KO-76-06-419-EN-C

Cargo securing
for road transport

Cargo securing for road transport — European best practice guidelines

European best practice guidelines

ISBN 92-79-03382-4

European
Commission

00_2006_3971_cover_EN.indd 1 11-07-2008 15:49:49

 How to obtain EU publications

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00_2006_3971_cover_EN.indd 2 11-07-2008 15:49:49

 Cargo securing for road transport
European best practice guidelines

European Commission
Directorate-General for Energy and Transport

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 Europe Direct is a service to help you find answers
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Luxembourg: Office for Official Publications of the European Communities, 2008

ISBN 92-79-03382-4

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 Notes

1. These best practice guidelines have been prepared by an Expert Group created by the Directo-
rate-General for Energy and Transport and comprising experts designated by the Member
States and the Industry. The document was presented to the Road Safety High Level Group,
which gave a positive opinion concerning its content and scope.

2. These best practice guidelines can be a reference for all public or private parties directly or in-
directly concerned by cargo securing. This document should be read and used as a help for the
application of safe and tried practices in this area.

3. It is not binding in the sense of a legal act adopted by the Community. It simply presents the
accumulated knowledge of European experts in this field. It was developed with and received
the agreement of Member States’ government experts and other concerned parties. These best
practice guidelines are intended to ease cross border transport operations in so far as cargo
securing is concerned. Adherence to the principles and methods described in these guidelines
should be recognised by enforcement authorities as leading to the adequate safety level required
to perform international transport operations. When using these guidelines, one must ensure
that the methods used are adequate for the particular situation at hand and where appropriate
take further precautions.

4. It is important to bear in mind that Member States might have specific requirements relative to
cargo securing not covered in these best practice guidelines. It is therefore always necessary to
consult the relevant authorities to enquire about the possible existence of such specific require-
ments.

5. This document is publicly available. It can be downloaded free of charge at the European Com-
mission website1.

6. Inevitably, as a result of further experience and a continuous development of cargo securing

systems and techniques, these guidelines will need to be periodically reviewed and amended as
necessary. It is not possible to give an agenda for this revision process at the time of writing. The
reader should refer to the web site of the European Commission for information about the lat-
est available edition of the Guide. Any suggestions for improving or adding to its content are
very welcome and should be sent to the address in footnote2. General enquiries regarding these
guidelines should be sent to the same address.

1
Web Link: http://ec.europa.eu/transport/roadsafety/vehicles/best_practice_guidelines_en.htm

2
European Commission, Directorate-General for Energy and Transport, Road Safety Unit, 200 rue de la Loi, BE-1049
Brussels. E-mail: tren-mail@ec.europa.eu.

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 Table of contents

Quick reference: the ten most important commandments for cargo securing 11

1. General 13

1.1. Introduction 13

1.2. Purpose of the guidelines 14

1.3. Need for cargo securing 14

1.3.1. Mass and weight 15
1.3.2. Centre of Gravity 16
1.3.3. Acceleration forces exerted by the cargo 17
1.3.4. Sliding 17
1.3.5. Tilting and Tipping 17
1.3.6. Rigidity of the cargo 17
1.3.7. Load distribution 18
1.3.8. Choice of vehicle and loading of the vehicle 18
1.3.9. Multimodal Transport Operations 18
1.3.10. Training on Cargo Securing 20

2. Vehicle body structure and equipment suitable for blocking on vehicles 23

2.1. Headboard 23

2.2. Sideboards 24

2.3. Endboards 24

2.4. Box type bodies 24

2.5. Open side type (cover/stake body or tilt trailer types) 25

2.6. Curtainsiders 25

2.7. Stanchions 26

2.8. Lashing points 27

2.9. ISO-Containers (ISO 1496-1) 27

2.9.1. End walls 28
2.9.2. Sidewalls 28
2.9.3. Attachment- and lashing points 28

2.10. Swap bodies 28

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 3. Restraining Methods 29

3.1. Blocking 29
3.1.1. Blocking with filler 29
3.1.2. Threshold blocking and panel blocking 31
3.1.3. Blocking between rows within a cargo section 32
3.1.4. Wooden battens nailed to the load platform 33
3.1.5. Wedges and wedge beds 33

3.2. Lashing 34
3.2.1. Top-over lashing 34
3.2.2. Loop lashing 35
3.2.3. Spring lashing 36
3.2.4. Round turn lashing 37
3.2.5. Direct lashing 38
3.2.6. Lashing equipment 38
3.2.7. Webbing assemblies 39
3.2.8. Chain lashing 41
3.2.9. Wire rope lashing 41
3.2.10. Turnbuckle 42
3.2.11. Nets or covers with lashings 43
3.2.12. Ropes 44
3.2.13. Steel straps 44
3.2.14. Attaching rails for booms and lashings in sidewalls 44
3.2.15. Intermediate Blocking Boards 44

3.3. Locking 45

3.4. Combination of restraining methods 46

3.5. Supporting equipment 46

3.5.1. Friction mats 46
3.5.2. Walking boards 46
3.5.3. Wood runners 47
3.5.4. Shrink film and Stretch film 47
3.5.5. Steel or plastic band straps 48
3.5.6. Edge beams 48
3.5.7. Wear protectors for synthetic webbing straps 49
3.5.8. Edge protectors to prevent damage to cargo and lashing equipment 50
3.5.9. Protective spacers 50
3.5.10. Tag washers 50

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 4. Calculating the number of lashings 53

5. Inspection during drive / Multidrop operations 55

6. Standardised or semi-standardised cargo (geometrical forms) 57

6.1. Rolls, Drums or Cylindrical Loads 57

6.2. Paper rolls 57

6.3. Drums 58

6.4. Boxes 59

6.5. Bags, bales and sacks 59

6.6. Pallets and Wheel Pallets 61

6.6.1. Euro-pallet 61
6.6.2. Wheel-pallet 62

6.7. Flat metal sheets 62

6.8. Long Sections 63

6.9. Beams 64

6.10. Coils 65

6.11. Coiled Wire, Rods or Bars 67

6.12. Large Units and Castings 68

6.13. Hanging Loads 71

6.14. Bulk Liquid Load 72

7. Requirements for some specific loads 73

7.1. General cargo 73

7.2. Timber Loads 73

7.2.1. Sawn Timber 74
7.2.2. Round Timber 75
7.2.3. Whole Trees 77

7.3. Large containers or large and heavy packages 77

7.4. Swap bodies without container locks 80

7.5. Skip Containers 80

7.6. Stowage of Goods in Containers 82

7.7. Loose Bulk Loads 83

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 7.8. Panels stowed on flat platform with A-trestles 84

7.9. Engineering Plant / Construction equipment / mobile machinery 84

7.10. Vehicles 87

7.11. Transport of cars, vans and small trailers 88

7.12. Carriage of Multi Size Glass Plates up to Maximum Authorised Dimensions 91

7.13. Carriage of Small Quantities of Plate Glass, Frames etc. 91

7.14. Dangerous Goods 91

7.15. Vehicle Equipment 92

8. Annexes 93

8.1. Load distribution guidance 93

8.1.1. Objectives and conditions 93
8.1.2. Using the load distribution plan 93

8.2. Friction tables 96

8.2.1. Static friction table 96
8.2.2. Dynamic friction table 96

8.3. Maximum closure force per nail and allowed charge for tag washers 99
8.3.1. Maximum closure force per nail 99
8.3.2. Allowed charge for tag washers 99

8.4. Lashing capacity of chains 100

8.5. Lashing capacity (LC) of wire ropes 100

8.6. QUICK LASHING GUIDE based on the IMO/ILO/UNECE method 102

8.6.1. QUICK LASHING GUIDE 102
8.6.2 Example how to use the IMO Quick Lashing Guide for Road/Sea Area A 113

8.7. QUICK LASHING GUIDE based on STANDARD EN12195-1 125

8.8. Blocking of cargo against cover stake superstructure 137

8.9. Securing of steel products and of packaging for chemicals 138

8.9.1. Steel products 138
8.9.2. Some examples of stowage and securing of the most commonly used packages
for chemical goods in road transport (FTL shipments) 150

8.10. Planning 158

8.10.1. Choice of route and transport mode. 158
8.10.2. Cargo transport planning. 159
8.10.3. Choice of cargo transport unit (CTU) 159

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 8.10.4. Utilisation of the volume and weight capacity of the cargo transport unit 160
8.10.5. CTU Cargo securing manual 160
8.10.6. Requirements from the receiver of the cargo regarding cargo packing. 160
8.10.7. Inspection of CTUs. 161

8.11. Acceleration and deceleration forces 165

8.12. List of abbreviations and acronyms 165

8.13. Literature overview and references 166

8.14. Training on Cargo Securing 167

8.15. Acknowledgements 169

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01_2006_3971_txt_EN.indd 10 11-07-2008 10:06:51
 Quick reference: the ten most important commandments
for cargo securing

The following is a short list of important basic rules which are always valid whatever the cargo trans-
ported and which should be remembered or respected when performing a transport operation. This
list is not self standing. It must be complemented by the more detailed explanations that can be
found in the bulk of the document.

Remember that if a cargo is not secured adequately, it can be a danger to others and yourself. Inad-
equately secured cargo could fall off the vehicle, cause traffic congestion and others could be hurt or
killed. Inadequately secured cargo could hurt or kill you during strong braking or a crash. The steer-
ing of a vehicle can be affected by how the cargo is distributed and/or secured on the vehicle, making
it more difficult to control the vehicle.

Some of the following ten commandments are primarily targeted at the driver, because he is the one
physically transporting the cargo to its destination and therefore directly exposed to the hazards
involved in the transport operation:

• Before the vehicle is loaded, check that its load platform, bodywork and any load securing
equipment are in sound and serviceable condition.

• Secure the cargo in such a way that it cannot shove away, roll-over, wander because of vibra-
tions, fall off the vehicle or make the vehicle tip over.

• Determine the securing method(s) best adapted to the characteristics of the cargo (locking,
blocking, direct lashing, top-over lashing or combinations of these).

• Check that the vehicle and blocking equipment manufacturers’ recommendations are adhered to.

• Check the cargo securing equipment is commensurate with the constraints it will encounter
during the journey. Emergency braking, strong cornering to avoid an obstacle, bad road or
weather conditions have to be considered as normal circumstances likely to happen during a
journey. The securing equipment must be able to withstand these conditions.

• Each time cargo has been (un)loaded or redistributed, inspect the cargo and check for overload
and/or poorly balanced weight distribution before starting. Ensure that the cargo is distributed
in such a way that the centre of gravity of the total cargo lies as close as possible to the longitu-
dinal axis and is kept as low as possible: heavier goods under, lighter goods above.

• Check the cargo securing regularly, wherever possible, during the journey. The first check should
preferably be done after a few kilometres drive at a safe place to stop. In addition the securing
should also be checked after heavy braking or another abnormal situation during driving.

• Wherever possible, use equipment which supports the cargo securing such friction mats, walk-
ing boards, straps, edge beams, etc.

• Ensure that the securing arrangements do not damage the goods transported.

• Drive smoothly, i.e. adapt your speed to the circumstances so as to avoid brisk change of direc-
tion and heavy breaking. If you follow this advice, the forces exerted by the cargo will remain
low and you should not encounter any problems.

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01_2006_3971_txt_EN.indd 12 11-07-2008 10:06:51
 1. General

1.1. Introduction

Legal requirements and common sense demand that all loads carried on vehicles are secured, what-
ever the journey. This is to protect the people involved in loading, unloading and driving the vehicle,
together with other road users, pedestrians, the load itself and the vehicle.

Loading and unloading should be carried out by appropriately trained staff that are aware of the
risks involved. Drivers should also be aware of the additional risk of the load, or parts of the load,
moving when the vehicle is being driven. This applies to all vehicles and to all types of load.

From a legal point of view, the liability for the loading/unloading operations should be assumed by
the driver, within his responsibilities, and the person(s) who have executed them. In practice quite
often the driver has to couple to a pre-loaded trailer or pick up a pre-loaded and sealed container.
Another frequent situation is where the loading operation is carried out by the shipper’s employees,
even obliging the driver to wait elsewhere until the loading of the vehicle has been completed.

Therefore, all involved parties must be aware of their respective responsibilities. One cannot state that
in all circumstances the driver is the sole person responsible for the load carried on his vehicle.

In some Member States the legal obligations of the other participants involved within the transport
chain are already accounted for within their national regulations.

The purpose of these guidelines is to provide basic practical advice and instructions to all persons
involved in loading/unloading and securing a cargo on vehicles, including carriers and shippers.
They should also be useful for enforcement bodies and courts. It could also serve as a basis for Mem-
ber States when taking the necessary steps for putting into practice the training of drivers in accord-
ance with Directive 2003/59/EC on the initial qualification and periodic training of drivers of cer-
tain road vehicles for the carriage of goods or passengers. The guidelines aim to provide a guide for
adequate cargo securing for all situations that may occur in normal traffic conditions. The reader
should also be aware that there are additional specific national legal requirements in some Member
States. The guidelines should also serve as a common basis for both practical application and en-
forcement of cargo securing.

More detailed Information is given by IMO/ILO/UNECE, Guidelines for packing of cargo transport
units and IMO Model course 3.18, as well as in standard EN12195 ‘Load restraint assemblies on road
vehicles’, part 1: ‘Calculation of lashing forces’, part 2: ‘Web lashing made from manmade fibres, part
3: ‘Lashing chains’ and part 4: ‘Lashing steel wire ropes’. The information to these lashings is an inte-
grated part of these guidelines; see Sections 1, 2 and 3.

The majority opinion of the Expert Group is that either the IMO/ILO/UNECE or CEN methods
should be accepted as giving a safe level for cargo securing in cross border operations; both methods
should be recognised by the controlling authorities for International Transport, leaving to the haul-
ier or the loader the choice of which method to apply. Some Member States could however impose
one of the two methods or specific rules for transports on their roads.

The guidelines do not address only the load being carried by the vehicle; they also cover any vehicle
equipment on the vehicle, including loading equipment and devices carried or mounted on the ve-

13

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 hicle such as loader cranes, landing legs, tailgates etc. All of these must be stowed and secured ac-
cording to manufacturer’s instructions so as not to be a danger to the driver, passengers, operating
people, other road users, pedestrians and the load itself.

Planning is the key to achieving efficient, reliable and safe transportation of cargo. ‘Be wise before
the event’- in other words, plan your operations well and you will avoid many unpleasant surprises.
Major savings can be gained through planning the stowage and the securing of the cargo. Choosing
the correct type of load carrier, and securing the cargo with consideration given to the forces the
cargo will be subjected to during transportation is of extreme importance.

Always find out how the cargo will be transported, the means of transport that will be used, whether it
will be a combined transport operation and then choose a load carrier appropriate to the cargo and to
the means of transport used during the full itinerary. (More information on planning in Annex 8.10).

1.2. Purpose of the guidelines

Most Member States have legal requirements that cargo must be placed on the vehicle so that it can
neither endanger persons nor goods and can not drag or fall off the vehicle. Every year road inci-
dents and accidents occur on EU roads because of cargoes which have not been properly stowed
and/or secured. Although comprehensive rules exist on cargo securing in some Member States they
may differ in content and scope and thus make it very difficult for international carriers to determine
what the different national requirements in this field are.

Regarding the Road Transport of dangerous goods, international legal requirements laid down by
the ADR-agreement make the securing of dangerous goods mandatory.

1.3. Need for cargo securing

The very basic physical principal behind the forces exerted by a cargo on its environment is that a
moving object, if no forces are exerted, will keep on moving in a straight line at the same speed.

The speed of an object can be represented by an arrow: the arrow’s length is proportional to the ob-
ject’s velocity; the arrow’s direction shows the straight line the object would follow if no forces are
exerted.

To change the object’s speed, i.e. to change the length and/or direction of the arrow representing it,
will generate forces.

In other words, the only situation where a cargo does not exert any force on its environment (except
for its weight of course) is if you are driving in a straight line at a constant speed.

The more you are deviating from this situation (e.g. heavy braking, strong acceleration, hard cornering
on roundabouts, rapidly changing lanes, etc.), the stronger are the forces that the cargo exerts upon its
environment. For road transport these forces are mainly horizontal. In these situations friction alone is
seldom sufficient to stop unsecured cargo from sliding. It would be incorrect to assume that the weight
of the load will be sufficient to keep it in position. During heavy braking for instance, the force exerted
by the cargo towards the front of the vehicle can be very high and nearly equal the weight of the cargo.
So, during heavy braking, a 1 tonne load will ‘push’ forward with a force of nearly 1000 daN (i.e. 1 tonne
in everyday’s language; see following Section for clarification on mass and weight). However, greater
forces may be encountered if the vehicle, for example, is involved in an accident. The principles of
cargo securing should therefore be regarded as the minimum requirements.

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 To summarise, when a vehicle brakes the load strives to continue to move in its original direction.
The harder you brake, the harder the load will ‘push’ in the forward direction. If the cargo is not
properly secured (see Chapter 3), it will continue to move in the forward direction independently
from the vehicle!

The general advice is: Always secure cargo properly and drive smoothly, i.e. only deviate slowly
from the straight line/constant speed situation. If this advice is followed, the forces exerted by the
cargo will remain low and you should not encounter any problems.

1.3.1. Mass and weight

Even though they are frequently confused, mass and weight are different in nature. It is important to
grasp the difference in order to understand the principles of cargo securing.

Mass is a property of matter. Any object (be it a feather, a log, a brick, a truck etc.) has got a mass,
which is intrinsically linked to the quantity of matter it contains (i.e. its density). The mass of an
object does not depend upon its environment; it is identical on earth, the moon or in outer space…

Weight is a force due to gravity. Gravity is the property by which all masses attract each other. For
instance the earth and the moon attract each other because of gravity and therefore stay coupled,
gravitating around each other. The gravity force attracting objects towards each other is propor-
tional to their masses and diminishes with the distance separating them (actually by the square of
the distance: the attraction force between two objects twice further apart diminishes by a factor of 4
etc…). Thus because of gravity, the earth attracts any objects in its vicinity, including of course any
objects on its surface, which is more of interest to us.

The weight of an object is the force by which the earth attracts this object.

Nowadays, in the modern international system of units (the metric system), masses are measured in
gram (abbreviation: g) or its (sub)multiples like the kilogram (kg) or the tonne (t). Forces, like weight,
are measured in Newton (abbreviation: N). The weight of a mass of 1 kg is about 9,81 N at sea level,
which for all practical purposes can be rounded to 10 N or 1 deca-Newton (abbreviation: daN).

Therefore, simplified for the purpose of cargo securing:

The weight of 1 kg of mass is 1 daN.

Picture 1: Mass versus weight

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 As previously stated, the weight of an object is proportional to its mass, so the weight of 1 tonne
(1000 kg) mass is 1000 daN, of 2 tonne mass is 2000 daN, etc

1.3.2. Centre of Gravity

The centre of gravity of an object is the average of the mass distribution within that object. If the
mass of an object is evenly distributed, the centre of gravity of the object is identical to its geometri-
cal centre (e.g. the centre of gravity of a homogeneous cube or sphere would be the centre of that
cube or sphere).

If the mass of an object is not evenly distributed, its centre of gravity will be closer to where the ob-
ject is heavier. To give an extreme example, if an object would be made of a steel part glued to a
cardboard part, its centre of gravity would certainly be somewhere in the steel part because this is
where its mass is concentrated.

The centre of gravity of an object is not necessarily within the object. For example, a homogeneous
boomerang-shaped object would have a centre of gravity located somewhere at mid distance be-
tween the ‘boomerang’ extremities, outside the object.

H H

Picture 2: Centre of gravity

Relevance to cargo securing:

The higher the centre of gravity of a cargo, the more it tends tip over when subjected to horizontal
forces. If the centre of gravity of a cargo is vertically off centre relative to the cargo’s ‘footprint’, the
cargo will tend to tip over in the direction where the centre of gravity is closest to the footprint lim-
its. For very heavy cargo, the centre of gravity position may be important for correctly positioning
and securing this load on the vehicle to ensure an adequate load distribution.

The higher the centre of gravity of the vehicle/load combination considered as a whole, the more
likely the combination is to roll over.

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 1.3.3. Acceleration forces exerted by the cargo

Picture 3: The arrows show the main forces the cargo securing must withstand

1.3.4. Sliding

Friction alone cannot be relied upon to prevent unsecured cargo from sliding. When the vehicle is
moving, vertical movements caused by bumps and vibrations from the road will reduce the restrain-
ing force due to friction. Friction can even be reduced to zero if the load momentarily leaves the bed
of the truck. Top-over lashings or other restraining methods, in addition to friction, contribute to
adequate cargo securing. The friction forces depend upon the mutual characteristics of the cargo
and truck bed surfaces in contact (see friction table in Annex 8.2).

1.3.5. Tilting and Tipping

Even if the cargo is prevented from sliding by blocking, additional restraining methods may be nec-
essary to avoid tilting. The risk for tilting depends upon the height of the centre of gravity and di-
mensions of the cargo section. (See Annex 8.6)

When calculating the risk of tipping, the height (H), the width (W) and the length (L) are used (pic-
ture 4 above). Beware if the centre of gravity is not in the centre.

1.3.6. Rigidity of the cargo

The rigidity of the cargo has a big influence upon the method that should be chosen for its securing.
If transported upon a flat platform, the cargo should be made as rigid as possible. If the cargo is not
considered rigid enough to adequately apply lashings (sacks or big bags for example) the rigidity
may be improved by the use of filler material, boards, walking boards and supporting edge profiles.
The amount of material needed to perform the blocking/supporting will depend upon the rigidity of
the goods.

17

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 1.3.7. Load distribution

When any load is placed upon a vehicle, the maximum authorised dimensions, axle and gross weights
must not be exceeded (see Annex 8.1: Load distribution guidance). Minimum axle loads should also
be considered to ensure adequate stability, steering and braking.

Difficulties with the load distribution on the vehicle occur if the vehicle is partly loaded or unloaded
during its journey. The effect on gross weight, individual axle weights, securing and stability of the
load must not be overlooked. Although removal of part of the load will reduce the gross vehicle
weight, the change in weight distribution may also cause individual axles to become overloaded
(known as the diminishing load effect). The centre of gravity of both the cargo and the vehicle/cargo
combination will change accordingly; therefore all aspects should be considered when the vehicle is
loaded.

Vehicle rollover is one of the most frequent accidents encountered due to incorrect load distribu-
tion.

Detailed guidance on load distribution can be found in annex 8.1.

1.3.8. Choice of vehicle and loading of the vehicle

The design and construction of the vehicle and its bodywork should be suitable for the loads that it
is likely to carry, particularly in terms of the characteristics and strengths of the materials used.

Before the vehicle is loaded, it should be checked to ensure that its load platform, bodywork and any
load securing equipment are in sound and serviceable condition. A check of the following is recom-
mended

It should be ensured that

– The load platform is clean and dry;

– The platform bed is in good condition, without any broken boards, protruding nails, or any-
thing that can damage the securing equipment or the cargo;

– The headboard is in serviceable condition;

– The curtainsider support is serviceable, with all laths in position;

– In case of containers or swap bodies, that all twist locks and fittings are intact and in serviceable
condition;

– Securing equipment is intact, clean and in serviceable condition – NOTE any wear and corro-
sion of the lashing points should receive special attention;

– There is an adequate number of lashing points available on the vehicle for the cargo being car-
ried.

1.3.9. Multimodal Transport Operations

If a vehicle is also intended to use sea or rail transport, a restraint system suitable for the road will
not necessarily be adequate for the sea or rail leg of the journey due to different forces encountered.

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 Therefore, the international codes of practice for rail (UIC, Annex 2) and sea transport (IMO/ILO/
UNECE, Guidelines for packing of cargo transport units [CTUs]) should also be considered.

For the purpose of these guidelines CTU means a road freight vehicle, a freight container, a road
tank vehicle or a swapbody.

