Cargo securing plan
lashing plans for sea, rail and road
A cargo securing plan is a calculation, not a set of straps applied by experience: for each piece we determine the forces that will slide and tip it and the lashings that will hold it. We develop the lashing plan for the specific vehicle, get it approved and check it at loading.
The rules differ by mode: at sea — the IMO CSS Code and the ship's Cargo Securing Manual, on rail — the Technical Conditions for cargo placement and securing, and on road the calculation usually follows EN 12195-1.
Specification
Specification · Securing plan. Standard terms · timing is confirmed once cargo drawings and vehicle data are received
Service
- Vehicle
- ship, rail flatcar, low-bed, MAFI, flat rack
- Deliverable
- drawing, calculation, material list
- Options
- lashing material, crew, survey
Terms
- Timing
- typically 3–7 working days after drawings
- Approval
- with vessel or carrier included
- Currency
- RUB / USD
Logistics
- Before loading
- data, calculation, drawing
- Approval
- master / carrier / RZD
- At loading
- check, lashing certificate
Price
- Base
- fixed fee per unit or parcel plan
- Extras
- lashing material, stopper welding, survey — on request
Service flow
- 01
Input data
We collect the cargo drawing with weight, CoG and supports, the vehicle data (for a ship — the Cargo Securing Manual and lashing points, for rail — the flatcar type), route and season.
1–2 days - 02
Force calculation
We calculate longitudinal, transverse and vertical forces for the chosen position, taking friction, wind and impacts into account. We select lashings by working load (MSL/LC), their number and angles.
1–3 days - 03
Drawing and material list
We issue the drawing: stowage, cradles, stoppers, lashing positions and angles, and the material list. For sea we specify separately what is welded to the deck.
1–2 days - 04
Approval
We agree the plan with the master or superintendent, with the road carrier or under RZD rules; for a non-standard rail securing method, separate drawings and calculations are approved through the prescribed procedure.
1–5 days - 05
Execution check
At loading the surveyor checks the securing against the plan and issues a certificate. On road moves the tension is re-checked after the first kilometres and at stops.
on loading day
Problems
The cargo was secured by eye, shifted in a storm or under braking — and the insurer disputes the claim, citing improper securing.
We secure to calculation, and a surveyor confirms it with a certificate — evidence of proper securing.
The cargo has no built-in lashing points, or they are not rated for the required force.
We agree the points with the manufacturer in advance; if there are none, we secure with loops over cradles and stoppers without loading the casing.
The wagon is detached at a station because the placement and securing do not comply with the Technical Conditions.
We calculate the scheme to the TU, and non-standard securing methods are approved through the prescribed procedure in advance.
Documents
What is needed for the calculation and what is handed over. The delivery term and freight terms decide who pays for lashing material and labour — settle it before loading.
Incoterms
- EXW
- the buyer arranges loading and securing at the factory
- FCA
- the seller loads at its premises — securing should be spelled out in the contract
- FOB
- securing on board follows the freight terms (e.g. FIOSLSD — at the cargo side's cost)
Documents
- Cargo drawing
- weight, CoG, bearing surfaces, built-in lashing eyes
- Vehicle data
- for a ship — Cargo Securing Manual and deck points
- Lashing Plan
- drawing with stowage, lashings, angles and stoppers
- Calculation
- force balance and margin in each direction
- Lashing certificates
- MSL / LC of chains, straps, turnbuckles, shackles
- Lashing certificate
- surveyor's confirmation that the plan was carried out
FAQ
A lashing plan is a calculated scheme for stowing and securing cargo on a vehicle. It shows that the cargo will not slide or tip under ship motions, braking or wind. Carriers and insurers require it for project cargo, and the surveyor's certificate against it is the key argument in a damage dispute.
For sea — the IMO CSS Code (Code of Safe Practice for Cargo Stowage and Securing), together with the ship's own Cargo Securing Manual. For rail — the Technical Conditions for cargo placement and securing, in international traffic Annex 3 to SMGS. For road the calculation usually follows EN 12195-1.
At loading an independent surveyor checks execution, and on a ship the master also accepts the securing. The surveyor then issues a lashing certificate. On rail, station inspectors also check the placement.
Usually three to seven working days after receiving the cargo drawing and vehicle data. If a non-standard rail securing method needs approval, add the approval time. Plans for repeat cargo types are faster.
Yes. If the placement method is covered by the Technical Conditions, a standard scheme is used; if not, individual drawings and calculations are developed and approved through the prescribed procedure. Without this the station will not accept the cargo.
It depends on the delivery term and freight terms. Under FIOSLSD the cargo side pays for loading, stowing and securing; under liner terms part of the work is included in the freight. Fix the split in the contract and booking before loading.