask whether they can produce or review a lashing calculation, which weather criteria they assume for the route, and whether they will attend until the last lashing is tightened.
The report contains a description of cargo and stowage, photographs with locations, equipment details and test marks seen, deviations from the manual, and a conclusion on suitability for the planned voyage.
Common findings: broken or mixed-grade lashing gear, insufficient lashing angles, lashings attached to non-approved fittings, and slack that develops after settling.
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