Multimodal transport is the transport of a cargo transport unit (CTU) by different modes of trans-
port in the transport chain. The most frequent multimodal/combined modes of transport are: road,
rail, inland waterway or sea.

CTUs transported by different modes of transport will be subject to forces of different magnitudes
depending on the mode used.

In road transport, the highest forces arise during heavy braking – these forces are directed towards
the front of the vehicle.

In rail transport, extremely high forces may arise in the longitudinal direction of the wagon. The
highest forces occur during marshalling, when wagons run into each other after being rolled from
side tracks to compose new trains.

At sea, forces can occur in any direction. The highest forces are normally perpendicular to the ship’s
longitudinal axis; when it rolls, for example. These forces are directed towards each side of the ship
alternately, and occur regularly, often for long periods of time. The ship may also pitch in rough sea,
which will cause extremely high vertical forces. It is therefore always important to find out how the
cargo will be transported, in order to choose the appropriate type of CTU.

The following handling/stowage/securing precautions should be considered when loading/unload-

ing a multimodal/combined CTU:

• The CTU should be protected against tipping. If a stand alone CTU on a chassis is loaded/un-
loaded with a forklift, the CTU should be supported (by placing additional support legs at its
extremities for example).

Picture 4: CTU should be protected against tipping

• The cargo inside the CTU should be secured in such a way that the cargo can neither slide nor
tip.

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 • Do not load heavy cargo on top of light cargo. Wherever possible the centre of gravity of the
loaded container should be below the mid-point in its height;

• With cargo of regular shape and size a tight stow from wall to wall should be sought;

• If void spaces (see Section 3.1) occur, cargo should be secured by using dunnage, folded card-
board or other suitable means;

• The load should be evenly distributed (as a general rule for containers there should not be more
than 60% of the total cargo mass located in one half of the container, either longitudinally or
laterally);

• Steps should be taken to ensure that the load and dunnage will not fall out when the doors are
opened;

• There are specific provisions for the stowage of dangerous goods.

For the limit values of forces exerted during different modes of transport, see Annex 8.11.

1.3.10. Training on Cargo Securing

Directive 2000/56/EC on driving licenses and Directive 2003/59/EC on training for professional
drivers make some provisions for the training of drivers in cargo securing but these regulations are
only applicable to a minority of the current truck driver population and do not apply to personnel
carrying out the loading and unloading of vehicles or planning transport. It is therefore strongly
recommended that additional measures are taken to improve the knowledge of the personnel men-
tioned above on cargo securing, both in the form of initial qualifications and a system of regular
retraining.

It is recommended that companies introduce training measures or provisions are made within na-
tional legislation to set up a system of initial training and regular retraining for all personnel in-
volved with loading, unloading and securing of cargo in the road transport chain. Furthermore, it is
advisable for member states to have specifically trained staff within enforcement bodies to verify and
enforce the correct application of cargo securing standards and by that improve road safety.

A further recommendation is that provisions are made regarding the qualifications of instructors for
cargo securing training, e.g. educational background, verifying their qualifications, regular retrain-
ing, quality management for training and instructors and regular updating of the syllabuses used.

In most cases, it is not necessary for all personnel to know every aspect of cargo securing and it is
therefore advisable to have a common introductory course supplemented with additional specialist
courses which would take into account the branch, the types of vehicles used, the function of the
people being trained and the type of cargo transported for example. The common introductory
course should provide guidance on

• legislation on cargo securing, responsibilities and technical rules,

• national and international technical standards for cargo securing,

• other information sources,

• physical principles, weights and forces,

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 • use of securing equipment,

• basic principles and methods of cargo securing and

• restraining material.

And all training courses should include a significant part of practical training.

Appropriately trained staff is the only reliable basis for protecting drivers, other road users, the vehi-
cle and the load from the dangers that incorrect cargo securing poses.

For more detailed information see Annex 8.15.

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01_2006_3971_txt_EN.indd 22 11-07-2008 10:06:53
 2. Vehicle body structure and equipment suitable for blocking
on vehicles

The technical characteristics of vehicles and blocking equipment have to be a matter of considera-
tion. There are European standards covering these subjects but vehicles and blocking equipment are
not always built in compliance with these standards. It is important to check whether the vehicle and
the components fulfil the relevant standards requirements. Compliance with the relevant standards
should be a key factor in selecting a vehicle and any blocking equipment. Extreme caution must be
applied if conformity to standards can’t be verified. Documentary evidence of compliance with
standards (declaration of the manufacturer, certificate of conformity issued by a notified body…)
should be carried on board at all times.

The driver should check the properties of his vehicle before loading commences and both the vehicle
and blocking equipment manufacturers’ recommendations must be adhered to.

The endwalls and sidewalls fitted to vehicles, if adequately constructed, will provide restraint to
movement of the load. The strength of the body structure on a vehicle should be based on standard
EN12642 or equivalent requirements. The related requirement for swap bodies is contained in stand-
ard EN283. The standards (for blocking) specify minimum requirements ensuring the body struc-
ture’s ability to secure the cargo if it is not fixed by lashing equipment. It is important to check the
vehicles properties and whether they fulfil requirements for forming part of cargo securing arrange-
ments. It is important that any forces exerted by the load are evenly distributed as much as possible
over the lowest possible part of any blocking device. High spot loadings should be avoided, i.e.
forces concentrated on relatively small portions of the structure.

2.1. Headboard

The headboard of trucks and trailers with a Gross Vehicle Weight (GVW) exceeding 3.5 tonnes
should at least be designed in accordance with standard EN12642 or equivalent if used for cargo
securing (see illustration below). This is a safety design requirement, meaning that the headboard
must be able to withstand a force equivalent to 40% of the maximum cargo weight, but not more
than 5.000 daN, directed forward, and evenly distributed over the headboard, without excessive re-
sidual deformation. When the cargo is blocked against the headboard, the capacity of the headboard
should be taken into account when calculating the number of lashings.

As mentioned above, these rules do not imply that any vehicle is able to bear these, lower or even
higher loads. The actual properties of the vehicle in this issue and all the others shown below have to
be investigated before starting to secure the cargo or even before loading the vehicle.

Picture 5: Strength requirements for headboard

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 2.2. Sideboards

Sideboards of trucks and trailers with a GVW exceeding 3.5 tonnes should at least be designed in
accordance with standard EN12642 or equivalent if used for cargo securing This is a safety require-
ment, meaning that the sideboard must be able to withstand a force equivalent to 30% of the maxi-
mum cargo weight, directed sideways and uniformly distributed over the sideboard, without exces-
sive residual deformation. When the cargo is blocked against the sideboard, the capacity of the
sideboard should be taken into account when calculating the number of lashings.

The same requirement is applicable to cover/stake body type with sideboards.

Picture 6: Strength requirements for sideboards

2.3. Endboards

The endboard should at least be designed in accordance with standard EN12642 standard or equiv-
alent if used for cargo securing. This is a safety requirement, meaning that the end board must be
able to withstand a force equivalent to 25% of the maximum cargo weight, but not more than
3.100 daN, directed backward and uniformly distributed over the endboard, without excessive re-
sidual deformation. When the cargo is blocked against the endboard, the capacity of the endboard
should be taken into account when calculating the number of lashings.

Picture 7: Strength requirements for endboards

2.4. Box type bodies

The sidewalls of box type bodies should preferably be designed in accordance with standard EN12642.
This is a safety requirement, meaning that the sidewall must be able to withstand a uniformly dis-
tributed force equivalent to 30% of the maximum cargo weight without excessive residual deforma-
tion. When the cargo is blocked against the sidewall, the capacity of the sidewall should be taken
into account when calculating the number of lashings.

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 Picture 8: Strength requirements for sidewalls of box type bodies

2.5. Open side type (cover/stake body or tilt trailer types)

Sidewalls on coverstake bodies or tilt trailer types can be used for cargo securing to some extent. The
sidewalls on these body types should be able to withstand an internal horizontal force equivalent to
30% of the maximum cargo weight.

The force is evenly distributed horizontally with 24% of the maximum cargo weight on the rigid part
of the sidewall and 6% of the maximum cargo weight on the lath work (standard EN12642). When
the cargo is blocked against the sidewall, the capacity of the sidewall should be taken into account
when calculating the number of lashings.

Picture 9: Strength requirements for sidewalls of cover stake bodies or tilt trailer types

2.6. Curtainsiders

As a general rule, goods carried within curtain-sided vehicles should be secured as if they were being
carried on a flat, open-bed vehicle. If the loading configuration, or its securing, would cause concern
when used on an open vehicle, then it should be considered equally unacceptable with a curtain-
sided vehicle.

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 Unless they are purposely designed according to EN12642-XL, the curtains of curtain-sided vehicles
MUST NOT be considered as part of any load restraint system. If the curtains have been designed as
a restraint system, the load capability should be clearly marked on the vehicle – if no mark can be
seen, then it should be assumed that the curtain has NO load-bearing function. Similarly, where
vertical inner curtains are fitted and they are not purposely designed for a specific load, they also
MUST NOT be considered as part of the load restraining system. Curtains and vertical inner cur-
tains should be considered purely as a means of containing within the vehicle any small, loose items
that may have become dislodged during the journey.

European standard EN283 states that ‘Cargo securing devices are mandatory for swap bodies of
curtainsider type’.

The advice here would be to not rely on a curtain to provide load restraint.

Picture 10: Strength requirements for sidewalls of curtainsiders

2.7. Stanchions

Stanchions for roll-type cargo should provide transverse blocking against roll forces emanating from
cylindrical packages. They should be designed so that, together, they can withstand a lateral force
equivalent to 50% of the maximum cargo weight at half the cargo height (H/2) above the platform
bed in road transport.

Stanchions for other than roll-type cargo should be designed so that, together, they can withstand a
lateral force equivalent to 30% of the maximum cargo weight at half the cargo height (H/2) above the
platform bed in road transport.

Picture 11: Stanchions for roll type cargo

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 2.8. Lashing points

Lashing points in load carriers should be placed in pairs, opposite each other, along the long sides
with a spacing of 0.7 – 1.2 m longitudinally and a maximum of 0.25 metres from the outer edge.
Continuous lashing anchorage bars are preferable. Each lashing point should, in accordance with
standard EN12640, at least withstand the following lashing forces:

Vehicle total weight in tonnes Strength of lashing point in daN

3.5 to 7.5 1 000
7.5 to 2.0 2 000
over 12.0 4 000*
* (in general 4.000 daN is recommended)

Below, lashing attachments are shown in the form of fixed tensioner as well as hooks fitted to the
load carrier.

EDGE
SIDEBOARD FRAME

PLAT-
FORM
BED

DUO-EYELET

Picture 12: Lashing eyelet

2.9. ISO-Containers (ISO 1496-1)

1 Floor
2 Base member
3 Door sill
4 Corner pillar
5 Roof
6 Wall trim
7 Upper door frame
8 End door
9 End wall
10 Roof member
11 Gusset fitting

Picture 13: Exploded view of the design and construction of the container

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 2.9.1. End walls

According to the ISO standard, both the front and rear walls (rear doors) must withstand an internal
load (force) equivalent to 40% of the maximum cargo weight, evenly distributed over the entire end
wall surface (door surface).

2.9.2. Sidewalls

Sidewalls must withstand an internal load (force) equivalent to 30% of the maximum cargo weight,
evenly distributed over the entire wall.

2.9.3. Attachment- and lashing points

Each attachment point shall be designed and installed in accordance with standard EN12195-2, or
ISO1496-1 which states that it shall provide a minimum rated load of 1.000 daN applied in any di-
rection. Each lashing point shall be designed and installed to provide a minimum rated load of
500 daN applied in any direction.

2.10. Swap bodies

Picture 14: Swapbody standing on landing legs

The load force values for swap bodies are outlined in standard EN283. This almost corresponds with
the body structure standard for carriers in standard EN12642 (see chapter 2.1 – 2.6 above)

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 3. Restraining Methods

Restraining methods are principally the following:

• locking,
• blocking,
• direct lashing,
• top-over lashing and
• combinations of these
in conjunction with friction.

The restraining method(s) used should be able to withstand the varying climatic conditions (tem-
perature, humidity…) likely to be encountered during the journey.

3.1. Blocking

Picture 15

Blocking or bracing means that the cargo is stowed to lie flush against fixed structures and fixtures
on the load carrier. These may be in the form of headboards, sideboards, sidewalls or stanchions. The
cargo can be stowed directly or indirectly by means of filling against the fixed blocking devices built
into the load carrier, and these prevent any horizontal movement of the cargo. In practice it is diffi-
cult to achieve a tight fit against the blocking devices and a small clearance usually remains. Gaps
must be kept to a minimum, especially those to the headboard. The cargo should be blocked against
the head board either directly or by the use of filler material in between.

Be aware that the loaded packages also have to be secured to the vehicle. If the vehicle’s superstruc-
tures comply with standard EN12642 and the load is uniformly distributed, total maximum side-
ways gaps must not exceed 80 mm for packages to be considered as properly blocked between side-
boards. With heavy concentrated loads, any gaps should be avoided. Improperly blocked packages
need supplementary securing measures to the vehicle.

3.1.1. Blocking with filler

Effective securing of cargo by blocking requires close stowage of the packages both against the load
carrier’s blocking fixtures and between the individual packages. When the cargo does not fill the

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 space between the side and end boards, and is not otherwise secured the gaps must be filled with a
filler material to create compressive forces that ensure a satisfactory blocking of the cargo. These
compressive forces should be proportionate to the total cargo weight.

Picture 16: Filler between the rows of cargo

Some possible filler materials are shown hereafter.

•  Goods pallets
Goods pallets are often a suitable form of filler material. If this clearance towards the blocking is
larger than the height of a EURO pallet (about 15 cm) then the gap could be filled with, for example,
such pallets standing on end, for the cargo to be properly blocked. If the clearance towards the side-
boards on any side of the cargo section is smaller than the height of a EURO pallet then the gap to
the sideboard must be filled with suitable filling, for example planks of wood.

•  Air cushions
Inflatable air cushions are available both as disposable items and as recyclable products. The cush-
ions are easy to install and are inflated by compressed air, often by means of an outlet in the truck’s
compressed air system. Suppliers of air cushions are expected to provide instructions and recom-
mendations concerning load capacity and appropriate air pressure. For air cushions it is important
to avoid damage as a result of wear and tear. Air cushions should never be used as filler against doors
or any non rigid surfaces or partitions.

Picture 8: Air cushion in a semi trailer

Picture 17: Air cushion in a semi trailer

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 Picture 8: Air cushion in a semi trailer

•  Blocking braces
When there are large gaps between the cargo and blocking fixtures, and high bracing forces, it is
often appropriate to use blocking braces fitted with sufficiently strong wooden spacers. It is essential
that blocking braces are fixed in such a way that the spacers are always at right angles to the cargo
that is being braced. This will ensure that the blocking braces are more able to resist the forces ex-
erted by the cargo.

CROSS BATTEN SPACER BATTEN

Picture 18: Blocking braces

•  Diagonal and cross battens

Blocking in longitudinal direction by means of diagonal and cross battens is a direct blocking meth-
od particularly suited to containers, where the container’s robust and vertical corner beams are used
as counter holds for diagonal battens.

Blocking braces are used for longitudinal base blocking, but can also in certain cases be used as filler
material.

CROSS BATTEN

DIAGONAL BATTEN

BLOCKING BRACE

Picture 19: Diagonal and cross battens

3.1.2. Threshold blocking and panel blocking

When there is a height difference between various layers, threshold blocking or panel blocking can
be used for base blocking of the upper layer against the lower layer.

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01_2006_3971_txt_EN.indd 31 11-07-2008 10:06:56

 Using some form of base material, such as load pallets, the cargo section is raised so that a threshold
is formed, and the upper cargo layer is base blocked longitudinally.

Picture 20: Threshold blocking

If the packages are not sufficiently rigid and stable for threshold blocking, a corresponding blocking
effect can be achieved by using panels consisting of boards or load pallets as shown in the figures
below. Depending on the rigidity of the cargo packages, a blocking structure can be created to pro-
vide a large or small blocking surface.

Picture 21: Panel blocking

When threshold or panel blocking is used at the rear, at least two sections of the bottom layer must
be behind the blocking section.

3.1.3. Blocking between rows within a cargo section

Cross bracing in the form of frames (the lower left

picture) is used for blocking various layers laterally
(known as layer blocking).

Threshold blocking sideways can also be achieved if

the packages have different heights or if vertical
planks or panels are placed between the rows.

Row blocking can be achieved by use of stacking

cover as shown on the upper figure in the picture
below.
Picture 22: Cross bracing and row blocking

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 3.1.4. Wooden battens nailed to the load platform

On load carriers that have robust wooden platform beds of good quality, base blocking can be
achieved by nailing wooden battens directly to the floor. The maximum closure force per nail can be
found in Annex 8.3.

3.1.5. Wedges and wedge beds

Pointed wedges and block wedges can be used to prevent cylindrical objects moving along the load-
ing platform (see picture below).

Block wedges should have a minimum height of R/3 (third of the roll radius) if there is no top-over
lashing. If used in conjunction with top-over lashing, no more than 200 mm is required. The angle
of the wedge should be approximately 45°, as shown below.

STANCHION

BOARD

Picture 23: Pointed wedges and blocked wedges

If wood wedges are nailed to the floor, caution should be taken to ensure their strength is not re-
duced.

Pointed wedges, normally with a 15° wedge angle, have no cargo securing capacity, and their chief
function is to keep round shaped goods in position during loading and unloading. The small angle
means that the wedge normally self locks to prevent sliding.

Block wedges (approximately 45o) are used as blocks to prevent rows of round shaped goods from
shifting, and must therefore be blocked against suitable blocking devices on the load carrier. The
rolls must also be lashed against the platform bed, with an edge beam and top-over lashing being
required over both the rear rolls.

Wedge bed
The two long wedges are kept in position by adjustable cross bracing such as bolts or chains. The
cross bracing should be arranged so that a minimum clearance of 20 mm is achieved between the
roll and the platform bed in order to ensure the wedge bed is prevented from moving sideways

The height of the wedges should be:

•  minimum R/3 (third of the roll radius) if there is no top-over lashing or,
•  maximum 200mm in combination with top-over lashing.

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 Picture 24: Cylindrical goods on wedge bed
(the angle of approximately 37o comes from the Egyptian rectangular triangle, whose sides are
in the proportion of 3, 4 and 5).

3.2. Lashing

A lashing is a restraint device such as webbing, chain or wire rope that either ties cargo together or
keeps cargo in contact with the load platform or any blocking device. Lashings should be positioned
so that they are in contact only with the cargo to be secured and/or the securing points. They should
not be bent over flexible items, side gates etc.

3.2.1. Top-over lashing

Top-over lashing is a method of securing where lashings are positioned over the top of the goods in
order to prevent the cargo section from tipping or sliding. If there is no side blocking at the bottom,
for example top-over lashing can be used to press the cargo section towards the platform bed. Con-
trary to blocking, top-over lashing forces the cargo against the load platform.

Even if friction prevents the cargo from sliding, vibrations and shocks during transportation can
make the cargo wander. This makes top-over lashing necessary even if the friction is high.

Picture 25: Top-over lashing

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 Picture 26: Top-over lashing

3.2.2. Loop lashing

Loop lashing is a form of sling lashing cargo to one side of the vehicle body, thereby preventing the
cargo from sliding towards the opposite side. To achieve double-action lashing, loop lashings must
be used in pairs, which will also prevent the cargo from tipping over. Two pairs of loop lashings will
be required to prevent the cargo from twisting longitudinally.

The loop lashing ability to sustain the required traction force depends upon the strength of the lash-
ing points among other things.

Picture 27: Loop lashing

To prevent the cargo from moving in a longitudinal direction, loop lashing must be combined with
base blocking. The loop is only providing lateral restraint, i.e. in a sideways direction.

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 Picture 28: Loop lashing combined with base blocking

3.2.3. Spring lashing

Spring lashing can be used to prevent tipping and/or sliding forwards or backwards.

Spring lashing in combination with base blocking forwards or backwards is a restraining method
consisting of a sling (bridle) across the corner of the cargo layer and two diagonal lashings, the pur-
pose of which is to prevent a cargo layer from tipping or sliding. Spring lashing may also be in the
form of a single, closed round-sling, placed across the edge of the cargo layer and lashed by means
of a diagonal lashing on each side. The angle to the cargo surface is measured in the longitudinal
direction, and it is recommended that the angle is not more than 45o.

Pallets

Lashing straps

Load platform

Lashing eyes

Picture 29: Example of rear-end lashing

A diagonal lashing with corner strap must be calculated taking into account the angle, the friction
and the lashing capacity (LC) given on the label of the lashing as required by standard EN12195.
Two opposite pairs of diagonal lashings with corner straps may also be used as an alternative to
round-turn lashing.

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01_2006_3971_txt_EN.indd 36 11-07-2008 10:06:58

 Max 450

Picture 30: Spring lashing preventing the goods section from tipping over

3.2.4. Round turn lashing

Round turn lashing is, in combination with other forms of securing, a method to bind a number of
packages together

Horizontal round turn cargo lashing is applied by binding a number of packages together in cargo
sections and therefore reduces to some extent the risk of the cargo tipping over.

Picture 31: Horizontal round turn lashing of the two last sections of cargo.

Vertical round turn cargo lashing is used to bind a number of cargo items together to stabilise the
cargo section and to increase vertical pressure between the layers. Risks of internal sliding are thus
reduced.

Plastic or steel straps (see 1.3.4.5) are commonly used for round turn lashing.

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 Picture 32: Vertical round turn lashing of cargo.

3.2.5. Direct lashing

If the cargo is equipped with lashing eyes compatible with the strength of the lashing, it is possible
to lash directly between the lashing eyes and the lashing points on the vehicle.

Picture 33

3.2.6. Lashing equipment

The choice of the best means of securing a load to a vehicle will depend on the type and composition
of the load to be carried. Operators should equip the vehicle with the securing equipment appropri-
ate for the types of load usually carried. If general cargoes are carried various types of securing
equipment should be available.

Web lashings are often used for top-over (frictional) lashing, but may also be used for direct lashing
(especially when the larger sizes of lashing are used).

For goods with sharp edges and heavy goods such as machinery, steel, concrete, military hardware
etc., lashing chains should be used. Chains should normally be used for direct lashing.

Wire rope lashings are suitable for cargo such as wire mesh that is used for concrete reinforcing and
certain types of timber loads, such as round logs stacked longitudinally.

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 When securing cargo, various types of lashings are used for various purposes. Web lashings made of
man-made fibres (usually polyester) (see standard EN12195 Part 2), Lashing chains (see standard
EN12195-3) or Wire lashing ropes (see standard EN12195-4) are mainly used as lashing materials.
They have a tag or label specifying the Lashing Capacity (LC) in deca-Newtons (daN: the official
force unit instead of kg) and the standard tension force for which the equipment is designed. The
maximum hand force that should be applied to lashings is 50 daN.

NOTE: Do not use mechanical aids such as levers, bars etc, unless the tensioning device is spe-
cially designed to be used with them.

Only legibly marked and labelled lashing equipment shall be used.

Lashings can be linked together, but combinations used in parallel should be of the same marking.
They can be linked as round combinations or be fitted with end fittings for attachment to fixed de-
vices such as rings, hooks, recesses etc. in the load carrier. For top-over lashing with web lashings the
tensioning device - a ratchet - shall achieve a pre-tension force of at least 10% of the lashing capacity
(LC), at a hand force of 50 daN. The maximum authorised pre-tension force at 50 daN hand force is
50% of lashing capacity (LC) for all lashing equipment.

Picture 34: Severely damaged webbing? Throw it in the waste basket!

All equipment used for securing loads should be regularly inspected for wear or damage. Inspection
and maintenance arrangements should be in accordance with the manufacturers’ instructions. Spe-
cial attention should be paid to webbing and rope to ensure that there are no visible defects, such as
fraying of the strands. They should also be inspected to ensure that they have not been otherwise cut
or damaged through misuse. Consult the lashing manufacturer or suppliers if there is any doubt as
to whether repairs are required.

