All boats are transported to the port via truck / trailer and then loaded onto a feeder barge. Depending on the final destination, the barge will then transport the boats to one of the ports in HCM where the boat will be loaded either directly onto the mother vessel or onto the dock and then onto the mother vessel.
Below we see a SW1260 loaded and and SW1600 in the process of loading to the loccal feeder barge in HCM.
There are 3 main types of shipping
1) Flat rack freight: The most common type of shipping, this is a carrier supplied rack that basically sits and locks into a standard 40 foot container space, meaning the boat is shipped on a standard container freight vessel. The flat rack is under the centerline of the vessel and Seawind then provides disposable shipping cradles on which the catamaran sits.
With a standard 40 foot container size, this is only available for the smaller 1160, 1190 and 1260s.
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When we design the 1260, we actively designed within the flat rack maximum parameters with freight reduction in mind. Haivng 41 foot in a 40 foot cintainer space can be achieved by using the aile of the container vessel per the below.
2) Break Bulk: This is loose cargo on deck and is the normal method for vessels over the 40 foot flat rack limitation. The catamaran still needs a factory supplied cradle (a different type) and is then lashed or welded down onto the falt deck area.
Sometimes break bulk can allow for the vessel to be sent with the mast up and assembled but typically this is not the case and is dependant on the specific vessel and tehy lifting equipment.
Below is a 1260 being loaded onto a break bulk vessel.
3) Float On Float Off / marine specific carriers: These are the yacht transport specific companies such as Seven Star, Peters and May, or DYT.. These are typpically irregular in their schedule and not normally a service that comes to Vietnam however Singapore and Phuket are oftne on their routes so a local launch in Vietanm and then sail to these destinations is a possibility. The economies of that process tend to work out for the larger vessels such as the Seawind 1600, and likely the 1370. These vessels are sometimes submersibles, but more typically setup with their own lifting equipment. The result being that the catamaran can be loaded with mast ad rigging up, saving commissioning on the destination end.
All shipping have the vessel lashed to the deck of the mother vessel and then have an independant lashing certificate issued by a relevant third party.
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