3.2.7. Webbing assemblies

Webbing assemblies are suitable for securing many types of load. They usually consist of a webbing
strap with some form of end fittings and incorporate a tensioning device.

It is strongly recommended to use assemblies made according to standard EN12195-2 or equivalent.

One way lashings are not covered by any standard so it is important to verify that they are of similar
characteristics as standardised webbings

The tension force, which can be achieved by a hand force of 50 daN is given on the label as the stand-
ard tension force for the webbing assembly (Lashing Capacity LC, Standard Hand Force SHF, Stand-
ard Tension Force STF)

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 Picture 35: Ratchet

Picture 36: Label in accordance with standard EN12195-2

Webbing made from polyester, polyamide or polypropylene is available. Polyester loses a little
strength when wet, is highly resistant to moderate strength acid but can be damaged by alkalis.
Polyamide may lose up to 15% in strength when wet, is highly resistant to alkalis but can be damaged
by moderate strength acids. Polypropylene is useful where chemical resistance is a requirement.
Polyester straps are available in various sizes and their properties should be clearly marked accord-
ing to standard EN12195-2.

Before use, it should be verified that the metal parts of the harness are not corroded or damaged, the
webbing is not cut or frayed and all stitching is sound. If any damage is found, advice should be
sought from the manufacturer or suppliers.

50-mm wide reusable polyester straps with 2.000 daN LC are normally used on heavy trucks. The
maximum elongation is 7% at LC. Lashings with LC up to 20.000 daN are being used in connection
with heavy machine transports.

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 3.2.8. Chain lashing

Two properties determine the strength of a chain: the thickness of the links and the quality of the
metal used. Standard EN12195-3 - Load restraint assemblies on road vehicles – Safety; Part 3: Lash-
ing chains - gives the requirements for lashing chains (see Annex 8.4 for details). The chain used
should be compatible with the requirements of the load carried. Where necessary strong packing or
bevelled sections should be used on corners or sharp edges, which prevent damage to the chains and
also increase the radius around which they bend thus increasing their effective strength.

Picture 37: Excavator diagonally lashed with chains

Lashing chains shall never be used when knotted or connected with a pin or screws. Lashing chains
and the edges of the loads shall be protected against abrasion and damage by using protective sleeves
and/or corner protectors. Lashing chains showing any signs of damage must be replaced or returned
to the manufacturer for repair.

The following are considered to be signs of damage requiring the replacement of the faulty compo-
nents:
– for chains: superficial fissures, elongation exceeding 3%, wear exceeding 10% of the nominal
diameter, visible deformations.
– for connecting components and tensioning devices: deformations, splits, pronounced signs of
wear, signs of corrosion.

Repairs should only be carried out by the manufacturer or their agent. Following repair, the manu-
facturer shall guarantee that the original performance of the lashing chains has been restored.

Any joining links in chains should always be inspected before use. Chains should only be used in
conjunction with suitable tensioners and turnbuckles with a safe working load compatible with that
of the chain.

3.2.9. Wire rope lashing

Steel wire ropes are suitable for lashing load when used in a similar manner to chains. Single part
wires should never be used for lashing as they cannot easily be assessed for serviceability and any
failure will result in complete failure of the restraint.

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 If bent over edges, ropes strength decreases depending on the bending diameter. For a rope to retain
its full mechanical resistance, the diameter of the bend needs to be at least 6 times the diameter of
the rope. As a rule of thumb, for smaller bending diameter, the strength is reduced by 10% for each
unit under 6 (e.g. if the bending diameter equals 4 times the diameter of the rope, the rope strength
is reduced by 20%; so the residual strength represents 80% of its nominal value).

In any case, it must be considered that ropes laid over sharp edges only keep 25% of their normal
strength.

In addition, rope eyes should be squeezed with at least 4 clamps. With less clamps, the strength is
reduced proportionally. The open end of an eye always should be opposite the screws. As a rule of
thumb, the rope should be squeezed to half of its diameter.

Wire and flat wire lashing ropes in addition to all connecting components shall be examined at
regular intervals by a qualified person. The following are considered to be signs of damage:
– localised breaks; reduction by abrasion of the ferrule diameter by more than 5%;
– damage of a ferrule or a splice;
– visible wire breaks of more than 4 threads on a length of 3d, more than 6 threads on a length of
6d or more than 16 threads on a length of 30d;(d=diameter of the wire);
– heavy wear or abrasion of the rope by more than 10% of the nominal diameter (mean value of
two measurements at right angles);
– crushing of the rope by more than 15%, flaws and kinks;
– for connecting components and tensioning devices: deformations, splits, pronounced signs of
wear, signs of corrosion;
– visible defects on the jaws of the rope pulley.

Wire lashing ropes with broken strands shall not be used. Wire lashing ropes shall only be used in a
temperature range from -40°C to +100°C. At temperatures below 0°C, look for and eliminate icing
on brake and traction rope of tensioning elements (winches, hoists). Care shall be taken that wire
lashing ropes are not damaged by possible sharp edges of the cargo.

3.2.10.  Turnbuckle

Turnbuckles are commonly used for both chains and lashing wire ropes (See standard EN12195-4)
provided with a thimble at each eye and a minimum of three or four separate U-bolt wire rope grips
compliant to standard EN13411-5 on each side. They must be secured against working loose and
must be positioned so that bending is avoided.

Picture 38: Turnbuckle with short handle to avoid overloading by 50 daN hand force
(achieved tension should not be more than 50% LC).

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 3.2.11.  Nets or covers with lashings

Nets used for securing or retaining certain types of cargo may be constructed from webbing straps
or ropes of either natural or man-made fibres or steel wire. Webbing nets are generally used as bar-
riers to divide the load space into compartments. Rope or cord nets may be used to secure loads ei-
ther to pallets or directly to the vehicle as the primary restraint system.

Lighter nets can be used to cover open vehicles and skips when the type of load does not require a
cover sheet. Care should be taken to ensure that the metal parts of nets are not corroded or damaged,
that the webbing is not cut and that all stitching is sound. Rope and cord nets should be checked for
cuts or other damages to the fibres. If necessary, repairs must be carried out by a competent person
before the net is used. The mesh size of the net must be smaller than the smallest part of the cargo.

Picture 39: Cargo securing net

A cover with lashings can be used instead of a net.

Picture 40: Cover with lashings

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 3.2.12.  Ropes

The use of ropes as a means for securing cargo is very questionable. If ropes are used for securing a
cargo they should preferably be made from polypropylene or polyester.

Polyamide (nylon) ropes are not suitable as they tend to stretch under load. Sisal or manila ropes are
also unsuitable as their strength is reduced by water saturation.

Ropes should be made of 3 strands and must have a minimum nominal diameter of at least 10 mm.
The ends of the rope should be spliced or otherwise treated to prevent fraying. Rope should be se-
lected in relation to the maximum force to be imposed in each lashing. The manufacturer must in-
dicate the maximum authorised load for these ropes on an attached label or sleeve. Knots and sharp
bends will reduce the strength of a rope. Wet ropes should always be allowed to dry naturally.

3.2.13.  Steel straps

Steel straps should never be used for securing cargo on open load platforms.

3.2.14.  Attaching rails for booms and lashings in sidewalls

Sidewalls may have longitudinal rails with anchorage points, with each point usually designed to
withstand a 2-tonne load in longitudinal direction. Lashings and booms with suitable end fittings
can be secured quickly and give effective blocking. This is an extremely effective method for rear
blocking of remaining packages after partial unloading, but load concentration adjacent to fixing
points should be avoided.

Picture 41

3.2.15.  Intermediate Blocking Boards

Intermediate blocking boards are frequently used for cargo securing to the rear, particularly to se-
cure cargo on partly loaded vehicles. Intermediate blocking boards are mounted onto the normal
longitudinal laths or onto drop boards of curtainsiders or cover stake bodies. The maximum load
bearing capacity needs to be checked on the manufacturer’s information. Generally, intermediate
blocking boards can withstand loads up to a maximum of about 350 daN if mounted on wooden
laths and 220 daN on aluminium laths.

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 Picture 42

3.3. Locking

Freight containers like ISO containers, swap bodies etc. with a mass of more than 5.5 tonnes should
only be carried on vehicles fitted with twist locks. Provided the twist locks are fully engaged and
locked in position, the container will be adequately secured and no further restraint will be neces-
sary. The twist locks must be maintained in a serviceable condition and a minimum of four should
be used for each container carried. (ISO 1161 covers the specification for corner fittings for series 1
ISO freight containers).

In most cases twist locks are fitted to the vehicle during manufacture but if fitted at a later stage,
modifications to the chassis/structure must be carried out in accordance with the recommendations
of the vehicle manufacturer. Twist locks should be regularly inspected for wear, damage and opera-
tion defects. Locking devices intended to prevent operating levers from moving during the journey
should be given special attention.

Picture 43: Twist locks

Picture 44: Twist locks

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 3.4. Combination of restraining methods

Combining two or more restraining methods is usually the most practical and cost efficient way for
effectively securing cargo. For instance top-over lashing can be combined with base blocking.

Care must be taken that the restraining forces from the combined restraining methods all apply
concurrently and not one after the other. Each restraining method may be insufficient for safely se-
curing the cargo if acting independently from the other(s).

3.5. Supporting equipment

3.5.1. Friction mats

Base material and spacers made of high friction material can be used to increase friction between
the platform bed and the cargo, and also between cargo layers when required. There are different
types of high friction material, for example carpets, rubber mats and sheets of paper (slip-sheets)
covered with friction material. They are used in conjunction with other securing methods. The mats
should have friction, strength and thickness commensurate with the load (weight, surface...). The
mats should have suitable properties (such as friction, strength, thickness, granularity …) commen-
surate with the load (weight, surface...) and environmental conditions (temperature, humidity…)
likely to be encountered during the journey. This should be verified with the manufacturer.

Picture 45

The use of slip inhibiting material allows for the reduction in the number of lashings required (see
Annexes 8.6 and 8.7). Very often the material is used as square pieces, cut off in strips of 5 to 20 m
length and 150, 200 or 250 mm width. The thickness ranges from 3 to 10 mm. If used carefully, such
pieces may be reused up to ten times, but they cannot fulfil their function if they become greasy.
Cargo has to be lowered into place upon these materials since it is not possible to slide the cargo into
position.

3.5.2. Walking boards

Spacer boards, so called walking boards, are used as stabilisers for cargo layers. They are usually
plywood panels approximately 20 mm thick, although discarded sawn timber is often adequate. The

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 boards are placed between the various cargo layers. Spacer boards are particularly useful when up-
right rows are loaded in several layers.

Common sizes and weights 21 x 600 x 2400 mm, approximately 20 daN

21 x 1200 x 1200 mm, approximately 20 daN
21 x 1200 x 2400 mm, approximately 40 daN

Picture 46

3.5.3. Wood runners

Cargo sections with many rows and layers, such as sawn timber, must often be stabilised by means
of cross bracing. Wood runners with square cross section are not suitable, because they may rotate
in service. The width/height ratio of the cross section should be at least 2:1.

Picture 47: Sawn timber stabilised with wood runners

3.5.4. Shrink film and Stretch film

Picture 48: Packaging with stretch film.

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 Small packages may easily and effectively be secured to the load pallets by means of a stretch film. A
stretch film is easy to apply and the desired rigidity of form is achieved for the entire pallet load by
using an appropriate number of ‘wraps’.

With shrink film a plastic hood is placed over the wrapped pallet load, which is then heated to make
plastic shrink and therefore make the load more rigid. The pallet can be considered as a stable load
unit if the loaded pallet is able to withstand a tilt angle of at least 26° without any significant defor-
mation. Shrink and Stretch film wrapping is not usually suitable for heavy pallet loads, or loads with
sharp corners that may damage the film.

3.5.5. Steel or plastic band straps

Steel or plastic band straps are suitable for bounding heavy and rigid goods such as iron and steel
products to a pallet. They require special tensioners and cannot be re-tightened. Disposable (suitable
for single use, due to their one way operation) steel straps may be used for securing loads onto pal-
lets. The pallets and cargo must additionally be secured to the vehicle, either by blocking or lash-
ing.

These one-way straps are not suitable to secure loads directly to the vehicle as internal tensions can
built into the fixing to the vehicle and into the seals during the journey, making the removal of the
steel straps hazardous. One-way steel straps that have been cut open and lie on the ground represent
a tripping and cutting danger. When webbing straps are used to secure goods bound with steel
straps, care must be taken to ensure that the steel straps can not cut into the webbing straps.

Picture 49

In open load carriers the use of steel straps is a common cause of injuries as loose ends of the straps
may protrude from the sides of the carrier during transport.

3.5.6. Edge beams

Supporting edge beams are designed to be structurally rigid (stiffened against bending) and have a
right angle profile. They are used for distributing the forces from top-over lashings to the cargo sec-
tions and can be made of wood, aluminium or similar material of sufficient strength.

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 Picture 50: Edge beam made of aluminium

Picture 51: Edge beam made of wooden boards.

3.5.7. Wear protectors for synthetic webbing straps

Wear protectors for synthetic webbing straps are applied between the cargo and lashing straps when
there is a risk that of the webbing strap being damaged. The wear protectors can be made from dif-
ferent materials, for example polyester and polyurethane, both as stocking or clamp case.

Picture 52: Wear protector

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 3.5.8.  Edge protectors to prevent damage to cargo and lashing equipment

Edge protectors made of wood, plastic, light alloy metal or other suitable material are used for dis-
tributing the lashing force to prevent the lashings from cutting into the cargo, and also for binding
short ends. Edge beams provide the same or even better edge protection, but are rigid in design and
therefore distribute the force from the lashings. For that purpose it is essential that edge protectors
have low friction properties on the webbing face so the straps can easily slide and distribute the lash-
ing force. On the other hand, it is in some cases advisable to use high friction edge protectors to re-
duce the risk of tipping.

Picture 53: Edge protectors

3.5.9. Protective spacers

If sharp edges can damage the cargo, use some form of protective material (see also Section 3.1.1:
Blocking with filler).

Picture 54: Protective spacers

3.5.10.  Tag washers

Double-sided tag washers are suitable for holding various layers together in a cargo row. Row block-
ing can often be achieved by means of tag washers instead of a stacking cover. Tag washers are avail-
able in different sizes. Tag washers can only be used with soft materials (wood etc) and should com-
pletely enter the material.

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 NOTE: As tag washers are not visible once the load covers them their function is not controllable.
Be also aware that the tag washers may damage the platforms surface and the cargo. The use of fric-
tion mats instead of tag washers is preferable.

Tag washers should never be used in connection with dangerous goods.

Tag washers usually have a round form with a 48, 62 or 75 mm diameter (95 mm diameter is seldom
used) (see picture below).

Picture 55: Round tag washer

There is no standard for tag washers, but some experience guide values are shown in Annex 8.3. A
minimum of two tag washers has to be used. To enter into wood, a minimum of 180 daN on each tag
washer is needed. Do not use too many tag washers!

Friction mats (see Chapter 3.5.1) can be an alternative to tag washers.

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01_2006_3971_txt_EN.indd 52 11-07-2008 10:07:03
 4. Calculating the number of lashings

If lashings are used to prevent both sliding and tipping over, proceed as follows:

Calculate separately the number of lashings required to prevent sliding and the number of lashings
required to prevent tipping over. The highest figure is the minimum number of lashings required. In
case the load is placed against the headboard, the weight of the   load can be reduced by the compen-
sation of the headboard when calculating the number of lashings to prevent sliding.

More detailed Information can be found in IMO/ILO/UNECE, Guidelines for packing of cargo
transport units and IMO Model course 3.18, as well as in standard EN12195 ‘Load restraint assem-
blies on road vehicles’, part 1: Calculation of lashing forces’, part 2’ ‘Web lashing made from man-
made fibres, part 3: ‘Lashing chains’ and part 4: ‘Lashing steel wire ropes’. The information to these
lashings is an integrated part of these guidelines (see Sections 1, 2 and 3.).

The majority opinion of the Expert Group is that either the IMO/ILO/UNECE or CEN methods
should be accepted as giving a safe level for cargo securing in cross border operations; both methods
should be recognised by the controlling authorities for International Transport, leaving to the haul-
ier or the loader the choice of which method to apply. Some Member States could however impose
one of the two methods or specific rules for transport on their roads.

Annexes 8.6 and 8.7 provide quick guides for calculating the number of lashings based on the IMO/
ILO/UNECE guidance and on standard EN12195-1 respectively.

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01_2006_3971_txt_EN.indd 54 11-07-2008 10:07:03
 5. Inspection during drive / Multidrop operations

Wherever possible it is advisable to check the cargo securing regularly during the journey. The first
check should preferably be done after a few kilometres drive at a safe place to stop.

In addition the cargo securing should also be checked after heavy braking or another abnormal situ-
ation during driving. It should also be verified after additional loading or unloading during the
journey.

When loading or unloading general cargo, as is frequent in distribution transports, it is necessary to

restore the blocking of the remaining goods. Restorable blocking can be provided by lashing or with
removable blocking bars. Be aware that the number of blocking bars should correspond to the load
to be secured.

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01_2006_3971_txt_EN.indd 56 11-07-2008 10:07:03
 6. Standardised or semi-standardised cargo (geometrical forms)

The following sections describe examples of possible ways of securing various types of packages and
loads. The variety of loads, vehicles and operating conditions make it impossible to cover every pos-
sible situation likely to be encountered and these guidelines must therefore not be regarded as ex-
haustive or exclusive. Satisfactory alternative securing methods do exist, providing equivalent safety
levels of cargo securing and others will be developed. However, the basic principles described in
these guidelines will continue to apply irrespective of the method used to secure the load.

6.1. Rolls, Drums or Cylindrical Loads

Rigid rolls, drums or cylindrical loads, rigid in form, can either be stowed with bore vertical or
horizontal. Bore vertical position is generally used when the mantle surface and the cylindrical form
has to be protected and preserved (for example paper rolls).

Rolls or cylindrical items in bore horizontal position should ideally be placed with their axis across
the vehicle so that the rolling tendency, usually prevented by block wedges or wedge beds, will be to
the front or rear.

When securing cylindrical items consideration should be given to how the cargo can be unloaded in
a safe and controlled manner. The use of pointed wedges will help to ensure that safe and controlled
loading and unloading is achieved.

6.2. Paper rolls

Example of paper rolls in two layers and two rows, upper layer incomplete, stowed on a flat platform
fitted with sideboards:
Guidance for calculating the required
number of lashings
is found in Annex 8.6 or 8.7

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 ÅÉ Top-over lashing

Ç Filler material

Ñ Panel blocking

Ö Supporting edge profiles

Picture 56: Paper rolls

The upper layer is friction secured laterally and panel blocked to the front and rear Ñ. Alternative
threshold blocking is applicable.
• The cargo does not fill out the entire platform’s width.
• The angle between the top-over lashing’s side part and the platform bed is larger than 60°.
• The rearward blocking is, when required, made of filler material Ç.
• For effective distribution of the lashing forces, supporting edge profiles Ö are being used be-
tween the cargo sections.

6.3. Drums

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 Å Filler material

Ç Round turn

É Base material

Picture 57: Example of full size drums, arranged in two layers and four longitudinal rows.
The upper layer is incomplete and the cargo is stowed in a container or box type vehicle.

•  The cargo fills out the entire container’s width.

•  Filling Å or block bracing provides rearward blocking.
•  Horizontal round turn lashing Ç is used to reduce the risk of the cargo tipping.
•  Base material É provides panel-blocking forwards and backwards in the upper layer.

In recent years there has been a significant increase in the use of drums and kegs of assorted shapes
and sizes that are made from plastics instead of metal. Plastic surfaces, particularly when wet, are
very slippery and care must be taken when loading, securing and sheeting. It is particularly impor-
tant to be aware that plastic can deform when pressure is applied.

Guidance for calculating the required

number of lashings
is found in Annex 8.6 or 8.7

6.4. Boxes

Boxes, as with other goods, must be loaded so that they are prevented from moving in any direction.
Where possible they should interlock and be loaded at a uniform height within each row across the ve-
hicle (load section). To calculate the amount of load securing to prevent sliding and tipping, the size and
weight of each section must be accounted for in the calculation. If the load height exceeds the height of
the sideboards and edge beams are not used, there must be at least one lashing for each section.

6.5. Bags, bales and sacks

Sacks and bags.

Sacks do not usually have a rigid form and therefore need to be supported. This is particularly true
in cases when the head, end and sideboards cannot be used for blocking. Filler material, boards,
walking boards and supporting edge profiles, can be used to achieve the blocking effect.

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 Å Double beams

Ç Stanchions

É Boards

Ñ Support struts

Ö Filler material

CARGO SECTION

Picture 58: Example, sacks on pallets in a container

• The cargo contains sacks on pallets with fillings Ö in the centre. The load fills out the entire con-
tainer
• The cargo is enclosed backwards by filling with double beams Å
Guidance for calculating the required
number of lashings
is found in Annex 8.6 or 8.7

Bales and big sacks.

The securing of bales is similar to securing sacks. The difference is that usually the material that is to
be transported within bales (waste paper, hay, cloth etc.) may not be as well secured in its packaging.
Therefore if there is a possibility of any part of the cargo breaking free, the whole cargo should be
covered with a sheet after having been secured.

Å Double beams

Ç Stanchions

É Boards

Ñ Support struts

Ö Filler material

CARGO SECTION
2

Picture 59: Bales in two layers and at the most three rows, upper layer INCOMPLETE,
stowed on open load platform fitted with sideboards

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 • The cargo fills the entire platform width.
• If the cargo’s upper layer is not close to the headboard, some cases require blocking forwards
with corner strap Ñ and timber Ö.
• In certain cases blocking through filling Ç and/or corner strap Ñ and/or timber Ü is requi-
red
• If the stability of the cargo is such that there is a risk of loose lashings, there is a need for
supporting edge profiles à. Alternatively for stabilising, there is a need for walking boards
á.

6.6. Pallets and Wheel Pallets

6.6.1. Euro-pallet

The most common pallet used for goods transportation is the EUR0 pallet (ISO 445-1984). It is
made primarily of wood, and the standard dimensions are 800x1200x150 mm.

Picture 60: Euro-pallet

When cargo boxes of a size equal to or smaller than the pallet are loaded on a pallet, the pallet con-
stitutes a load carrier similar to a load platform without sideboards. Measures to prevent the cargo
from sliding or tipping in relation to the pallet should be taken by lashing means similar to the meth-
ods described above. The friction between the surfaces of the cargo and pallet are therefore impor-
tant for calculating the cargo securing. The ratio of the loaded pallet height/width and weight also
has to be taken into account (here the loaded pallet’s weight corresponds to the weight of a cargo
section (see Section 1.3.5: Tilting and tipping).

Any means of securing the load to the pallet, e.g. lashing, shrink wrapping, etc... can be used as long
as the load pallet is able to withstand a sideways tilt angle of at least 26° without any significant sign
of distortion (see Section 3.5.5).

Picture 61: Cargo unit lashed to a Euro-pallet

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 6.6.2. Wheel-pallet

Framed pallets are commonly used for food transportation. Securing the wheeled pallets by block-
ing is particularly effective; however, alternative methods may be used.

Picture 62: Wheel pallet with side supports and clipping bars

6.7. Flat metal sheets

When sheets or plates of mixed sizes are transported, the smallest should normally be loaded on top and
at the front of the vehicle against the headboard or other blocking so that they cannot slide forward.

Oiled flat sheets should be bundled together. For cargo securing, these bundles should be treated as
boxes in general. Flat sheets may sometimes be loaded onto pallets and secured to the pallet accord-
ingly.

Below is an example of sheets or panels on a flat platform equipped with side stanchions. For high
density loads like these, it is especially important to consider the load distribution.

Å Top-over lashing

Ç Wear protectors

É Filler material

Picture 63: Front section blocked against the headboard wall

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 Guidance for calculating the required
number of lashings
is found in Annex 8.6 or 8.7

• If the cargo is not stowed against the headboard blocking forwards with filler material or base
blocking is required.
• In certain cases rear blocking by filler material or brace blocking is required.
• The panels are positioned on the platform in one or more cargo sections and centred along the
centre line.
• The space between the cargo sections is blocked by suitable filler material É.
• Wear protectors Ç are placed between the straps and the cargo.
• If the cargo does not fill up the space to the side stanchions this is blocked with suitable filler
material.

If the rear section is not blocked in the forward direction, additional lashings will be required.

It is not recommended to transport flat sheets on loading platforms without stanchions or side-
boards.

6.8. Long Sections

Long sections will generally be carried along the length of the vehicle and can pose particular prob-
lems as a section could easily penetrate a headboard or driver’s cab if it is allowed to move. It is es-
sential therefore that the vehicle is loaded and secured in such a way that the complete load forms
one unit and no single item can move independently. A long rear overhang can also cause consider-
able problems with weight distribution and may result in a lack of stability, steering and braking due
to a low front axle load.

Picture 64: Long poles

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 The load will always need to be restrained by lashings, preferably chains or webbing which should be
attached to the vehicle by means of adequate lashing points. It is essential to be aware that top over
or loop lashings will be able to provide adequate sideways restraint, but if used in isolation the for-
ward restraint will be solely provided by friction. An adequate amount of friction to prevent longi-
tudinal movement may be achieved by using sufficient number of lashings to produce the required
pull down force however, an additional means of longitudinal restraint such as blocking or spring
lashing should be used.

Wherever possible, in order to provide longitudinal restraint, the cargo should be in contact with the
head or rear board or be properly secured by blocking. The height of the cargo should never exceed
the height of the headboard and it is recommended that stanchions or side pins at least as high as the
cargo are used to provide additional lateral restraint and to facilitate the safe unloading of the car-
go.

If the packages are stacked, the heavier items should be placed at the bottom and the lighter ones on
top. No layer should be larger than the one underneath it.

6.9. Beams

Beams or profiles should usually be stowed on wedge beds and secured with loop web lashings. The
example below shows beams or profiles on a flat platform without side stanchions. The longitudinal
securing has not received any consideration in the example below.

Å Loop lashing

Ç Wedge bed

Picture 65

Guidance for calculating the required

number of lashings
is found in Annex 8.6 or 8.7

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 6.10.  Coils

To avoid confusion over terminology, in the following paragraphs a coil with its hollow centre or
bore horizontal is referred to as ‘bore horizontal’ and a coil with its hollow centre or bore vertical as
‘bore vertical’. A coil may be either a single coil or a number of coils bound together with the bores
in line so as to form one cylindrical unit.

Before loading, the coil banding and packaging should be examined to ensure that it is intact and not
likely to break apart while in transit. When banding is used to strap coils and pallets together it is
important to note that banding is only strong enough to keep the coil and pallet together during
loading and unloading, not during transit. Therefore it is necessary to secure the entire unit to the
vehicle. Securing the pallet alone is not sufficient.

Heavy sheet metal coils are usually stowed on wedge beds and secured with loop web lashings.

Coils of wide sheet - Bore Horizontal.

These coils, when loaded bore horizontal will preferably be carried on vehicles having a coil well
(wedge bed) in the load platform. Without additional securing, it is likely that the coils will move in
the well so a sufficient number of lashings must be used to provide the necessary load restraint. Al-
ternatively, for instance when specialised vehicles are not available, coils may be carried packed on
pallets with wedge beds as shown below.

Below are examples of heavy sheet coils on a flat platform without sideboards. For high density
cargo items like these, it is particularly important to consider the load distribution.

3
ALL ANGLES
WITHIN 30q- 60q
Å Loop lashing

Ç Wedge bed

É Edge protection

Picture 66

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 • Sheet metal coils on wedge bed Ç blocked in all directions through loop lashings Å.
• Edge protection É is placed by all edges.

Guidance for calculating the required

number of lashings
is found in Annex 8.6 or 8.7

Coils must be securely attached to the cradle by at least two web lashings or by an approved steel
strapping. The lashings must be in contact with the surface of the coil and the softwood wedges.

If a coil well is not used, coils or coil and cradle units should be secured to the vehicle by chain or
webbing lashings that incorporate tensioning devices. For securing purposes each line of coils across
the vehicle load section must be considered separately and each one must be lashed.

Coils of wide sheet - Bore Vertical

Picture 67: Coils of wide sheet - Bore Vertical

Coils carried bore vertical are usually loaded onto platform vehicles and are one of the most difficult
cargos to secure. The figure below shows a suitable restraint system employing a cruciform that can
be used with chains or webbing to secure large diameter bore vertical coils. The placed on the cen-
treline of the vehicle and the cruciform placed on top of the coil with the spigots located inside the
bore. The cruciform should be positioned with the open through channel across the line of the vehi-
cle to accommodate a conventional securing chain lashing. Lashings should be attached to the vehi-
cle anchorage points and tensioned in the usual way.

It is possible to secure such coils without using the clamp described, but the webbing or chains must
be positioned with great care to ensure they fully prevent any movement. Dense loads of relatively
small volume, such as coils, may require a concentration of heavy-duty anchorage points to ensure
adequate provision for the location of tensioning devices.

For high density coils it is particularly important to consider the load distribution.

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 Lighter coils are sometimes packed onto pallets. Such units should be treated according to the guide-
lines given for securing bore horizontal coils packed on pallets.

Picture 68: Example of lashed coil

More details about securing of steel products can be found in Annex 8.9.

6.11.  Coiled Wire, Rods or Bars

Coiled wire, rods or bars are preferably bundled to form continuous and firm rolls and should be
stowed across the platform as shown in the figure below. The bundling should be arranged so that a
gap of approximately 10 cm is obtained between the cargo and the side edge of the platform.

The front and rear rolls of the base layer should be stowed tight against the front wall and end block-
ing. The other rolls of the base layer are evenly distributed between the front and rear rolls, parallel
to them. Gaps between the rolls should not be greater than half the roll radius.

Stop boards measuring about 50 x 50 mm are placed across and under the rolls so that these are kept
in position when the upper layer rolls are loaded and placed in the ‘pits’ formed by the lower layer.

According to the following picture, round-turn lashings (2) are tightened between the layers so there
is a firm layer blocking of the upper layer by the lower layer.

Loop lashings (1) with straps are tightened through the rolls of the base layer in such a way as to
realise ‘suspended’ blocking on both sides of all the rolls of the base layer.

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 Å Loop lashing
Ç Round turn

STEEL STRAPS

STEEL STRAP
A BUNDLED STRAP ROLL

Picture 69: Coils in two layers, stowed on a container platform with end walls.

• The upper layer is layer blocked with round turn Ç.

• Loop lashing of steel wire block the cargo laterally Å.

Guidance for calculating the required

number of lashings
is found in Annex 8.6 or 8.7

NOTE: Steel straps for other securing purposes are not recommended.

6.12.  Large Units and Castings

Large units and castings will usually need to be secured by the use of both chain lashing and ade-
quate blocking devices.

Å Lashing attachments

Ç Loop lashings

É Wooden base

Ñ Brace blocking forwards

Ö Brace blocking backwards

Ü Wooden lugs

á Rear struts

Picture 70: Large unit with loop lashing and blocking on a platform without sideboards

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 • The package is placed on a wooden base on the platfrom having no sideboards.
• The package is secured laterally by means of loop lashings Ç.
• The package is secured longitudinally by means of brace blocking Ñ and Ö, wooden lugs Ü as
well as rear struts á.

Guidance for calculating the required

number of lashings
is found in Annex 8.6 or 8.7

The package is placed on a wooden base (3) and secured laterally by means of loop chains lashings (2).

The package is secured longitudinally by means of blocking braces both to the front (4) and to the
rear (5).To achieve effective blocking in this case, the blocking brace must be raised by means of
wooden lugs (6) and the spacer battens are then chamfered.

A double blocking brace, as shown in the figure above, is used when two load-bearing rear and/or
front beams of a conventional flat platform body are used to absorb the forces applied to the head or
tail board. If the headboard or rear end (tailboard, rear wall, or rear door) is designed to absorb lon-
gitudinal forces evenly distributed along the entire load platform width, a triple blocking brace (with
three space battens) must be used. Note that blocking braces must be fixed laterally unless the plat-
form has sideboards and the cross battens cover the entire platform width.

For high density loads it is particularly important to consider the load distribution

Å Top-over lashing
Ç Side blocking straddles
É Base material
Ñ Brace blocking forwards
Ö Brace blocking backwards
Ü Wooden lugs
á Wedges made of wood
à Rear struts

Picture 71: Securing by straddles blocking, top-over lashings and

blocking braces on flat platforms without sideboards
• The package is placed on two-side blocking straddles Ç that together with top-over lashing Å
secures the package laterally.
• Longitudinally the cargo is secured by brace blocking (á and Ö, wooden lugs Ö and rear struts â)

Guidance for calculating the required

number of lashings
is found in Annex 8.6 or 8.7

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 The package is placed on two side blocking straddles (2) with a base (3) and end wedges (7) made of
wood and also cross battens (8) that transmit the lateral force to the edge of the platform. The base
should be about 5 mm higher than the cross batten (made of steel) to avoid steel to steel contact.
Each straddle must have adequate strength, preferably with an acceptable safety margin.

It is assumed that both the package and the platform edge can withstand high spot loadings. If this
is not the case, the number of straddles must be increased, which would give a correspondingly
lower force. When more than 2 straddles are used, all base layers must be fixed longitudinally be-
cause of the undetermined static load situation with 3 straddles or more (the cargo could rest on
some of the installed straddles only).

The package is secured longitudinally by means of blocking braces both to the front (4) and to the
rear (5), that are designed for the calculated pressure force.

Rear struts (9) with attachments to the platform, must have adequate strength.

Å Lashing
Ç Base material
É Brace blocking forwards
Ñ Vehicle wedge

Picture 72: 4-part cross lashing on a machine trailer

• The package is secured and blocked with lashings Å.

• The cargo may possibly be secured forwards with brace blocking É (alt A) alternatively with
vehicle wedge Ñ (alt B) to reduce the strain in the lashings.

The large cargo section above may only be placed directly onto the flat platform if one of the contact
surfaces is made of wood or a material with equivalent friction properties. If there is any possibility
of metal to metal contact, a walking board should be placed between the cargo and the load platform
to increase the friction.

Four lashings (1) made of chain or another appropriate lashing, are applied symmetrically, laterally
and longitudinally, between the attachments on the package and the edges of the platform.

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 In the case of heavier packages, the front should be blocked by use of a blocking brace (picture 72,
alt. A, item 3) or a vehicle wedge (picture 72 alt. B, item 4).

Guidance for calculating the required

number of lashings
is found in Annex 8.6 or 8.7

6.13.  Hanging Loads

Hanging load, carcasses for example, have to be properly secured to prevent them from swinging or
any other unacceptable movement inside the vehicle. If this movement should occur, the load and
vehicles centre of gravity will move and it is likely to affect the driving dynamics of the vehicle such
that it is unstable to the point of being uncontrollable and lead to an incident such as vehicle rollo-
ver.

If inadequately secured, hanging loads will start to swing longitudinally as a result of the vehicle ac-
celerating or decelerating and even though the vehicle may change direction, the hanging loads will
continue to swing in the same direction (as shown in Picture 73 below). This means that after the
vehicle has negotiated a 90˚ turn, the hanging load will be swinging transversally and this is obvi-
ously undesirable since this could cause the vehicle to be uncontrollable or even roll-over.

Picture 73: Swinging of hanging load during turn

Vehicles used for the carriage of carcass meat should be equipped with rails and sliding hooks. The
rails should be fitted with fixed hinge ‘stops’ at 1 to 1.5m intervals to prevent the surging or sliding
of carcasses due to the motion of the vehicle or brake application. When loading the vehicle, the
carcasses should be distributed evenly on all rails and the stops applied. If part unloading occurs, the
remaining load should be re-distributed evenly and the ‘stops’ re-applied. At all times the floor of the
vehicle should be kept clear of slip hazards such as blood and other slippery matter.

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 6.14.  Bulk Liquid Load

Liquid loads or loads which behave in the same way as liquids (grain or flour for example which are
also frequently carried within tanks), the same movement problems that apply to hanging loads are
likely to be encountered (see section 6.13). If tanks or similar transportation units are partly filled,
the load will start moving if the vehicle accelerates, decelerates or turns through a corner. This will
change the Centre of Gravity (CoG) of the load and the whole vehicle and/or launch a swinging
process (i.e. a continuous shift of the CoG) of the load. The dynamic behaviour of the vehicle will be
affected and may be unstable to the point of being uncontrollable and lead to an incident such as
vehicle rollover.

Where possible, tanks shall be nearly completely filled with liquid or empty (ADR requirements:
more than 80% or less than 20% for tanks larger than 7500 litres) to avoid the effects mentioned
above. Where necessary, additional measures shall be taken to avoid load movements encountered
with partly filled tanks, such as the use of tanks equipped with baffles.

Be aware that all bulk and liquid securing issues are not fully covered in these Guidelines.

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 7. Requirements for some specific loads

7.1. General cargo

When various types of cargo are stowed on load carriers, difficulties arise mainly because of the dif-
ferences in weight and shape of the cargo units. Differences in package strength and properties of the
goods, which means that, individually or in combination with others, they constitute hazards are
further reasons why consideration is required. Also, dangerous goods may be part of the cargo and
these will require special care.

This particular load securing domain is very wide, with numerous combinations, and is therefore
difficult to deal with in terms of quantifiable data. However, some general guidelines are given here-
after.

DISTRIBUTION OF WEIGHT
When stowing the cargo units on the load carrier, the centre of gravity must be as low as possible to
achieve the best possible stability when the vehicle brakes, accelerates or changes direction. Heavy
goods in particular should be placed as low and as close to the centre carrier’s platform as possible.
Axle loads must also be taken into consideration (see Annex 8.1).

PACKAGE STRENGTH
Cargo that has weak packaging is usually light in weight. For this reason, cargo with more fragile
packaging may generally be placed in the upper layers without creating problems of weight distribu-
tion. If this is not possible, the cargo should be separated into different load sections.

BLOCKING
By using a suitable combination of various sizes of rectangular block-type packages, you can easily
achieve satisfactory blocking against head, end and sideboards.

FILLER MATERIAL
Empty spaces that may arise resulting from the cargo units being of different shapes and sizes must
generally be filled to provide sufficient support and stability for the cargo.

PALLETISING
Pallets enable individual cargo parts and goods of a similar size and nature to be made up into cargo
units. Palletised cargo can be more easily handled mechanically which reduces the effort required to
handle and transport them. Palletised goods should be carefully secured to the pallet (see section
6.6).

7.2. Timber Loads

This section is intended to provide general guidance on the measures necessary for the safe carriage
of timber, both bulk and sawn. Timber is a ‘live’ commodity, which can lead to independent move-
ment of parts of the load if the restraint is inadequate. It is essential that timber is not loaded to a
height, or in such a way, as to result in the likelihood of either the vehicle or load becoming unsta-
ble.

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 As with any other cargo, it is important to ensure that, wherever practicable, the cargo is placed
against the headboard or similar fixed restraint. If this is not possible then all the restraint will have
to be provided by the lashings.

7.2.1. Sawn Timber

Sawn timber is usually transported in standard packages complying with ISO4472 and related stand-
ards. Be aware that any plastic covering the timber will lower the coefficient of friction and more
lashings may be required. These packages are generally strapped or wired at each end and before
loading the straps should be checked for safety. If the straps are damaged or insecure extra care must
be taken to ensure that the complete load is adequately secured to the vehicle.

Picture 74: Standardised package in accordance with ISO 4472

Standardised packages of this kind should preferably be stowed on flat platforms equipped with ei-
ther centre stanchions or sideboards and secured with top-over web lashings.

Å Top-over lashing
Ç Round turn
É Centre stanchions
Ñ Package straps
(usually steel straps)
Ö Base material
Ü Cover

Picture 75: Sawn timber in bundles on flat platform with centre stanchions

• The bundles of wood, with a rough quadratic cut section, are kept together by package straps Ñ
of steel.

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 • The bundles are stowed against centre stanchions É.
• The front cargo section is stowed against the headboard.
• In certain case a round-turn Ç is used, that holds the lower package pairs tight together.
• The cargo case is only valid for road transport

Picture 76: Sawn timber in bundles on flat platform with sideboards

Guidance for calculating the required

number of lashings
is found in Annex 8.6 or 8.7

7.2.2. Round Timber

The general principles of load distribution should be adhered to and it is important to ensure that,
whenever possible, the load is placed against the headboard or similar restraint. The use of chain or
webbing lashings is recommended and all lashings should be capable of being tightened by a toggle
or load binder. The load and lashings must be checked before passing from a forest road to public
highway and should be regularly rechecked during the journey and all lashings retightened if neces-
sary.

The transporting of timber stacked transversely (lying across the vehicle) supported by the front
headboard and the rear support (bolster) is not recommended, it is safer to transport it longitudi-
nally (lying along the length of the vehicle) in several stacks, each individually supported by upright
supports (stanchions).

Stacked Longitudinally

Each outer log or piece of timber shall be restrained by at least two upright supports (stanchions)
that should be either of sufficient strength or fitted with top chains to prevent the load spreading
them apart. Any timber that is shorter than the distance between two upright supports should be
placed in the centre of the load and all logs should preferably be laid top to tail alternately to ensure

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 an evenly balanced load. Where timber is supported by two uprights, the ends of the timber should
extend at least 300mm beyond the uprights.

The centre of either top outside timber must be no higher than the stanchion. The top middle timber
must be higher than the side timbers to ‘crown’ the load and enable it to be properly tensioned by the
lashings, as illustrated below:

Picture 77: Correct and incorrect loading of round timber

The vehicle should be fitted with a headboard in accordance with standard EN12642 and the load
should be no higher than the headboard.

Top-over lashings (1) should be tightened over each cargo section (timber pile) in the following num­
bers:

a) At least one if the cargo section consists of timber with bark still present, up to a maximum
length of 3.3 m;
b) At least two if the cargo section is longer than 3.3 m or irrespective of the length if the bark has
been removed.

The top-over lashings should be placed transversely between each cargo section’s front and rear pairs
of side stanchions. The use of a single chain stretched between the upright supports, even if well se-
cured, is not a sufficient method of restraint.

Picture 78: Example of a round timber vehicle equipped with stanchions

(This is a special purpose vehicle not complying with Directive 96/53/EC)

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 Stacked transversely

Timber stacked transversely across a flat bed vehicle cannot be adequately secured by conventional
restraining methods. Passing straps or chains from the front of the vehicle across the top of the tim-
ber to the rear with cross straps is not considered to be an acceptable load securing method. If tim-
ber is carried transversely then suitable side gates must be used and the load should not be higher
than the side gates.

Picture 79: Timber stacked transversely with side gate

7.2.3. Whole Trees

The carriage of whole trees is a very specialised field of timber haulage that is generally accomplished
using pole vehicles or vehicles where the timbers are secured to a trailing dolly at one end. Vehicles
should be fitted with bolsters and stanchions of sufficient strength to restrain the load. Chains or web
lashings are necessary for securing the load and generally a minimum of three chains or web lash-
ings should be used, one of which should bind together any overhanging tails or the middle of an
awkwardly shaped load. It should be possible to tighten the lashings using a toggle or load binder.

Picture 80: Transport of whole trees

(This is a special purpose vehicle not complying with Directive 96/53/EC)

7.3. Large containers or large and heavy packages

ISO-containers and similar load carriers with anchorage points for twist locks or similar locking
mechanisms should preferably always be transported on loading platforms with container locks.
However large containers for road transport, with or without cargo, having a total mass of less than

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 5.5 tonnes, can alternatively be secured as recommended for one single box but with additional
wooden battens in combination with top-over lashings at each end of the container (see instructions
below). If shorter than the whole container’s length, the wooden batten’s length should be at least
0.25 m per tonne of the container mass. Unlike normal box type loads that spread their mass over a
large area, containers are designed to stand on the twist lock sockets or feet protruding down at each
corner. With heavy containers this produces high loading points that could over-stress a normal
platform floor.

Large and heavy packages can be secured as recommended for boxes with top-over lashings. In or-
der to maintain the carrier stability, the package must be placed in the specified position along the
platform. The gaps between the package and the front and end boards can be filled with adequate
blocking material to achieve adequate securing.

The majority of containers in use are constructed to International standards (ISO 1496). These con-
tainers are generally fitted with special corner castings, which when used in conjunction with cor-
respondent twist locks fitted on the vehicle provide a simple and effective restraining method.

Loaded ISO containers weighing more than 5.5 tonnes should only be carried on vehicles fitted with
twist locks. Provided that all twist locks are fully engaged and locked in position, the container will
be adequately secured and no further restraint is necessary. The twist locks must be maintained in a
serviceable condition and a minimum of four should be used for each container carried.

Picture 81: Twist lock

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 Picture 82: Container on platform with twist locks

• Container of ISO-type is loaded on a flat platform without sideboards.

• The load is base blocked laterally by wooden battens Å that fill the space between the sideboards and
the load
• This method is only suitable for road transport.

Picture 83: Empty container on flat platform without twistlocks but equipped with sideboards

• Container of ISO-type is loaded on a flat platform without sideboards.

• The cargo is secured laterally with loop lashings É.
• This method is only suitable for road transport.

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 Picture 84: Empty container on platform without twistlocks or sideboards

Guidance for calculating the required

number of lashings
is found in Annex 8.6 or 8.7

7.4. Swap bodies without container locks

Swap bodies which do not have ISO type corner castings may be fitted with special attachment
brackets or lashing rings. Safe methods for securing these containers will therefore vary according
to the type being transported but the restraint system used must fulfil the cargo securing require-
ments.

Lashings or other securing devices should only be attached to points on the container intended for
this purpose or for mechanical handling when laden, such as lashing rings or special brackets. At-
tachment points on the container should be checked to ensure they are in sound condition and all
the attachment points should be used to secure the container to the vehicle platform.

7.5. Skip Containers

Skip containers, when loaded onto the carrying vehicle, must be adequately secured against move-
ment when they are subjected to the forces encountered when the vehicle is driven. The lifting arms
should be correctly positioned in their designated travelling position and the loading chains must be
properly stowed before moving the vehicle. Skips may alternatively be carried on vehicles providing
they are safely secured with adequate web or chain lashings. Problems may be encountered with skip
containers due to the driver not having any control over how the skip is filled or its contents. How-
ever, when the skip is accepted for loading the driver must assume responsibility for the safe carriage
of the skip and its contents. A sheet or net will usually be needed if there is any risk of the contents
falling or being blown from the top of the load compartment by air turbulence.

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 Å Lashing backwards
Ç Lashing forwards

Picture 85: Skip container on flat platform with lift arm

• Skip container secured laterally by the lift arm.

• This cargo case is only valid for road transport.

Skip containers can be carried on regular platform vehicles if they are safely secured with adequate
web or chain lashings.

A LTERNATIVE A:

1
A LTERNATIVE B:

A LTERNATIVE A:

A LTERNATIVE C:
1 1
A LTERNATIVE B:

Picture 86: Example of skip container on flat platform without lifting arms
A LTERNATIVE C:
1

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 7.6. Stowage of Goods in Containers

Standard ISO-containers and similar containers usually provide sufficient support for securing the
cargo in many directions. Usually only fillings with wood or air cushions are needed on the sides and
against the front. Appropriate steps should be taken to ensure that the cargo or any blocking device
will not fall out when the doors are opened.

Incorrect loading of a container may result in dangerous situations when the container is handled or
transported and could adversely affect the stability of the vehicle. In addition it may result in serious
damages to the cargo.

In many instances the driver has no control over the packing of a container nor is he able to inspect
its contents when accepting it for carriage. However, if it appears that the container has not been
safely loaded then it should not be accepted.

The following general stowage rules that are important to road safety should always be observed:
a) The cargo should not exceed the permitted payload of the container;
b) The load should be evenly distributed across the container floor area. There should never be
more than 60% of the total cargo mass located in one half of the length of the container. If this
is the case, it could lead to an axle being overloaded;
c) Heavier goods should not be stowed on top of lighter goods and, wherever possible, the centre
of gravity of the loaded container should be below the mid point of its height;
d) The cargo should be secured in the container against any forces that might reasonably be ex-
pected to occur during the journey. A tightly packed cargo is less likely to move than one that
has spaces between parts of the load.

After the packing of the container is completed, steps should if necessary be taken to ensure that the
load and dunnage will not fall out when the doors are opened. Web lashings or nets are often suitable
for this purpose; alternatively a timber or metal gate can be constructed.

Always verify that the doors are locked and that the locking mechanisms are in working order.

Top view

Steel drums, double stacked

in a block stow, and secured
20‘-Container: 80 loose steel
drums secured by tensionable
straps which are fixed to the
framework of the container

Picture 87: Loose drums double-stacked in a container, two layers of four rows

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 Combination IBCs in an ISO
freight container, double-
stacked and secured

20‘-Container:
18 combination IBCs, blocked
by horizontally inserted
timber planks, and void
spaces filled with air bags or
equivalent packing material

Picture 88: Intermediate bulk containers (IBCs) double stacked in a container

Guidance for calculating the required

number of lashings
is found in Annex 8.6 or 8.7

7.7. Loose Bulk Loads

Loose bulk loads can be described generally as those which do not readily lend themselves to any
form of packaging, e.g. sand, ballast, aggregate etc. For ease of loading they are usually carried in
open bodied vehicles. Removable open top containers (skips), normally used for transporting waste
materials, also come into this load category.

Shedding of loose bulk loads is more likely to take the form of small quantities of material falling
through gaps in the bodywork or being lifted by air turbulences from the top of the load compart-
ment.

The load compartment should be kept in good condition to minimise the risk of leakage. Special at-
tention should be given to drop sides and tailboards where damage or deformation can easily lead to
loss of part of the load through small gaps, which are created. All tailgates and drop sides must fit
correctly and shut tightly enough to prevent the spillage of any sand, shingle or other loose load be-
ing carried.

All the body to chassis attachment points and body fittings such as hinge pins and brackets, tailboard
locking mechanisms, drop side fasteners, etc. should be in serviceable condition.

The body sides should be of sufficient height not only to completely contain the cargo when it is
loaded but also to reduce the risk of parts of the load, which might have moved during the journey,
from falling or being blown over the edge.

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 The load compartment should be covered if there is a risk of part of the load falling or being blown
from the top of the vehicle. The type of cover used will depend on the nature of the load being car-
ried. Materials such as dry sand, ash, and metal turning swarf are particularly susceptible to being
blown off and should always be covered by a suitable sheet. Covering with a net can sometimes ad-
equately retain loads that consist of large items, such as scrap metal and building waste. If a net is
used the mesh size should be smaller than the smallest items being carried and the net should be
strong enough to prevent any carried article from escaping.

7.8. Panels stowed on flat platform with A-trestles

Panels of concrete, glass or wood etc. may be stowed on a flat platform using ‘A’-trestles. The trestles
will additionally need to be secured on the loading platform.

Picture 89: Panels stowed on a flat platform using ‘A’-trestles.

The front section is blocked against the front wall and the space between the cargo sections
is blocked by suitable filler material (3).

— I f the cargo is not stowed against the headboard blocking forwards in the form or filler material
É or corner straps is required.
— In certain cases blocking backwards is required through filling, brace blocking or corner straps.
— The panels are leaning against Atrestles and are lashed down with top-over lashings Å.
— If necessary, the space between the cargo sections is blocked by suitable filler material É.
— Wear protectors Ç are placed between thye straps and the cargo.

Guidance for calculating the required

number of lashings
is found in Annex 8.6 or 8.7

7.9. Engineering plant / construction equipment / mobile machinery

The following section provides guidance on the measures necessary for the safe carriage of tracked
and wheeled engineering plant by vehicles complying with Directive 96/53/EC (vehicles allowed
unrestricted circulation within the EU). It does not deal with the carriage of large machines etc. on

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 special purpose vehicles whose use on the roads is restricted by permits. However, the general advice
contained in this section will apply in many cases.

It is recommended that manufacturers of plant equipment either fit lashing points or provide a rec-
ommended lashing scheme for each of their vehicles. For engineering plant equipped with lashing
points dedicated for transport use, these points should be used and the vehicle secured according to
the manufacturer’s instructions. In the event of the manufacturers recommendations being unavail-
able, lashings or securing devices should only be attached to those parts of the engineering plant
which are of sufficient strength to withstand the stresses likely to be imposed on them.

Heavy engineering plant is normally transported on purpose built vehicles which are specifically
designed to provide easy loading and unloading facilities and are usually provided with adequate
anchorage points for attaching the lashings. Lighter engineering plant may in some circumstances
be carried on general-purpose vehicles. However, in these cases the method used to secure the load
should provide equal safety level to that obtained by using purpose built vehicles.

High loads may damage bridges etc. over roads, so when these are carried it is essential that the
driver knows the exact height of the load, and the width of the load at that height. Additionally, loads
with a high centre of gravity can seriously affect the vehicle’s stability and such items of engineering
plant should only be transported on vehicles with a low platform height.

A wheeled or tracked vehicle must be lashed down in position on the carrying vehicle, with the
parking brake applied. The effectiveness of the parking brake on its own will be limited by the fric-
tional resistance between the vehicle and the deck of the carrying vehicle, and even in normal driv-
ing conditions this will be inadequate and the vehicle will therefore require additional restraint. This
additional restraint should take the form of a lashing system and some arrangement whereby the
load is prevented from moving either forward or to the rear by a blocking device securely fixed to the
vehicle. These should butt against the wheels or tracks or some other part of the equipment car-
ried.

All moveable assemblies such as jibs, brackets, booms and cabs etc. must be left in the position rec-
ommended for transportation by the manufacturer and must be secured to prevent movement rela-
tive to the main body of the machine.

Before the machine is moved onto the trailer all loose dirt that may otherwise come off and obstruct
the highway or damage other vehicles must be removed. The ramp, the tyres of the machine and the
bed of the trailer itself should all be free from oil, grease, ice etc. so that the machinery cannot slip.

When the machine has been stowed and the engine stopped, the pressure in the hydraulic system
should be relieved by moving all of the control levers through all their positions. This operation
should be done at least twice. Controls should be set so as to prevent movement of ancillary items
during transit. Bags, tool kits, or other heavy objects should not be left loose in the operator’s cab of
the plant being carried and all items removed from the machine such as buckets, grabs, blades, shov-
els and lifting appliances should be lashed to the deck of the vehicle.

The machine should preferably be positioned on the carrying vehicle’s platform so that forward
movement is blocked by part of the main body of the vehicle, e.g. swan neck, step or headboard, or
by an attached transverse member securely attached through the platform to the vehicle’s chassis
frame. Additionally, the engineering plant and any of its detached assemblies should be arranged so
that the legal axle weight limits are not exceeded and the safe handling of the vehicle is not impaired.

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 The clearance between the undersides of low loading vehicles and the road surface should be checked
before moving off to establish whether sufficient clearance exists to prevent the vehicle grounding.

Wheeled and light tracked machines should be restrained so that the effect of bouncing caused by
road shocks transmitted from the carrying vehicle and amplified by the machine’s tyres or suspen-
sion units is minimised. Where possible the suspension unit of the machine should be locked and
vertical movement limited by lashings or other means of restraint. Otherwise the machine’s frame or
chassis should be supported on blocks. Unless the machine is supported, the full contact area of its
tracks or drums, and minimum half the tyre width should rest on the deck of the carrying vehicle. If
the tracks extend outside the frame of the carrying vehicle then the machine’s frame or chassis
should be supported.

The machine should be restrained against forward, backward and sideways movement by chain or
webbing lashings attached to anchorage points on the vehicle. All lashings should incorporate some
form of tensioning device.

In deciding the number of anchorage points to be used when arranging a restraint system, the fol-
lowing factors should be considered:

a. The need to position the machine to achieve the correct load distribution to meet the legal axle
load requirements and to ensure that the vehicle’s handling is not impaired.
b. The extent to which other load restraint features is incorporated in the design of the vehicle.
c. Whether the machine has wheels, tracks or rollers.
d. The weight of the machine to be carried.
e. A minimum of four separate anchorage points should be used.

The following guidelines apply to mobile engineering plant - vehicles fitted with hoists, working
platforms, support legs and so on.

a. High loads may endanger bridges and it is essential that the driver knows the height of the ve-
hicle and has it displayed inside the vehicle cab.
b. All moveable assemblies must be placed in the position and locked, where possible, as recom-
mended for transportation by their manufacturer.

Restraining Devices

Apart from specialised fixing devices, the selection of materials for use in tie down schemes for en-
gineering plant will be limited to chains, steel wire rope, webbing and their associated tensioning
and coupling devices.

Where a transverse (side to side) beam is used as a baulk it should be securely fixed so that all loads
imposed on it are transmitted to the carrying vehicle’s chassis frame. Where individual wheels or
drums are chocked with blocks or scotches these must be robust enough to resist crushing and be
securely attached to the vehicle’s platform where possible.

The lashings or securing devices should only be attached to those parts of the engineering plant,
which are of sufficient strength to withstand the stresses likely to be imposed on them. Where engi-
neering plant comes equipped with dedicated lashing points for use when being transported, these
points should be used and the vehicle secured as per manufacturer instructions. Care should be
taken before lashing to lifting points as these may not be suitable for restraint purposes.

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 The loaded machine should be inspected after the vehicle has been driven for a short distance in
order to check that no movement has taken place and that restraining devices are fully secure. Peri-
odic inspections should be made during the course of the journey.

Picture 90: Wheeled vehicle, cross-lashed to machine trailer

from x-marked attachment points

7.10.  Vehicles

Vehicles and trailers should only be carried on vehicles suitable for that purpose. This will include
having appropriate lashing points in terms of number, position and strength. In general the securing
arrangements should follow the same basic principles as suggested for the carriage of engineering
plant, but the following additional points should also be addressed:

• The vehicle or trailer should be carried with the parking brake engaged;
• Steering wheel lock must be active and preferably with the wheels chocked;
• Where applicable the transmission should be engaged in lowest possible gear;
• If possible the chocks should be securely attached to the carrying vehicle’s deck.

The vehicle or trailer being carried should be positioned so that its weight is fully supported by the
carrying vehicle. If necessary, spreader plates should be used to avoid high localised loadings that
may be caused by the landing legs of a semi-trailer for example.

The restraint provided by the friction between the tyres and the deck with the parking brake on will
not be sufficient to prevent movement. The vehicle or trailer being carried should be lashed to the
carrying vehicle using appropriate lashing equipment. A tensioning device should be used in each
lashing and the lashings used to restrain the fore and aft movement should be set at an angle of less
than 60° from the horizontal to obtain the maximum effect. The lashings should be tested for ade-

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 quate tension after the vehicle has travelled a few miles and again at intervals during the journey and
be re-tensioned if necessary.

Lashing should be made onto parts of the vehicles or trailer’s axles or chassis that are adequate for
the purpose. Care should be taken to avoid straining or damaging the other vehicle components
such as brake pipes, hoses, electrical cables etc., through lashing over or near them.

The carriage of laden vehicles is not recommended but if this is necessary then extra attention should be
paid to the resultant higher centre of gravity of the carried vehicle and the possible resulting loss of stabil-
ity when cornering or braking. It may also be necessary to put extra lashings onto the chassis of the vehi-
cle or trailer being carried to pull it down on its springs and hence help to avoid an unstable load.

All loose equipment on the vehicles or trailers being carried, and on the carrying vehicle, should be
securely stowed.

If more than one trailer is carried in ‘piggyback’ fashion then each trailer should be lashed to the one on
which it rests and then all those carried should be lashed to the carrying vehicle (see picture below).

Picture 91: Trailers loaded on a trailer

7.11.  Transport of cars, vans and small trailers

7.11.1.  These vehicles should preferably be secured by using a combination of both lashing and blocking.
However, these methods may not be required if the conditions specified in section 7.11.6 are completely
fulfilled. Paragraphs 7.11.1.1 to 7.11.2.5 are examples of adequate lashing and blocking methods.

7.11.1.1.  If a vehicle is being transported on a platform that is either horizontal or inclined towards
the front up to a maximum of 10° (i.e. 1/6), blocks must be used. Two blocks should be placed in front
of the front wheels, and two behind any pair of wheels. Lashings should be applied to the foremost
pair of wheels. (Figs. A and B)

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 If the total weight of the vehicle exceeds 3.500 daN, lashings should be applied to both front and rear
wheels. Blocks should also be positioned in front and behind all wheels. If trailers are being trans-
ported, the towbar should be suitably secured either at the coupling device or as near to it as possible.

7.11.1.2.  If the vehicle is being transported as described in the first paragraph of 7.11.1.1 and the
blocks cannot be positioned in front of the front wheels, the blocks may alternatively be positioned
in front of both rear wheels which must also be lashed.

7.11.1.3.  If the vehicle is to be transported on a platform that has an angle exceeding 10° towards the
front of the transporting vehicle, two blocks should be positioned in front of the foremost pair of
wheels and two behind the rear pair of wheels. Lashings should be applied to both front and rear
wheels.

7.11.1.4.  If the vehicle is being transported as described in section 7.11.1.2 and blocks cannot be
positioned in front of the foremost wheels, the blocks may alternatively be positioned in front of the
rear wheels.

7.11.1.5.  If the vehicle is being transported on a platform that has an angle exceeding 10° to the rear,
blocks must be used. The blocks should be positioned both in front and behind the foremost wheels
of the vehicle being transported. Lashings should be applied to the wheels that have been blocked.

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 7.11.2.  Blocking against movement across the transporting vehicle most be done through weIl fixed
flanges, blocks, bars or similar devices resting firmly against the wheel sides of the transported vehi-
cle up to a height of at least 5 cm.

If the transporting vehicle is specially built for transport of cars, trailers, and if the cargo platform is
fitted with grooves, limited by flanges being at least 5 cm high and permitting maximum 30 cm free
movement across the transport vehicle, the requirements in respect of blocking of the movement
across the transporting vehicle are regarded as having been met.

7.11.3.  Blocks or wedges used for preventing longitudinal movement should preferably be posi-
tioned against the transported vehicles tyre. The block wedges should preferably have a height cor-
responding to one third of the radius of the wheel being blocked and should be rigidly fixed to pre-
vent movement along the bed of the transporting vehicle. The blocking should be carried out in ac-
cordance with the illustration on the right.

7.11.4.  Wherever possible the lashing should be positioned in such a way that the vehicle is pulled
directly towards the platform floor (the lashing will be as close as possible to forming a right angle
with the carrying vehicle floor). The total lashing for one pair of wheels should be strong enough to
resist a force of 2 x Q daN directed upwards. As an alternative to applying the lashing to the wheel,
. beam(s). If the lashing can be positioned so that it cannot slide
the lashings may be attached to axle
along the axle beam and has sufficient strength, it is acceptable to use one lashing per axle.

Q = mass of the vehicle in kg.

7.11.5.  The surface of the load carrying vehicles platform should preferably have a high resistance to
help prevent slippage of the vehicle being carried.

7.11.6.  If the vehicle is enclosed on all sides (including above) by either the framework of the carry-
ing vehicle or other vehicles, it may be transported without being lashed. Even though it is consid-
ered unnecessary to lash, it should still be subject to blocking.

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 In order to qualify as an enclosed cargo platform on the sides and above for this purpose, the cargo
space must be limited by framework or similar that is so designed that the vehicle cannot reasonably
leave this space in any direction.

7.12. Carriage of Multi Size Glass Plates up to Maximum Authorised

Dimensions

Bulk deliveries of glass should normally be carried on a purpose built vehicle as described in the fol-
lowing section. However, when sheet or plate glass is carried in crates or on timber pallets, load re-
straint precautions as for general freight apply

Bodies for this type of transport normally have longitudinal nearside and offside A-frame sides in-
tegrated into the floor sub-structure providing two interior and two exterior frails. Frail faces should
have an inclination of between 3° and 5°. Loading and unloading must take place with the vehicle
placed on a firm level base. Care must be taken to ensure a balance of weights laterally and longitu-
dinally so that the vehicle travels on an even keel and legal axle weights are not exceeded.

If carried on the outside of a vehicle, it is recommended that the plate glass is covered to prevent fly-
ing fragments should the glass break during transit.

Before removing restraints note must be taken of the road camber. If an unsafe condition is likely to
occur steps must be taken to unload those frails that are safe, i.e. nearside internal and offside exter-
nal frails when the vehicle is in the forward travel position. To unload the remaining two frails the
vehicle must be turned around.

7.13.  Carriage of Small Quantities of Plate Glass, Frames etc.

This transport is usually carried out using standard panel vans converted by specialist bodybuilders
who add internal and external frails.

External fittings should be of metal rather than timber construction and fixing to the van should be
as close as possible to sides and roof framework members. Any external carrying racks should be
designed to provide protection to pedestrians in the event of a collision. All parts of the frail etc.
coming into contact with glass should have rubber or similar material facings. The side overhang
should never exceed 100 mm and the maximum authorised vehicle width must never be exceeded.

Although it is not a statutory requirement, the practice of fitting marker boards at the front and rear
of external frails is a good safety feature. These boards are detachable and are marked with diagonal
red/white stripes.

The manufacture of the frails, particularly those used on the exterior of the van, should include suit-
ably designed vertical glass securing poles with a choice of anchorage points along the frails length
to accommodate varying pieces of plate glass. It is not sufficient to rely upon lashings as the only
means of securing the glass to a rack whilst it is in transit.

7.14.  Dangerous Goods

In contrast to the transport of other cargoes, there are European legal provisions for the transport
of dangerous goods. The transport of dangerous goods by road is covered by the UNECE Euro-

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 pean Agreement Concerning the International Carriage of Dangerous Goods by Road (ADR)3, as
amended.

The European Directive 94/55/EC4 (the so-called ‘ADR framework directive’) makes the provisions
of the ADR uniformly applicable to national and international road transport within the European
Union.

The ADR oversee specific provisions for securing of dangerous goods because there can be extra
risks for safety and the environment during the transport of such goods.

The provisions for the securing of dangerous goods can be found in Part 7, –section 7.5.7 of the ADR
– Handling and stowage. The relevant paragraphs read as follows:

7.5.7.1 The various components of a load comprising dangerous goods shall be properly stowed on
the vehicle or in the container and secured by appropriate means to prevent them from being sig-
nificantly displaced in relation to each other and to the walls of the vehicle or container. The load
may be protected, for example, by the use of side wall fastening straps, sliding slat boards and adjust-
able brackets, air bags and anti-slide locking devices. The load is also sufficiently protected within
the meaning of the first sentence if each layer of the whole loading space is completely filled with
packages.

7.5.7.2 The provisions of 7.5.7.1 also apply to the loading, stowage and unloading of containers on
to and from vehicles.

7.15.  Vehicle Equipment

It should be remembered that any accessories or equipment, either permanently or temporarily car-
ried by the vehicle, are also considered to be load and as such their securing is the responsibility of
the driver. The damage that an unsecured landing leg can do if it extends whilst the vehicle is in mo-
tion is enormous as some fatal experiences have shown.

WARNING: Any landing legs, loader cranes, tailgates etc. should be stowed and locked according to
the manufacturer’s instructions prior to moving the vehicle. Any vehicle on which such a piece of
equipment cannot be locked should not be used until such time as repairs have been undertaken to
rectify the fault. Loose chains on unladen skip vehicles should also be restrained so as not to present
a hazard to other road users.

WARNING: Vehicles should never be driven, no matter how short a distance, with any equipment
extended or in an unlocked position.

Loose equipment, such as webbing, ropes, sheeting etc., should also be carried in a manner so as not
to endanger other road users. Good practice is to have a separate locker in which to safely store these
items when not being used. If, however they are kept in the driver’s cab, they must be stowed in such
a manner that they cannot interfere with any of the drivers controls.

3
In French: Accord Européen relatif au transport international de marchandises Dangereuses par Route

4
Council Directive 94/55/EC of 21 November 1994 on the approximation of the laws of the Member States with regard to
the transport of dangerous goods by road Official Journal L 319, 12/12/1994 P. 0007 - 0013

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 8. Annexes

8.1. Load distribution guidance

8.1.1. Objectives and conditions

A load distribution plan is the basis for placing load on the vehicle so that individual axles are neither
under or over loaded. For a single vehicle, the load distribution plan will only need to be drawn once
and will depend on its maximum total weight and the minimum/maximum axle loads. Recalculation
of the load distribution plan will need to be carried out if any characteristics of the vehicle are changed,
such as a body change for example. Any machinery mounted on the vehicle (vehicle mounted cranes,
forklifts) and vertical loads from trailers also need to be considered in a load distribution plan.

Trucks that are equipped with a trailer coupling device must be treated according to their usual op-
erating conditions. Vertical coupling loads may be considered as load (in cases where a trailer is not
usually drawn) or as part of the vehicle weight (if the truck is usually used with a trailer).

Necessary data for calculating the load distribution plan:

• maximum total weight;
• maximum payload;
• unladen weight;
• front axle load of unladen vehicle;
• rear axle load of unladen vehicle;
• maximum permitted front axle load;
• maximum permitted rear axle load;
• minimum front axle load;
• minimum rear axle load (% of total weight);
• wheelbase;
• distance front axle to foremost point of the headboard;
• load platform length.

Most of this data may be taken from plates fitted to the vehicle, registration documents, type ap-
proval document or determined by measuring the vehicle. However, some of the information may
only be available from the vehicle manufacturer (minimum front axle load for example).

8.1.2. Using the load distribution plan

Before the vehicle is loaded and a loading plan is developed, the weight/dimensions and the hori-
zontal location of the centre of gravity for each piece of load carried must be determined.

A virtual loading plan may then be drawn.

The horizontal location of the whole load has to be calculated, for example by calculating a torque bal-
ance around the foremost point of the load panel (or any other point of reference if more convenient).

As described hereafter, the load distribution plan will determine whether the vehicle has sufficient
capacity to carry the total weight of the load at the calculated centre of gravity.

Developing a load distribution plan.

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 To determine the maximum of cargo mass which may be loaded onto the vehicle taking into account
the position of the centre of gravity for the entire load, the following items must be considered:
• The rear axle load must exceed a certain minimum, if required by the vehicle characteristics;
• The maximum load may be found for each point of the load panel by setting up a torque bal-
ance around the front axle regarding load mass, unladen and minimum rear axle load, distance
from front axle to foremost point of load and wheelbase.
• Some Member States require that the driven axle load must represent a minimum of 15% - 25%
of the total vehicle or road train weight. It is recommended that the driven axle load is a mini-
mum of 25% of the total laden vehicle weight. (curve ‘A’);
• The maximum front axle load must not be exceeded. Calculation is done by torque balance
around rear wheel. (curve ‘B’);
• The maximum payload must not be exceeded. Taken from vehicle data. (curve ‘C’);
• The maximum rear axle load must not be exceeded. Calculation is done by torque balance
around front wheel. (curve ‘D’);
• The front axle load shall be at a recommended minimum (20% of total weight or another value
recommended by manufacturer). Calculation is done by torque balance around front wheel.
(curve ‘E’).

The maximum authorised load is the minimum of all these results.

load distribution plan - Lastverteilungsplan

16
load [metric tons]
Last in Tonnen

14

12
C
A
10
B E
8

6
D
4

0
0 1 2 3 4 5 6 7 8 9 10 11 12
position on load panel
Position auf der Ladefläche [m]

Please note that the truck in the graph is a schematic picture, the dimensions do not necessarily refer to
the dimensions used in the calculation example here after. Although load panel length in the example is
6.5 m, the diagram is drawn up to a length of 12.5 m to show the curves as further information.

A detailed calculation guideline can be found in the German VDI guideline VDI2700 Part 4 (‘Secur-
ing of loads on road vehicles, Cargo weight distribution’).

Example:
A heavy cargo with a total mass of 10 t needs to be loaded on a truck with a total capacity of 16 t. The
centre of gravity of the cargo is so far unknown and has to be calculated first. The mass and position

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 of the three parts of the cargo, intended to be loaded on the truck, are known as well as the centre of
gravity of all three parts.

The distance from the headboard to the cargoes centre of gravity is shown as Xtotal and the yellow
arrow represents the total mass of the cargo located at its centre of gravity. If the cargo is placed on
the vehicle as shown, the graph of the load distribution plan shows that the vehicle is overloaded -
although the mass of the load (10 t) is below the total capacity of the vehicle (16 t)., the maximum
front axle load is exceeded, since the yellow arrow crosses part B of the graph.

The cargo could be shifted to the rear of the vehicle, but two other problems will occur:
• The cargo overhangs the rear of the vehicle.
• The cargo can’t be correctly secured because of the gap between the headboard and the load.

If the cargo is turned around 180° these problems disappear and the load distribution is correct.

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 8.2. Friction tables

The higher the friction coefficient, the better friction forces contribute to the securing. The IMO
Guidelines is based static friction in the calculations for top-over lashing, and the standard EN12195-
1 is based only on dynamic friction. The dynamic friction is considered as 70% of the static friction.
The static and dynamic frictions between various materials are shown in the tables below.

The best option to determine the actual friction between vehicle and load is to measure it. The values
in the following table may be considered as a rule of thumb if such measurement is not possible.
These values will also be only applicable, if the load platform is in good condition, clean and dry.

8.2.1. Static friction table

FRICTION COEFFICIENT
MATERIAL COMBINATION IN THE CONTACT AREA
μStatic
SAWN TIMBER/WOODEN PALLET
Sawn timber against plywood/plyfa/wood 0.5
Sawn timber against grooved aluminium 0.4
Sawn timber against steel 0.4
Sawn timber against shrink film 0.3
SHRINK FILM
Shrink film against plyfa 0.3
Shrink film against grooved aluminium 0.3
Shrink film against steel 0.3
Shrink film against shrink film 0.3
CARDBOARD (untreated)
Cardboard against cardboard 0.5
Cardboard against wooden pallet 0.5
BIG BAG
Big bag against wooden pallet 0.4
STEEL AND SHEET METAL
Flat steel against wooden bolt 0.5
Unpainted rough sheet metal against wooden bolt 0.5
Painted rough sheet metal against wooden bolt 0.5
Unpainted rough sheet metal against unpainted rough metal sheet 0.5
Painted rough me tal sheet against painted rough metal sheet 0.3
Painted metal barrel against painted metal barrel 0.2

8.2.2. Dynamic friction table • Dynamic friction factors of some usual goods µD
Friction factor
Combination of materials in the contact surface
µD
Sawn wood
Sawn wood against wood 0,35
Sawn wood against grooved aluminium 0,3
Sawn wood against steel sheets 0,3
Sawn wood against crimped foils 0,2
Crimped foils
Crimped foils against fabric base laminate/plywood 0,3
Crimped foils against grooved aluminium 0,3

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 Crimped foils against steel sheets 0,3
Crimped foils against crimped foils 0,3
Cardboard boxes
Cardboard box against cardboard box 0,35
Cardboard box against wood pallet 0,35
Large bags
Large bags against wood pallet 0,3
Steel and metal sheets
Oiled metal sheets against oiled metal sheets 0,1
Flat steel bars against sawn wood 0,35
Unpainted rough steel sheets against sawn wood 0,35
Painted rough steel sheets against sawn wood 0,35
Unpainted rough steel sheets against unpainted rough steel sheets 0,3
Painted rough steel sheets against painted rough steel sheets 0,2
Painted steel barrel against painted steel barrel 0,15
Concrete
Wall on wall without intermediate layer (concrete/concrete) 0,5
Finished part with wooden intermediate layer on wood
0,4
(concrete/wood/wood)
Ceiling on ceiling without intermediate layer (concrete/lattice girder) 0,6
Steel frame with wooden intermediate layer (steel/wood) 0,4
Ceiling on steel frame with wooden intermediate layer (concrete/
0,45
wood/steel)
Pallets
Resin bonded plywood, smooth – Europallet (wood) 0,2
Resin bonded plywood, smooth – box pallet (steel) 0,25
Resin bonded plywood, smooth – plastic pallet (PP) 0,2
Resin bonded plywood, smooth – wooden pressboard pallets 0,15
Resin bonded plywood, sieve structure – Europallet (wood) 0,25
Resin bonded plywood, sieve structure – box pallet (steel) 0,25
Resin bonded plywood, sieve structure – plastic pallet (PP) 0,25
Resin bonded plywood, sieve structure – wooden pressboard pallets 0,2
Aluminium beams in the load-carrying platform (punched bars) –
0,25
Europallet (wood)
Aluminium beams in the load-carrying platform (punched bars) –
0,35
box pallet (steel)
Aluminium beams in the load-carrying platform (punched bars) –
0,25
plastic pallet (PP)
Aluminium beams in the load-carrying platform (punched bars) –
0,2
wooden pressboard pallets

If the friction is unknown, a simple method to determine the value is to successively increase the
inclination of the load platform until the object starts to slide.

Expressed in simple terms, the coefficient of friction states how easily a cargo unit will slide when the
load platform is tilted. The friction is proportional to the weight of the goods. The figures below illus-
trate some of the more common connections between coefficient of friction and angle of inclination. A
simple method to find which measure of friction applies is to incline a load platform with the cargo in
question and measure the angle at which the cargo starts to slide. This gives the static rest friction.

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 0 cm
L = 20
h
m
I 2 00 c
L=
h
I

when the friction coefficient µ is the cargo starts to slide at an angle of φ ° equal to the heights h (cm) (if L = 200 cm)
0.2 11.3 39
0.3 16.7 57
0.4 21.8 74
0.5 26.6 89

If the friction is known it can in a similar way be checked if the cargo securing arrangement is suf-
ficient. The load platform shall be tilted to a certain angle according to the diagram below. If the
cargo stays in position, the securing arrangement is able to withstand the relevant acceleration.

90

80

70
90
60
Angle of inclination

80
50
Forward
70 Sideways, backward
Inclination

40
60
Angle of inclination

30
50
20 Forward
Sideways, backward
Inclination

40
10
30
0
0 0,1 0,2
20 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1
-factor
J-factor
10

0
γ-factor = base divided by height0 (B/H)
0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1
-factor
J-factor
The γ-factor is the lowest value of the coefficient of friction (µ) and the ratio of breadth (B) and

height (H) and number of rows (n), , at accelerations sideways. At accelerations forward or

backward it is the lowest value of the ratio of length (L) and height (H), , and the coefficient of
friction (µ).

For securing arrangements not allowing sliding of the cargo the static coefficient of friction is used
else the dynamic friction. If the dynamic friction is unknown it is to be taken as 70% of the static
friction.

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 The efficiency of the securing arrangement of a heat exchanger
is tested for accelerations forward and sideways.

8.3. Maximum closure force per nail and allowed charge for tag washers

8.3.1. Maximum closure force per nail

Maximum closure force per nail with a diameter of 5 mm (equal to a square nail that has the edge
design of 0.85 x round nail diameter) is shown in the table on the next page. Minimum distance
between the nails is 50 mm. Insertion length in the platform bed is at least 40 mm.

Blocking force table

Round nail diameter (equivalent to square nail with edge design of 0.85 x round nail diameter) φ mm 4 5
Minimum distance between nails d, mm 50 50
Insertion length in platform bed L, mm 32 40
Blocking force per nail F, tonne 0.06 0.09

8.3.2. Allowed charge for tag washers

Tag washers for wood (mm) φ 48 φ62 φ 75 φ95 30x57 48x65 130x130
Allowed charge daN/each 500 700 900 1.200 250 350 750

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 8.4. Lashing capacity of chains

The chain shall at least conform to EN818-2:1996 or, in multi-purpose lever hoists, to EN818-7, type
T.

Only lashing chains of 6, 9 and 11 mm for timber transport (long timber or round timber) may have
a greater maximum pitch of 6xdn.

The connecting components shall conform to EN1677-1, Components for slings, grade 8.

Connecting and shortening components shall have a securing device against coming undone.

On tensioning devices operated by hand, the recoil travel of the end of the tensioning device shall
not exceed 150 mm; which means that lever-type tensioners are not to be used.

Unintended releasing of tensioning devices when under tension may not occur.

Turnbuckles and short loadbinders shall have a securing device against coming undone. Tensioning
devices with hook-shaped ends shall have a securing device against unintended loosening;

Lashing capacity of chains, EN12195-3:

Complete lashing chain with chain of nominal size Lashing capacity (LC)
in mm or Code N° of components daN
6 2 200
7 3 000
8 4 000
9 5 000
10 6 300
11 7 500
13 10 000
16 16 000
18 20 000
20 25 000
22 30 000

8.5. Lashing capacity (LC) of wire ropes

The minimum breaking force of the new, unfinished steel wire rope or flat steel wire rope shall at
least be 3 times LC, so that because of wear and tear the used lashing withstands the forces during
service. The metal parts will withstand, like web-lashing and lashing chains, twice the lashing capac-
ity.

The stranded rope shall be of 6-strand ordinary lay with fibre or steel core with a minimum of
114 wires or of 8‑strand ordinary lay with steel core with a minimum of 152 wires, as given in
EN12385‑4. Only stranded steel wire ropes of the grade 1770 shall be used, the minimum diameter
should be 8 mm.

There shall be no sharp edges, which may come into contact with the lashing steel wire ropes and flat
lashing steel wire ropes and the operator’s hands.

The recoil travel of the end of the handle of the tensioning device (for winches the crank) under ten-
sion shall not exceed 150 mm when the tensioning device is opened.

100

01_2006_3971_txt_EN.indd 100 11-07-2008 10:07:26

 Winches, turn buckles and short load binders shall be designed such, that there are no crushing or
shearing points which might lead to the hands of the operator being injured during intended use.

A residual tension of at least 0,25 LC shall be generated in the lashing steel wire rope or flat lashing
steel wire rope at a maximum force of 50 daN applied to the handle of the winch or the tensioning
device.

The winch or tensioning element shall be designed such, that it can be released at a force of less than
50 daN.

The lashing capacity of the connecting components shall be at least equivalent to that of the lashing
steel wire rope.

Ferrule secured eyes shall conform to prEN13411‑3. Spliced eyes shall conform to EN13411‑2. The
minimum length of plain rope between the tails of splices shall be 15 times the nominal rope diam-
eter.

The length of a soft eye shall be approximately 15 times the rope diameter. The width of the eye shall
be approximately half of its length.

Thimbles shall conform to EN13411‑1.

Rope size Lashing capacity LC

mm daN
8 1.120
10 1.750
12 2.500
14 3.500
16 4.500
18 5.650
20 7.000
22 8.500
24 10.000
26 12.000
28 14.000
32 18.000
36 23.000
40 28.000

Lashing capacity for lashing steel wire ropes of 6 × 19 and 6 × 36 construction
with fibre core, termination with ferrules

101

01_2006_3971_txt_EN.indd 101 11-07-2008 10:07:27

 8.6. QUICK LASHING GUIDE based on the IMO/ILO/UNECE method

8.6.1. QUICK LASHING GUIDE

C
A
B

Cargo Securing on CTUs for Transportation on Road and in Sea Area A

Accelerations to be expected
expressed in parts of the gravity acceleration (1g = 9.81 m/s2)

Sideways Forward Backward

Transport mode/ Sea area
S V F V B V
Road 0.5 1.0 1.0 1.0 0.5 1.0
A (Baltic Sea) 0.5 1.0 0.3 1 ± 0.5 0.3 1 ± 0.5

V = Vertical acceleration in combination with longitudinal or transverse acceleration

Goods; not rigid in form

If the goods aren’t rigid in form, more lashings than stipulated in this quick lashing guide could
be required.
•  All dimensions referred to as ton are equal to metric ton of 1000 kg
•  Sideways, forward and backward refers to a fore-and-aft stowed CTU.

102

01_2006_3971_txt_EN.indd 102 11-07-2008 10:07:27

 BLOCKING

Blocking means that the cargo is stowed against fixed blocking structures and fixtures on the CTU.
Clumps, wedges, dunnage, dunnage bags and other devices which are supported directly or indi-
rectly by fixed blocking structures are also blocking.

Blocking is first of all a method to prevent the cargo from sliding, but if the blocking reaches up to
or above the cargo’s centre of gravity it also prevents tipping. Blocking should be used as far as pos-
sible.
Section

Section

Row

Row

LASHING METHODS

Top-over lashing

When using the tables for top-over lashing the

angle between the lashing and the platform bed
is of great importance. The tables are valid for an
angle between 75°- 90°. If the angle is between
30°- 75° twice the number of lashings are need-
ed. If the angle is smaller than 30° another cargo
securing method should be used.

Loop lashing

A pair of loop lashings prevents the cargo from

sliding and tipping sideways. Minimum one pair
of loop lashings per section should be used.

103

01_2006_3971_txt_EN.indd 103 11-07-2008 10:07:28

 When long cargo units are secured with loop
lashings at least two pairs should be used to pre-
vent the cargo from twisting.

Straight/cross lashing

60oo 60oo
30 30 60oo 60oo
30 30

60oo 60oo TOP VIEW

The allowable areas for fixing the lashings on the
30 30 TOP VIEW
cargo unit is bounded by straight lines (one for
each side), drawn through the centre of gravity
W in an angle of 45°.

30oo 30oo
60 60 30oo 30oo
60 60
SIDE VIEW
The tables are valid forAllowed
an fixing
area for right and SID
30oo 30oo angle of 30 - 60° between
left lashings
60 60 Allowed fixing area the lashing and the plat-
for left lashings form bed. Allowed fixing area
SIDE VIEW Allowed fixing for
tpHleftAllowed
lashingsfixing
area for right and area for right
left lashings Sideways/lengthways the lashings
Allowed fixing area lashing angle should also
for left lashings 45q
be between 30 - 60°. If the
tpH Allowed fixing
Not allowed cargotpB
unit is blocked for-
area for right
fixing area ward and backward, and Not allowed
lashings
for lashings fixing area
45q the lashings are placed
for lashings
with an angle of 90° to-
Not allowed tpB
fixing area
wards the longitudinal
for lashings axle, the cargo weight in
the tables may be dou-
bled.

When the lashings are fixed above the centre of gravity, the unit may also have to be blocked in the
bottom to prevent sliding.

Spring lashing

A spring lashing is mainly used to prevent cargo from sliding and tipping forward or backward.

The angle between the lashing and the platform bed should be maximum 45°.

104

01_2006_3971_txt_EN.indd 104 11-07-2008 10:07:29

 There are a number of ways to apply a spring lashing. If the spring lashing doesn’t act at the top of
the cargo the weights in the tables for cargo weights prevented from tipping is decreased. Ex: if the
spring lashing acts at half the height of the cargo it secures half the values in the table only.

Note.
•  Alternative A is not fully effective for avoiding tipping.
•  Alternative C have two parts and secures twice the values in the tables.

SUPPORTING EDGE BEAM

In some cases less lashings are needed than the number of

sections that are to be secured. Since each unit has to be
secured, the effect of the lashings can in these cases be
spread out with supporting edge beams. The edge beams
can be manufactured profiles or be home made of deals
(minimum 25×100 mm) nailed together. At least one lash-
ing should be applied per each end section and per every
second section.

105

01_2006_3971_txt_EN.indd 105 11-07-2008 10:07:29

 FRICTION

Different material contacts have different coefficients of friction. The table below shows recom-
mended values for the coefficient of friction. The values are valid provided that both contact sur-
faces are dry, clean and free from frost, ice and snow. The values are valid for the static friction.

If the cargo starts to slide the friction is changed from static to sliding friction. Sliding friction is
lower than the static friction. When using a cargo securing method permitting the cargo to move a
little the friction to be used should be 70% of the static friction. This effect is included in the tables
for loop, spring and straight/cross lashings.

COEFFICIENT
MATERIAL COMBINATION IN THE CONTACT AREA OF FRICTION
µ-static
SAWN TIMBER/WOODEN PALLET
Sawn timber against plywood/plyfa/wood 0.5
Sawn timber against grooved aluminium 0.4
Sawn timber against steel metal 0.4
Sawn timber against shrink film 0.3
SHRINK FILM
Shrink film against plyfa 0.3
Shrink film against grooved aluminium 0.3
Shrink film against steel metal 0.3
Shrink film against shrink film 0.3
CARDBOARD (UNTREATED)
Cardboard against cardboard 0.5
Cardboard against wooden pallet 0.5
BIG BAG
Big bag against wooden pallet 0.4
STEEL AND SHEET METAL
Flat steel against sawn timber 0.5
Unpainted rough sheet metal against sawn timber 0.5
Painted rough sheet metal against sawn timber 0.5
Unpainted rough sheet metal against unpainted rough sheet metal 0.4
Painted rough sheet metal against painted rough sheet metal 0.3
Painted metal barrel against painted metal barrel 0.2

When a combination of contact surfaces is missing in the table above or if it’s coefficient of friction
can’t be verified in another way, the maximum allowed µ-static to be used is 0.31\*. µ-static used on
open CTU:s to be maximum 0.3 as the surfaces can be wet during the sea transport.

*
See also CSS annex 13 § 7.2.1 and valid road regulations

106

01_2006_3971_txt_EN.indd 106 11-07-2008 10:07:29

 LASHING EYES

The lashing eyes should have at least the same strength in MSL as the lashings. For loop lashings the
lashing eyes should at least have the strength of 1.4×MSL of the lashings if both ends of the lashings
are fixed to the same eye.

TIPPING Layer
Layer

Definition of H, B and L which are to be used in the tables for tipping for cargo units with the centre
of gravity close to its geometrical centre.

Definition of H, B and L which are to be used

in the tables for tipping for cargo units with
the centre of gravity close to its geometrical
FORWARD centre.
BACKWARD
FORWARD
BACKWARD

REQUIRED NUMBER OF LASHINGS

The required number of lashings to prevent sliding and tipping is calculated by the help of the tables
on page 7 – 11 according to the following procedure:

1. Calculate the required number of lashings to prevent sliding

2. Calculate the required number of lashings to prevent tipping
2. The largest number of the above is selected

Even if there is neither sliding nor tipping risk, it is recommended to always use at least one top-over
lashing per every 4 ton of cargo to avoid wandering for non blocked cargo.

107

01_2006_3971_txt_EN.indd 107 11-07-2008 10:07:31

 The tables
IMO MODEL COURSE 3.18 are valid forQUICK webbing LASHING with a pre tension o
GUIDE
minimum
SAFE PACKING OF CTUs 4000 N (400 kg).ROAD + SEA AREA A
The values in the tables are proportional to the lashing
WEBBINGpre tension. TOP-OVER LASHING
WEBBING TOP-OVER LASHING
The weights in the tables are valid for one top-ove
Thetables
The tables are
arevalid
valid webbing
forfor with awith
webbing pre tension of minimum
a pre tension of
lashing.4000 N (400 kg).
minimum 4000 N (400 kg).
Thevalues
The values in
in the
thetables areare
tables proportional to thetolashings’
proportional pre
the lashings’
tension.
pre tension.
The weights
The weights ininthethe
tables are valid
tables areforvalid
one top-over
for onelashing.
top-over
lashing.
P-OVER LASHING
TOP-OVER LASHING
Cargo weight in ton prevented
SLIDING
SLIDING
TOP-OVER LASHING Cargo weight from in ton sliding
Cargo weight in ton prevented from sliding
prevented µ SIDEWAYS FORWARD BACKWARD
SLIDING from sliding
P P SIDEWAYS FORWARD
SIDEWAYS FORWARD BACKWARD
0.0 0 0 0
BACKWARD 0.1 0.2 0.1 0.2
0.2 0.5 0.2 0.5
0.0 0.00.3 0 0 0 0 0 0
1.2 0.3 1.2
0.1 0.2 0.1 0.2
0.1 0.20.4 0.5
0.5 0.2
3.2
No sliding
0.2
0.5
0.8
0.1 0.5
3.2
No sliding
0.2
0.2 0.3 0.6
0.40.7
1.2
0.5
No sliding
3.2
0.31.2
0.51.8 0.2 1.2
No sliding
3.2 0.5
No sliding No sliding
0.3 0.5 1.2
No sliding 0.8 0.3
No sliding 1.2
0.6 No sliding 1.2 No sliding
0.4 0.7 3.2
No sliding 1.8 0.5
No sliding 3.2
TOP-OVER LASHING–TIPPING
0.5 in ton prevented
Cargo weight No sliding
from tipping 0.8 No sliding
H/B 1 row
0.6 4 rows
SIDEWAYS
2 rowsTOP-OVER
3 rows
No slidingH/L
LASHING
5 rows - TIPPING
FORWARD 1.2BACKWARD
per section per section
No sliding
0.6 No tipping No tipping No 0.7
tipping 6.8 No3.1sliding 0.6 1.8 No tipping
No tipping No sliding
0.8 No tippingCargo
No tippingweight
5.9 in ton
2.2 prevented
1.5 0.8from
No tipping
tipping No tipping
1.0 No tipping No tipping 2.3 1.3 1.0 1.0 No tipping No tipping
SIDEWAYS
1.2 No tipping 4.9 1.4 0.9 0.7
FORWARD
1.2 4.0
BACKWARD
No tipping
H/B 1 1.4
row No2tipping
rows 3 2.4
rows 4 1.0
rows 5 0.7
rows H/L
0.6 per
1.4 section2.0 per section
No tipping
0.6 6.8 3.1 0.6
TOP-OVER LASHING - TIPPING
No 1.6
tipping NoNo tipping
tipping No1.6
tipping 0.8 0.6 0.5 No tipping 1.3
1.6 No tipping
No tipping
0.8 No 1.8
tipping NoNo tipping
tipping 5.9
1.2 2.2
0.6 1.5
0.5 0.8
0.4 No tipping 1.0
1.8 No tipping
No tipping
1.0 No tipping
2.0 NoNo tipping
tipping 2.3
0.9 1.3
0.5 1.0
0.4 1.0
0.3 No
2.0 tipping 0.8 No tipping
No tipping
1.2 4.9 1.4 0.9 0.7 1.2 2.2 4.0

Cargo weight in ton prevented from tipping

No 2.2
tipping 7.9 0.8 0.5 0.4 0.3 0.7 8.0
No tipping
1.4 No 2.4
tipping 2.4
4.0 1.0
0.7 0.7
0.4 0.6
0.3 1.4
0.3 2.4 2.0 0.6 No 4,0
tipping
1.6 No 2.6
tipping 1.6
2.6 0.8
0.6 0.6
0.4 0.5
0.3 1.6
0.2 2.6 1.3 0.5 2.7
No tipping
1.8 No 2.8
tipping 1.2
2.0 0.6
0.5 0.5
0.3 0.4
0.2 1.8
0.2 2.8 1.0 0.4 2.0
No tipping

S 2.0 No 3.0
tipping 0.9
1.6 0.5
0.4 0.4
0.3 0.3
0.2 2.0
0.2 3.0 0.8 0.4 No 1.6
tipping FORWARD BACKWAR
2.2 7.9 0.8 0.5 0.4 0.3 2.2 0.7 8.0
ow 2 rows 3 rows 4 rows 5 rows
2.4 4.0 0.7 0.4 0.3 0.3 2.4 0.6 H/L4,0 per section per sectio
A top-over lashing preventing tipping forward and backward has to be placed centred on the car-
2.6 go.2.6 0.6 0.4 0.3 0.2 2.6 0.5 2.7
ping No tipping
2.8 2.0
No tipping0.5 0.3 6.8
0.2 0.2 2.8 3.1 0.4 0.6
No tipping
2.0
No tipping
ping 3.0
No tipping 1.6 0.45.9 0.3 2.2
0.2 0.2 3.0 1.5 0.4 0.81.6
No tipping No tipping
ping No tipping 2.3 1.3 1.0 1.0 No tipping No tipping
ping 4.9 1.4 0.9 0.7 1.2 4.0 No tipping
ping 2.4 1.0 0.7 0.6
120 / 206 1.4 2.0 No tipping
ping 1.6 0.8 0.6 0.5 1.6 1.3 No tipping
108
ping 1.2 0.6 0.5 0.4 1.8 1.0 No tipping
ping 0.9 0.5 0.4 0.3 2.0 0.8 No tipping
9 0.8
01_2006_3971_txt_EN.indd 108
0.5 0.4 0.3 2.2 0.7 8.0
11-07-2008 10:07:33
EBBING
IMO MODEL COURSE 3.18
SAFE PACKING OF CTUs
LOOP LASHING
QUICK LASHING GUIDE
ROAD + SEA AREA A
The tables are valid for webbing with a MSL of 13 kN
WEBBING
(1.3 ton) and a pre tension
WEBBING LOOP LASHING
of minimum 4000
TOP-OVER LASHING N (400 kg).

The weights in The

Thethetables are
arevalid
tables
tables forfor
below
valid webbing
arewith awith
valid
webbing MSL aofpre
for 13 kN
one (1.3 ton)
pair
tension of
of
and a
minimum pre tension
4000 N of minimum
(400 kg). 4000 N (400 kg).
loop lashings. The weights in the tables below are valid for one pair of loop
The values in the tables are proportional to the lashings’
lashings.
pre tension.
The weights in the tables are valid for one top-over
lashing.
LOOP LASHING Cargo weight in ton
LOOP LASHING
SLIDING
SLIDING
prevented fromCargo sliding
weight in ton prevented from sliding
TOP-OVER LASHING Cargo weight in ton prevented
P SIDEWAYS
µ SIDEWAYS
SLIDING from sliding
0.0 2.6
The values in
0.0 2.63.3
P0.1 SIDEWAYS FORWARD
The values in theBACKWARD
the table are
table are proportional
0.2 4.2 to the lashings’ maximum securing load
0.1 0.0
0.3
3.30 5.5
0 (MSL). 0
proportional to
0.2 0.10.4 0.27.7
4.2 0.1 0.2
0.20.5 0.5 0.2the lashings’
0.5
0.3 0.3 5.5
No sliding
1.2 0.3maximum 1.2
0.4 0.4 7.7
3.2 0.5securing 3.2
load
0.5 0.5 No sliding
No sliding 0.8(MSL).No sliding
LOOP LASHING–TIPPING
0.6 No sliding 1.2 No sliding
Cargo weight in ton prevented No
from tipping
0.7 sliding 1.8 No sliding
SIDEWAYS
H/B 1 row 2 rows 3 rows 4 rows 5 rows
0.6 No tipping No tipping No tipping 13,4 6.6
0.8 No tipping TOP-OVER
No tipping 10,2 LASHING
4.4 3.3 - TIPPING
1.0 No tipping No tipping 4.1 2.6 2.2
Cargo weight in ton prevented from tipping
LOOP
1.2
1.4
No tipping
No tipping LASHING
7.1
3.5
2.5
1.8 - TIPPING
1.9
1.4
1.6
1.3
The values in the table are
SIDEWAYS
1.6 No tipping 2.3 1.4 1.2 1.1 FORWARD BACKWARD
pro­portional to the
H/B Cargo
1 1.8
row No weight
2tipping
rows rows in
3 1.7 ton prevented
4 1.2
rows 5 1.0
rows H/L
0.9 from
per tipping
section
lashings’ pre per section
tension.
0.6 No 2.0
tipping NoNo tipping
tipping No1.4
tipping 6.8
1.0 3.1
0.8 0.6
0.8 No tipping No tipping
0.8 No 2.2
tipping No8,0
tipping 5.9
1.1 2.2
0.8 1.5
0.7 0.8
0.7 No tipping No tipping

SIDEWAYS
1.0 No 2.4
tipping No4.0
tipping 2.3
1.0 1.3
0.7 1.0
0.7 1.0
0.6 No tipping No tipping
1.2 No 2.6
tipping 4.9
2.6 1.4
0.8 0.9
0.7 0.7
0.6 1.2
0.6 4.0 No tipping
2 rows
1.4 No 2.83 rows
tipping 2.4
2.0 40.71.0
rows 0.7
0.6 5 rows 0.6
0.5 1.4
0.5 2.0 No tipping

ng No tipping No tipping
1.6 No 3.0
tipping 1.6
1.6 0.713,4
0.8 0.6
0.5 6.60.5
0.5 1.6
0.5 1.3 No tipping
1.8
ng No tipping 10,2 1.2 0.6 0.5 0.4 1.8 1.0
No tipping
4.4 3.3
No tipping
2.0 No tipping 0.9 0.5 0.4 0.3 2.0 0.8 No tipping
ng No tipping
2.2 7.9 4.1 0.8 0.52.6 0.4 2.20.3 2.2 0.7 8.0
ng 7.12.4 4.0 2.5 0.7 0.41.9 0.3 1.60.3 2.4 0.6 4,0
ng 3.52.6 2.6 1.8 0.6 0.41.4 0.3 1.30.2 2.6 0.5 2.7
2.8 2.0 0.5 0.3 0.2 0.2 2.8 0.4 2.0
ng 2.33.0 1.6 1.4 0.4 0.31.2 0.2 1.10.2 3.0 0.4 1.6
ng 1.7 1.2 1.0 0.9 The values
ng 1.4 1.0 0.8 0.8 in the table
1.1 0.8 0.7 0.7 are pro-
1.0 0.7 0.7 0.6
120 / 206 portional to
0.8 0.7 0.6 0.6 the lashings’
0.7 0.6 0.5 0.5 pre tension. 109
0.7 0.5 0.5 0.5

01_2006_3971_txt_EN.indd 109 11-07-2008 10:07:34

 LASHING
IMO MODEL COURSE valid for webbing
3.18are
The tables QUICKwith
LASHING
a MSLGUIDE
of 13 kN
SAFE PACKING OF CTUs ROAD + SEA AREA A
(1.3 ton) and a pre tension of minimum 4000 N (400
kg). The values in the tables are proportional to the
WEBBING
lashings’ maximum
WEBBING
securing loadLASHING
TOP-OVER (MSL).
STRAIGHT/CROSS LASHING
The tables are valid for webbing with a MSL of 13 kN (1.3 ton)
The tables are valid for webbing with a pre tension of
All weights
and are validNoffor
a pre 4000
minimum tension one
kg). straight/cross
minimum
(400 4000 N (400 kg). Thelashing.
values in
the values
The tables are
inproportional to theproportional
the tables are lashings’ maximum securing
to the lashings’
load (MSL).
pre tension.
All weights
The weightsareinvalid
thefor one straight/cross
tables are valid lashing.
for one top-over
STRAIGHT/ Cargo weight in ton prevented from sliding lashing.

CROSS LASHING
STRAIGHT/ SIDEWAYS
CROSS LASHING P
TOP-OVER LASHING per
Cargo weight in FORWARD
Cargo
side weight in ton prevented
BACKWARD
ton prevented from sliding

SLIDING
SLIDING
SLIDING 0.0 0.6 from sliding 0.3 0.6
µ SIDEWAYS
per side
FORWARD BACKWARD

0.0 0.6 0.3 0.6

0.1 P0.1 0.9
SIDEWAYS
0.9
FORWARD
0.4
0.4
BACKWARD
0.9 0.9
0.00.2 01.3 00.5 0 1.3
0.2 0.10.3 1.3 0.21.9 0.5
0.10.7 0.21.9 1.3
0.3 0.20.4 1.9 0.52.9 0.7
0.20.9 0.52.9 1.9
0.30.5 1.2sliding 0.31.1 No1.2
0.4 2.9 0.9 2.9
No sliding or 4,9
0.40.6 3.2sliding
No 0.51.4 3.2
No sliding
0.5 No sliding 0.8 No No
slidingsliding or
0.5 No sliding
0.6 1.1
1.2
0.7
No sliding
No sliding 1.8
4,9
No sliding
No sliding
0.6prevented from
No sliding
STRAIGHT/CROSS LASHING–TIPPING
Cargo weight in ton tipping 1.4 No sliding
H/B SIDEWAYS
H/L FORWARD BACKWARD
0.6
per side
No tipping
TOP-OVER
0.6 No tipping
LASHING
No tipping
- TIPPING
0.8
1.0
Cargo
No tipping
No tipping
weight
0.8
1.0
in ton
No tipping
No tipping
prevented
No tipping
No tipping
from tipping
SIDEWAYS
1.2 No tipping 1.2 3.6 No tipping FORWARD BACKWARD
H/B 1.4
STRAIGHT/CROSS
No tipping
1 row 2 rows 3 rows 4 rows 5 rows
1.6 No tipping
1.4
1.6 LASHING
H/L per section per -section
2.0
1.4 TIPPING
No tipping
No tipping
0.6 6.8 3.1 0.6
Cargo
5.9 weight in ton
0.8 prevented from tipping
No tipping No tipping No tipping No tipping No tipping
1.8 No tipping 1.8 1.1 23
0.8 No tipping
2.0
No tipping
No tipping
2.2 1.5
2.0 1.0 10
No tipping No tipping
1.0 No tipping
2.2
No tipping
10
2.32.2 1.3 0.8 1.0 1.0
6.6
No tipping No tipping
1.2 4.9 1.42.4 0.9 0.8 0.7 1.2 4.0
SIDEWAYS
No tipping No tipping
2.4 5.6 5.1
1.4 No tipping
2.6 H/L 2.4
4.0 FORWARD
1.02.6 0.7 0.7 0.6 1.4
4.0 BACKWARD 2.0 No tipping

per side1.6 No tipping

2.8 1.6
3.1 0.82.8 0.6 0.7 0.5 1.6
3.1 1.3 No tipping
1.8 No tipping
3.0 1.2
2.6 0.63.0 0.5 0.6 0.4 1.8
2.6 1.0 No tipping
No tipping
2.0 No tipping 0.60.9 0.5 No tipping
0.4 0.3 2.0 No tipping
0.8 No tipping

No tipping
2.2 7.9 0.80.8 0.5 No tipping
0.4 0.3 2.2 No tipping
0.7 8.0
2.4 4.0 0.7 0.4 0.3 0.3 2.4 0.6 4,0
No tipping
2.6 2.6 1.00.6 0.4 No tipping
0.3 0.2 2.6 No tipping
0.5 2.7
No tipping
2.8 2.0 1.20.5 0.3 3.6
0.2 0.2 2.8 No tipping
0.4 2.0
3.0 1.6 0.4 0.3 0.2 0.2 3.0 0.4 1.6
No tipping 1.4 2.0 No tipping
No tipping 1.6 1.4 No tipping
No tipping 1.8 1.1 23
No tipping 2.0 1.0120 / 206 10
10 2.2 0.8 6.6
5.6 110
2.4 0.8 5.1
4.0 2.6 0.7 4.0
3.1
01_2006_3971_txt_EN.indd 110
2.8 0.7 3.1 11-07-2008 10:07:35
EL COURSE 3.18 QUICK LASHING GUIDE
KING OF CTUs ROAD + SEA AREA A
IMO MODEL COURSE 3.18 QUICK LASHING GUIDE
SAFE PACKING OF CTUs ROAD + SEA AREA A

BING WEBBING SPRINGTOP-OVER

LASHINGLASHING
WEBBING SPRING LASHING
Thewebbing
The tables are valid for
The tables are
tables with
arevalid a webbing
forfor
valid MSLwith
webbing of awith
13
MSLa kN
ofpre
13 tension
kN (1.3 ton)
of
(1.3 ton) and a pre tension
and a pre of minimum
tension of
minimum 4000 N (400 kg).minimum 4000
4000 N N (400
(400 kg). The values in
kg). The values in the the tables
The tables are
values proportional
inare to theproportional
proportional
the tables are lashings’
to maximum
the securing
to the lashings’
load (MSL).
pre tension.
lashings’ maximum securing load (MSL).
The weights
The weights ininthethe
tables are valid
tables areforvalid
one spring
for onelashing.
top-over
The weights in the lashing.
tables are valid for one spring
lashing.

TOP-OVER LASHING
SPRING LASHING Cargo weight in ton prevented
Cargo weight in ton prevented from sliding
SLIDINGSLIDING from
RING LASHING Cargo weight
µ insliding
FORWARD ton
BACKWARD
P 0.0 SIDEWAYS FORWARD 3.7 BACKWARD
SLIDING prevented0.0from
0.1
sliding
0 2.1 0 4.6
1.8
0
P FORWARD
0.10.2 0.2BACKWARD
2.4 0.1 5.9 0.2
0.3 0.2
2.8 0.5
7.8 0.2 0.5
0.0 0.31.8
0.4 1.2 3.3 3.70.3 10,9 1.2
0.1 0.42.1
0.5 3.2 3.9 4.60.5 No sliding 3.2
0.2 0.52.4
0.6 No sliding4.6
5.90.8 No slidingNo sliding
0.6
7.81.2
0.7 No sliding5.5 No sliding No sliding
0.3 2.8 No sliding
0.7 1.8 No sliding
0.4 3.3 10,9
SPRING LASHING–TIPPING
0.5 from tipping
Cargo weight in ton prevented 3.9 No sliding
H/L FORWARD 0.6
TOP-OVER
H/L BACKWARD4.6LASHINGNo sliding
- TIPPING
0.6 No tipping 0.70.6 5.5
No tipping No sliding
0.8 Cargo 0.8weight
No tipping in ton prevented from tipping
No tipping
1.0 No tipping 1.0 No tipping
SIDEWAYS
1.2 22,6 1.2 No tipping FORWARD BACKWARD
H/B 1 1.4
row 2 rows
13,1 3 rows
1.4 4 rows 5 rows
No tipping H/L per section per section
0.6 No 1.6
tipping 10,0
No tipping 1.6
No tipping6.8 No tipping
3.1 0.6 No tipping No tipping

SPRING LASHING - TIPPING

No 1.8 8.4 1.8 No tipping
0.8 tipping No tipping 5.9 2.2 1.5 0.8 No tipping No tipping
1.0 No 2.0
tipping 7.5
No tipping 2.32.0 No tipping
1.3 1.0 1.0 No tipping No tipping
1.2 Cargo
2.2
2.4
weight
6.9
4.9 in ton prevented from
No tipping
6.4
4.0 tipping
1.42.2
2.4
0.9 82,9 0.7
45,2
1.2 No tipping
1.4 No tipping 2.4 1.0 0.7 0.6 1.4 2.0 No tipping
RWARD 1.6 H/L
2.6
No tipping
6.1
1.6 0.8 BACKWARD
2.6
0.6
32,6
0.5 1.6 1.3 No tipping
2.8 5.8 2.8 26,3
o tipping 1.8 No tipping 0.61.2
3.0 5.6
0.6
3.0
No
0.5tipping
22,6
0.4 1.8 1.0 No tipping

o tipping 2.0 No tipping

0.80.9 0.5 0.4tipping
No 0.3 2.0 0.8 No tipping
2.2 7.9 0.8 0.5 0.4 0.3 2.2 0.7 8.0
o tipping 2.4 4.0
1.00.7 0.4
No
0.3
tipping 0.3 2.4 0.6 4,0
22,6 2.6 2.6 1.20.6 0.4 No
0.3tipping 0.2 2.6 0.5 2.7
13,1 2.8 2.0 1.40.5 0.3 No tipping
0.2 0.2 2.8 0.4 2.0
10,0 3.0 1.6 1.60.4 0.3 0.2tipping
No 0.2 3.0 0.4 1.6
8.4 1.8 No tipping
7.5 2.0 No tipping
6.9 2.2 82,9
6.4 2.4 45,2
120 / 206

6.1 2.6 32,6

5.8 2.8 26,3 111

5.6 3.0 22,6

01_2006_3971_txt_EN.indd 111 11-07-2008 10:07:36

 IMO MODEL COURSE 3.18 QUICK LASHING GUIDE
SAFE PACKING OF CTUs ROAD + SEA AREA A

TABLES TO BE USED IN COMBINATION WITH TABLE

FOR TOP-OVER LASHING
TABLES TO BE USED IN COMBINATION WITH TABLE FOR TOP-OVER LASHING

TAG
TAGWASHER
WASHER
Approx.Approx.
cargocargo
weight
weightin
in ton prevented
ton prevented from sliding
from sliding
by one
by one tagtag washerinincombination
washer combination with
withtop-over lashing
top-over only only
lashing
SIDEWAYS/BACKWARD
Friction\**
Friction \** SIDEWAYS/BACKWARD
∅ 48 ∅ 62 ∅ 75 ∅ 95 30×57 48×65 130×130
‡ 48 ‡ 62 ‡ 75 ‡ 95 30u57 48u65 130u130
Open CTU – Road
Open CTU – Road 0.40 0.55 0.75 1.0 0.40 0.55 1.2
(µ = 0.2) 0.40 0.55 0.75 1.0 0.40 0.55 1.2
Open CTU –(P
Sea= 0.2)
Open CTU – Sea 0.60 0.85 1.1 1.5 0.60 0.85 1.8
(µ = 0.3)
0.60 0.85 1.1 1.5 0.60 0.85 1.8
(P = 0.3)
Covered CTU
1.2 1.7 2.2 3.0 1.2 1.7 3.7
(µ = 0.4)
Covered CTU
1.2 1.7 2.2 3.0 1.2 1.7 3.7
(P = 0.4) FORWARD
Open CTU – Road
(µ = 0.2) FORWARD
0.10 0.20 0.25 0.35 0.10 0.20 0.45
Open CTU – Road
Open CTU – Sea 0.10
0.15 0.20
0.25 0.25
0.30 0.35
0.40 0.10
0.15 0.20
0.25 0.45
0.50
(µ = 0.3) (P = 0.2)
Open
Covered CTUCTU – Sea
0.15
0.20 0.25
0.30 0.30
0.35 0.40
0.50 0.15
0.20 0.25
0.30 0.50
0.60
(µ = 0.4)
(P = 0.3)
\** Covered
Between tag CTU
washer and platform bed/cargo. For tag washers in shrink film the rows for friction 0.3 to be used.
0.20 0.30 0.35 0.50 0.20 0.30 0.60
(P = 0.4)
4” – NAIL
\**
Between tag Approximate
washer and cargo weightbed/cargo.
platform in ton prevented For tagfrom sliding in shrink film
washers
by one nail in combination with top-over lashing only
the rows for friction 0.3 to be used.
SIDEWAYS FORWARD BACKWARD
Friction\*** per side, 4”- nail 4”- nail 4”- nail
blank galvanised blank galvanised blank galvanised
Open CTU – Road, µ = 0.2 4” - NAIL
0.350.10 0.50
0.20 0.35 0.50

Approximate0.55
Open CTU – Sea, µ = 0.3
cargo weight
0.80
in
0.15
ton prevented
0.20
from sliding
0.55 0.80
Covered CTU, µ = 0.4 by one1.1 1.6
nail in combination0.15 0.25 lashing
with top-over 1.1 only 1.6
Covered CTU, µ = 0.5 No slid. No sliding 0.20 0.30 2.3 3.2
Covered CTU, µ\***
= 0.6 No slid. SIDEWAYS
No sliding 0.25 FORWARD
0.40 BACKWARD
No slid. No sliding
Friction per
Covered CTU, µ = 0.7 No slid. Noside,
sliding 4”- nail
0.35 4”-
0.50nail No slid. 4”-sliding
No nail
blank galvanised blank galvanised blank galvanised
\*** Between cargo and platform bed.
Open CTU – Road, P = 0.2 0.35 0.50 0.10 0.20 0.35 0.50
Open CTU – Sea, P = 0.3 0.55 0.80 0.15 0.20 0.55 0.80
Covered CTU, P = 0.4 1.1 1.6 0.15 0.25 1.1 1.6
Covered CTU, P = 0.5 No slid. No sliding 0.20 0.30 2.3 3.2
Covered CTU, P = 0.6 No slid. No sliding 0.25 0.40 No slid. No sliding

Covered CTU, P = 0.7 No slid. No sliding 0.35 0.50 No slid. No sliding

\***
Between cargo and platform bed.

126 / 206

112

01_2006_3971_txt_EN.indd 112 11-07-2008 10:07:37

 IMO MODEL COURSE 3.18 QUICK LASHING GUIDE
SAFE PACKING OF CTUs ROAD + SEA AREA A

Methods to be used when calculating the number of

required top-over lashings for cargo stowed in more than
one layer
Methods to be used when calculating the number of required
top-over lashings for cargo stowed in more than one layer
Method 1 (simple)
Method 1 (simple) 1. Determine the number of lashings to
1. Determine the number of lashings to prevent sliding
prevent sliding using the weight of the
using the weight of the entire section and the lowest
entire section
friction andlayers.
of any of the the lowest friction of any
of the layers.
2. Determine the number of lashings to prevent tip-
2. ping.
Determine the number of lashings to
prevent
3. The largesttipping.
number of lashings in step 1 and 2 are to
3. The largest number of lashings in step 1
be used.
and 2 are to be used.

Method 22(advanced)
Method (advanced)
1. Determine the number of lashings to prevent sliding using the weight of the entire section and
1. the
Determine
friction forthe
the number of lashings to prevent sliding using the weight of the
bottom layer.
entire section
2. Determine and the
the number of friction
lashings toforprevent
the bottom layer.the weight of the section’s upper
sliding using
2. layer
Determine the number
and the friction betweenofthelashings
layers. to prevent sliding using the weight of the
3. Determine
section’s the number
upper layerof lashings
and thefor the entire
friction section which
between is required to prevent tipping.
the layers.
4. 3. The largest number of lashings in step 1 to 3 are to be used.
Determine the number of lashings for the entire section which is required to
prevent tipping.
8.6.2. Example how to use the IMO Quick Lashing Guide for Road/Sea Area A
4. The largest number of lashings in step 1 to 3 are to be used.
To know exactly how much a lashing can bear and secure often requires a number of rather complex
calculations. To make that work simpler these calculations are done and presented in tables in the
IMO Quick Lashing Guides.

The normal procedure is to start with top-over lashings. To calculate the number of lashings re-
quired to prevent sliding and/or tipping, the following steps are made:
1. Find out the actual coefficient of friction
2. Calculate the required number of lashings to prevent sliding sideways, forward and back-
wards.
3. Calculate H/B, Number of rows and H/L
4. Calculate the required number of lashings to prevent tipping sideways, forward and back-
wards.
5. The largest number of top-over lashings above is selected

If the number of top-over lashings becomes unpractical some other securing method should be
considered in combination or as a substitute to the top-over lashing like:
− Blocking if it is possible to arrange. At least forward bottom blocking normally reduces the
number of lashings considerable.
− Loop lashing is an alternative lashing method in sideways direction.
− Spring lashing is an alternative lashing method lengthways.

Note – Even if there is neither sliding nor tipping risk, it is recommended to always use at least one
top-over lashing per every 4 ton of cargo 127 / 206 wandering for non blocked cargo!
to avoid

113

01_2006_3971_txt_EN.indd 113 11-07-2008 10:07:37

 IMO MODEL COURSE 3.18 QUICK LASHING GUIDE
SAFE PACKING OF CTUs ROAD + SEA AREA A
Example
11–MODEL
IMO
Example – SingleCOURSE
Wooden3.18
Single Wooden Box
Box QUICK LASHING GUIDE
SAFE PACKING OF CTUs ROAD + SEA AREA A
Top-over lashings are to be used to secure a
Top-over lashings are 1to–beSingle used toWooden secure a Box
wooden Example
box with dimensions–height 2.4
wooden box with dimensions - height3.18
IMO MODEL COURSE 2.4 m, QUICK LASHING GUIDE
m, breadth SAFE2 m PACKING
and lengthOF 1.8CTUs m. The ROAD + SEA AREA A
breadthIMO mMODEL
2 Top-over
and length COURSE
lashings 1.8are m.to 3.18
Thebeisusedwooden to secure a
QUICK LASHING GUIDE
wooden
SAFE box weighs
PACKING 2.1 tons
OF and
CTUs it placed ROAD + SEA AREA A
box weighs 2.1
Example tons and it is placed on a Box
on a woodenwooden platform1as–shown
box with SingleinWooden
dimensions the pic- 2.4
- height m,
wooden platform
Example as
breadth 12 –mSingleshown
and lengthin the
Wooden picture.
1.8 m. Box It
The wooden
ture.blocked
is not It is not inblocked in any
any lashings
direction direction
and the and
boxTop-over
weighs 2.1 tons areandto beit iscentre
used placed
to secure ona a
the centre
of gravity ofthe
wooden
wooden
is at gravity
box
platform
box’s ismidpoint.
withat
as the
dimensions
shown box’s in- mid-
height
the 2.4
picture. m,It
Top-over lashings are to be used to secure a
point.
wooden breadth
is not
boxblocked 2 m and length
in any direction
with dimensions 1.8
- height 2.4m. The
andm, wooden
the centre
The number
breadthof box
of
gravity
2m weighs
top-over at 2.1
andislengththe tons
lashings
box’s
1.8 and
m. is itestimated
midpoint.
The is placed on a
wooden
wooden platform asitshown in theonpicture. It
by The number
usebox
of the
weighs of top-over
IMO 2.1Quick
tons andlashings
Lashing is Guide
is placedestimat- for
a
ed by useThe is not blocked
number
ofplatform
the of in any
top-over direction
lashings andis the centre
estimated
wooden
Road/Sea Area ofuseA. IMO
gravity
as Quick
shown Lashing
is at the box’s
in the picture.
midpoint.
GuideIt
is notbyblocked
for Road/Sea Area A. of inthe
any IMO Quick
direction and Lashing
the centre Guide for
Road/Sea
of gravity Area
Theis number
at the ofA.
box’s midpoint.
top-over lashings is estimated
The number of top-over lashings isLashing
by use of the IMO Quick Guide for
estimated
First the Road/Sea
by number
use of theofIMO Area
lashingsA.
Quick to prevent
Lashing Guidesliding
for must be calculated:
FirstRoad/Sea
theFirst Area
number A. lashings
the number
of of lashings slidingsliding
to prevent
to prevent must bemust be calculated:
calculated:
Step
Step 1. 1. First the number of lashings to prevent sliding must be calculated:
First Step
According
According theto
to1.the
number thetabletable tothe
the coefficient
of lashings of must be calculated:
prevent sliding
coefficient According
friction (µ)offorfriction to
a1.wooden the
(µ)boxfor table
on a woodenthe
Step
platformcoefficient
wooden box on ofa tofriction
isAccording
µ=0.5. wooden (µ) for a
the table the
Step wooden
1. box on a wooden
platform is µ=0.5.
Accordingcoefficient
to the of friction
table the (µ) for a
platform
wooden is µ=0.5.
box (µ) on fora awooden
coefficient of friction
platform is µ=0.5.
Step 2.wooden Step box 2. on a wooden
StepTable
In the 2. In for
platform is
Step
µ=0.5.
the Sliding
Table
2. foryou can you
Sliding see that
can seewhenthatthe
whenfriction is µ=0.5
the friction therethere
is µ=0.5 is noisrisk thatthat
no risk thethe
boxbox
willInstart sliding
the Table
willIn for sideways.
start
the Sliding
sliding
Table you
for Thecanfigure
sideways.
Sliding seeThe
you canfor
that forward
when
figure
see that the
for isthe
forward
when that
friction one
is
friction single
isthat
µ=0.5
isone
µ=0.5 lashing
there
single
there is prevents
islashing
no risk
no that 0.8
the
prevents
risk that the tons
box
0.8
box will
tons
Step 2.
(800 kilos)
start to
Insliding
the(800 slide.
sideways.
will
Table kilos)
start Similar
Theyou
to slide.
sliding
for Sliding for backwards
figure
Similar
sideways.
can for
seefor
Theforward is for
backwards
figure
that when 8.0
the tons.
is that oneis
is 8.0
forward
friction issingle
tons.
that
µ=0.5 lashing
one single
there prevents
lashing
is no 0.8
thetons
prevents
risk that 0.8(800
box tons kilos)
to slide. (800
Similar
will start kilos)
sliding to slide.
forsideways.
backwards Similar for
Theisfigure backwards
8.0 tons. is 8.0 tons.
for forward is that one single lashing prevents 0.8 tons
The box(800 The
weighs
kilos) box weighs
2.1
to slide. tons2.1
Similar tons which
which
for backwards is 8.0 tons.
The boxgives
weighs
Thethe 2.1
box tons
weighs
following which
2.1
required gives
tons the
which
number
gives the following
gives required
the following number
required
following
The of
of lashings:
required
boxlashings:
weighs number
2.1 tonsof which number
lashings:
of lashings:
gives the following required number
Forward Forward
Forwardsliding
sliding
Forward sliding
of lashings: sliding
2.1/0.8 =
Forward2.63 → 3
2.1/0.8lashings
=
sliding
2.1/0.8 2.63
2.63oo33lashings
2.1/0.8 = 2.63 o 3=lashings lashings

Backwards Backwards
2.1/0.8 = 2.63 o 3sliding
sliding
Backwards lashings
sliding
Backwards sliding
Backwards
2.1/8.0 → 1sliding
= 0.262.1/8.0lashing
= =0.26
2.1/8.0 0.26oo11lashing
lashing
2.1/8.0 = 0.26 o 1 lashing
2.1/8.0 = 0.26 o 1 lashing
Now
Now thethenumber
numberofoflashings preventtipping
lashings to prevent tippinghas
hastoto
bebe
calculated:
calculated:
Now
Now the
the
Now number
number
the of of
number oflashings
lashings toto
lashings toprevent
prevent tipping
preventtipping
tipping has
has
has to calculated:
to
to be be calculated:
be calculated:
Step 3. StepStep
3. 3.
With the height H=2.4 m, breadth B=2 m and length
With
Step theWith
Step
3.With the H=2.4
3.height
L=1.8
height m,
mH=2.4
H=2.4 m, breadth
breadth B=2 mB=2 m and length
gives: m, breadth B=2 m and length
and theL=1.8
length height
L=1.8 m gives:
m gives:
With the height H=2.4 m, breadth B=2 m and length
L=1.8 m gives: H/B = 2.4/2 = 1.2
L=1.8H/B
m gives: H/B = 2.4/2 = 1.2
= 2.4/2 = 1.2
H/B H/L = 2.4/1.8
= 2.4/2 1.2 = 1.33 0 1.4
H/L =H/B
2.4/1.8 H/L
== 1.33= 2.4/1.8 = 1.33 0 1.4
= 2.4/2
H/L =M 1.2=1.4
2.4/1.8
Number 1.33 0 1.4
of rows: 1
Number of rows:Number
1 of rows: 1
H/L Number
= 2.4/1.8 = 1.33
of rows: 1 0 1.4

Number of rows: 1 129 / 206

129 / 206 129 / 206

129 / 206
114

01_2006_3971_txt_EN.indd 114 11-07-2008 10:07:52

 Step 4.
In the table for tipping you can then find that for H/B = 1.2 there is no risk of tipping
sideways for one row of cargo, for H/L = 1.4 there is equally no risk of tipping backwards,
while on the other hand there is a risk of tipping forwards and that each lashing secures 4 tons
of cargo.
IMO MODEL COURSE 3.18 IMO MODEL COURSE 3.18
QUICK LASHING GUIDE QUICK LASHI
The box weighs
SAFE 2.1 tons which
PACKING OF CTUs SAFE PACKING OF CTUs
ROAD + SEA AREA A ROAD + SE
gives:
Step 4. Forward
Step 4.tipping Step 4.
In the table2.1
for tipping
In/2.0
the =tableyou
1.05 for
can then
o 2tipping
find that for H/B
In the= 1.2
tablethere
for is no risk
tipping youofcan
tipping
then sideways
lashingsyou can then find that for H/B = 1.2 there is no risk of tipping
find that for H/B = 1.2 there is no r
one row of cargo, for for
sideways H/Lone= row
1.4 there is equally
of cargo, for H/Lno sideways
riskthere
= 1.4 for one
of tipping row of cargo,
backwards,
is equally for
no risk ofwhile H/L = the
1.4 other
there is equally no risk of tippi
tippingonbackwards,
while on the other hand there is a risk of tipping forwards and that each lashing
hand there iswhile
a riskonofthe other hand
tipping there and
forwards is a risk
thatofeach
tipping forwards
lashing and that
secures each
4 tons oflashing
cargo. secures 4 tons
of cargo. of cargo.
The box weighs 2.1 tons which gives:
The box weighs 2.1 tons which The box weighs 2.1 tons which
Forward tipping
gives: gives:
2.1 /2.0 = 1.05 → 2 lashings
Forward tipping Forward tipping
2.1 /2.0 = 1.05 o 2 lashings 2.1 /2.0 = 1.05 o 2 lashings

Step 5.
The number of lashings required to pre-
vent forward sliding is the largest number
of lashings calculated in steps 1 to 4.
Step 5.
.
Therefore three top-over lashings are
The number of lashings required to prevent
required to secure
forward slidingthe box
is the in the
largest exam-
number of
ple above.
lashings calculated in steps 1 to 4.

Therefore three top-over lashings are

required to secure the box in the example
above.
Step 5. Step 5.
If, on the .
If, other
on . thehand,
other the boxthe
hand, was forward
box was forward
blockedblocked
withThea pallet The number of lashings required to prevent
a for
ofexample, there isthere
1 5 number
with lashings
pallet required
for example, to prevent
is
no risknoofriskforward
forward sliding
sliding
of forward isany
slidingtheany
largest
more, number
and
more, and twoof forward sliding is the largest number of
lashings calculated lashings calculated in steps 1 to 4.
singlelashing
two single lashingwould
would be be in steps 1 to
required
required totoprevent
4.
preventforward
forward tipping or backward
tipping or backward sliding.
slid-
Therefore three top-over lashings Therefore are three top-over lashings are
ing. required to secure the box in the example required to secure the box in the example
above. above.

If, on the other hand, the box was forward If, on the other hand, the box was forward
5
5
blocked with a pallet for example, there blocked
is with a pallet for example, there is
no risk of forward sliding any more, and twono risk of forward sliding any more, and two
single lashing would be required to prevent single lashing would be required to prevent
forward tipping or backward sliding. forward tipping or backward sliding.
5
Strength of the blocking device – see Appendix A
130 / 206

5
5 Strength of the blocking device – see Appendix A
Strength of the blocking device – see Appendix A
130 / 206
130 / 206

* Strength of the blocking device – see Appendix A

115

01_2006_3971_txt_EN.indd 115 11-07-2008 10:08:19

IMO MODEL COURSE 3.18 QUICK LASHING GUIDE
SAFE PACKING OF CTUs ROAD + SEA AREA A
Example 2 –IMO
ExampleFull loadload
2 MODEL
– Full of Wooden
COURSE 3.18 Boxes
of Wooden Boxes QUICK LASHING GUIDE
SAFE PACKING OF CTUs ROAD + SEA AREA A
Eight woodenEight boxes IMOare
wooden MODEL
boxes loaded COURSE
are loadedon on 3.18
a asemi-
semi- QUICK LASHING GUIDE
Example
SAFE
2 – Full
PACKING OF
loadCTUs
of Wooden Boxes ROAD + SEA AREA A
trailer withtrailer with a platform
a platform of grooved of grooved
aluminum. alumi-
num.box Each wooden box
Each wooden has the dimension
Example
Eight wooden – has
2boxesFull the
are loaddimen-on a semi-
- loaded
height
of Wooden Boxes
sion–height 2.0 m, breadth
2.0 m, breadth 2.0 m, length 1.6 m andaluminum.
trailer with a platform 2.0
of m, length
grooved
1.6 m andEachweight
Eightwooden3 050
wooden boxkg.
hasThe
boxes theboxes
are are
dimension
loaded on a- semi-
height
weight 3 050 kg. The
2.0
boxes
m,
are
breadth
stowed
2.0 m,
in one
length 1.6 m and
stowed in one row flush to each other and
trailer with a platform of grooved aluminum.
row flush forward
to eachweight
other
Each 3 and
wooden
050 forward
kg.box
Thehas the
boxes
blocked1 against the headboard21
blocked
dimension
are stowed- height
in one
against the headboard
row
as shown in
2.0flush toaseach
m, breadth
the picture. shown
2.0
otherm,and in forward
length the1.6 m and
blocked
weight 3 050 kg. The boxes
1 are stowed in one
picture. against the headboard as shown in the
row flush to each other and forward blocked
picture.
The required number
against the of top-over
headboard 1 lashings
as shown in the
The required number
is estimated of
by
picture. top-over
use of the lashings
IMO
The required number of top-over islashings is
Quick
estimated by use of the
Lashing estimated
Guide IMO
forby
The required useQuick
Road/Sea
number
Area
of the Lashing
of IMO
A. Quick
top-over Lashing
lashings is
Guide for Road/Sea Area
Guide A.
for Road/Sea
estimated by use ofArea A. Quick Lashing
the IMO
First the number ofRoad/Sea
Guide for lashingsArea
to prevent
A. sliding must be calculated:
First the number of lashings to prevent sliding must be calculated:
First the number of lashings to prevent sliding must be calculated:
First the number of lashings to prevent sliding must be calculated:
Step 1. Step 1.
Step 1. According to the
Step 1. table
According to the thecoefficient
table the of
According
coefficient of to the
friction table
(µ) forthea
Accordingfriction
to (µ)the table
for a wooden
coefficientbox
theon a(µ)grooved
box
of friction for a
wooden on a grooved
coefficientaluminum platform box
of friction
wooden (µ)
aluminum
is µ=0.4.
for a a grooved
platformonis µ=0.4.
wooden box on a grooved
aluminum platform is µ=0.4.
aluminum platform is µ=0.4.
Step 2. Step
Step2.2.
In
In the Table thefor
In theTable
Tablefor
SlidingforSliding
you canyou
Sliding you can
seecan
thatsee thatwhen
when
see that when
the thethe
friction friction is µ=0.4
is µ=0.4
friction is µ=0.4 one one
onesingle single
single lashing
lashing
lashing prevents
prevents
prevents 3.2
3.2
tons of cargo tons of cargo
fromofsliding
3.2 tons from sliding
sideways
cargo from sideways
slidingand and
backwards.
sideways backwards. Similar
SimilarSimilar
and backwards. for forward for forward is
is 0.5istons
for forward 0.5 tons
butbut
0.5 tons inbutcase
in this in
Step 2. the wooden this case
this casethe
boxes wooden
the
arewooden
blockedboxes
boxes are blocked
are blockedininforward
forward direction
direction andand
thusthus no lashings
no lashings are needed
are needed to to
11 in forward direction and thus no lashings are needed to prevent
In the Table for Sliding
prevent
prevent
forward sliding . 1you
forwardcan
forward see
sliding
slidingthat
. when the friction is µ=0.4 one single lashing prevents
3.2 tons of cargo from sliding
Eachwooden
wooden
sideways
box weighs
weighs
andtons
3.05
backwards. Similar for forward is 0.5 tons but in
Each Each
wooden box box
weighs 3.05 3.05
tons tons
which
this case the wooden boxes
which givesare
theblocked
following in forward direction and thus no lashings are needed to
required
gives thewhich gives
following the following
required
1 of lashings: required
number of
prevent forward sliding
number .
number of lashings:
lashings:
Sideways sliding
Sideways sliding
Each wooden box weighs
Sideways sliding 3.05
3.05/3.2 tons
= 0.95 o 1 lashing
which gives 3.05/3.2
the following = 0.95
requiredo 1 lashing
3.05/3.2 0.95 → 1 lashing
= Backwards sliding
number of lashings:
Backwards sliding
Backwards sliding
3.05/3.2 = 0.95 o 1 lashing
3.05/3.2 = 0.95 o 1 lashing
Sideways
IMO MODELsliding
3.05/3.2 =COURSE 3.18
0.95 → 1 lashing QUICK LASHING GUIDE
SAFE PACKING OF CTUs ROAD + SEA AREA A
3.05/3.2 = 0.95 o 1 lashing
Now the number of lashings to prevent
Now the number of lashings to prevent tipping has to
Backwards tipping has to be calculated:
be calculated: sliding
Step
3.05/3.2 = 3.
0.95 o 1 lashing
Step 3. The height H=2.0 m, breadth B=2.0 m and
The height H=2.0 m, breadth B=2.0 m and length L=
length L= 1.6 m gives:
1.6 m gives:
1
Strength of the blocking device – see Appendix A
H/B = 2.0/2.0 = 1.0
H/B = 2.0/1.6of==the
2.0/2.0
H/L =1 Strength 1.0 M 1.4
1.25 132 / 206
H
blocking device – see Appendix A
Number of rows:
H/L = 2.0/1.6 1 0 1.4
= 1.25 L
132 / 206
Number of rows: 1
* Strength of the blocking device – see Appendix A B

116
Step 4.
In the table for tipping you can then find that for H/B = 1.0 there is no risk of tipping
sideways for one row of cargo. With H/L = 1.4 there is also no risk of tipping backwards,
1
Strength
while of onthetheblocking device
other hand – see
there is Appendix
a risk of Atipping forwards and each lashing secures 2 tons of
cargo according to the table. But once again the wooden boxes are forward blocked and no
01_2006_3971_txt_EN.indd 116 11-07-2008 10:08:22
 The height
1.6H=2.0 m, breadth B=2.0 m and length L=
m gives:
1.6 m gives:
H/B = 2.0/2.0 = 1.0 H
H/B = 2.0/2.0 = 1.0 H
H/L = 2.0/1.6 = 1.25 0 1.4 L
H/L = 2.0/1.6 = 1.25 0 1.4 L
Number of rows: 1 B
Number of rows: 1 B
Step 4.
Step 4.
In the table for tipping you can then find that for H/B = 1.0 there is no risk of tipping sideways for
Step 4. In the table for tipping you can then find that for H/B = 1.0 there is no risk of tipping
one row of cargo. With H/L = 1.4 there is also no risk of tipping backwards, while on the other hand
In the table for tipping
sideways for oneyou rowcan then find
of cargo. Withthat
H/Lfor= H/B = 1.0isthere
1.4 there also nois no
riskrisk of tipping
of tipping backwards,
there is a risk of tipping forwards and each lashing secures 2 tons of cargo according
sidewayswhile
for one rowother
on the of cargo.
hand With
there H/L = 1.4
is a risk of there
tipping is forwards
also no risk
and of tipping
each lashing secures table.
to the
backwards, 2 tonsBut
of
while ononce
the again
cargoother the
hand
accordingwooden
there boxes
to theis areofforward
a risk
table. once blocked
Buttipping forwards
again andand
the no each
lashing
wooden to prevent
lashing
boxes forward
aresecures
forward tipping
2 blocked
tons of andis re-
no
quired41.
cargo according
lashing totoprevent
the table. But once
forward tippingagain 1
the wooden
is required . boxes are forward blocked and no
lashing to prevent forward tipping is required1.
Consequently, there is no
Consequently,
need of thereanyis lashing
no to
need ofConsequently,
any tipping.
prevent theretois no
lashing
prevent need of any lashing to
tipping.
prevent tipping.

Step 5.
Step 5.
Step 5. The number of lashings required to prevent
The number of lashings re-
The number of lashings
sideways (and required
backwards) to prevent
sliding is the
quired to prevent sideways (and
sidewayslargest
(and number
backwards) sliding
of lashings is the in steps
calculated
backwards) sliding is the largest
largest number
1 to 4. of lashings calculated in steps
number of lashings calculated
1 to 4.
in steps 1 to 4.
Therefore one top-over lashing per cargo
Therefore one top-over
section
Therefore is one lashing
required
top-over per cargo
to lash-
secure the wooden
section ing
is required
boxes the to
perincargo secure above,
example
section isthere-wooden
i.e. 8 lashings
boxes inquired
inthe example
total. above, i.e.
to secure the wooden 8 lashings
in total.boxes in the example above, i.
e. 8 lashings in total.

1
Strength of the blocking device – see Appendix A
1
Strength of the blocking device – see Appendix A 133 / 206
133 / 206

117

01_2006_3971_txt_EN.indd 117 11-07-2008 10:08:24

 IMO MODEL COURSE 3.18 QUICK LASHING GUIDE
IMOSAFE
MODELPACKING
Example 3 – FullOF
COURSE CTUs
3.18
load of Steel Crates QUICKROAD + SEA
LASHING AREA A
GUIDE
SAFE PACKING
Example 3 –OF CTUs
Full load of Steel Crates ROAD + SEA AREA A
Steel crates are loaded on a semi-trailer in 11
Example
Steel
3 – are
cargocrates Full
sections load
inloaded
3 rows andof
on
Steel– in
Crates
a 3semi-trailer
layers to-
in 11
tal 99 steel
cargo crates.
sections inEach
3 rowscargoand
section has the
3 layers – in
Steel crates are loaded on2.4a semi-trailer in2.411
total 99 steel crates. Each cargo sectionm,has
dimension–height m, breadth
cargo length
sections 1.2 in
m 3and rows and2 3tons.
weight layers
Total– cargo
in
the dimension - height 2.4 m, breadth 2.4 m,
total 99 steel
weight is crates.
22 tons. Each cargo section has
length 1.2 m and weight 2 tons. Total cargo
the dimension - height 2.4 m, breadth 2.4 m,
weight is 22 tons.
lengthThe1.2crates
m andinweight 2 tons.
the second and Total cargoare
third layer
weightblocked
is 22 tons.to in
thethelayer below.andThethird
cargo sec-are
The crates second layer
tions are sideways
blocked to the layer bottombelow.
blocked,Theforward
cargo
The crates
blocked in against
the second the and third layer
headboard51 and are
back-
sections are sideways bottom blocked,
blockedwardtoagainst
the layer
the rear below.
doorsthe Theempty
with cargo1
forward blocked against headboardpal- and Steel crates
sections are
lets as shown sideways
in thethe bottom
picture. blocked,
backward against rear doors with1 empty Steel crates
forward blocked against the headboard and
pallets as shown in the picture.
backward against the
The required numberrear of
doors withlashings
top-over empty is
palletsThe
as shown
estimated
required byinuse
theof
numberpicture.
theofIMO Quick lashings
top-over Lashing is Blocking
H
Guide for Road/Sea Area A.
estimated by use of the IMO Quick Lashing
The required number of top-over lashings is Blocking
Guide for Road/Sea Area A. H Side bottom
estimated by use of the IMO Quick Lashing blocking
Guide for Road/Sea Area A. Side bottom
blocking
B
Step 1-2 to calculate the number of lashings to prevent sliding is unnecessary to do since the
B
crates aretoprevented from slidingofby blocking.
Step 1-2 to calculate the number of lashings to prevent sliding isisunnecessary
Step 1-2 calculate the number lashings to prevent sliding unnecessaryto
to do
do since
since the
the crates
crates are
areprevented
preventedfrom
fromsliding
slidingbyby
blocking.
blocking.
The number of lashings to prevent tipping has to be
calculated:
The number
The number of lashings
of lashings to prevent tipping
to prevent tipping
has to be
calculated:
has to be calculated:
Step 3.
The height H=2.4 m, breadth B=2.4 m and length H
Step 3.Step 3.
L=1.2m gives: H
The height H=2.4 m, breadth B=2.4 m and length
The height
L=1.2m gives: H=2.4 m, breadth B=2.4 m and
lengthH/B = 2.4/2.4
L=1.2m gives: = 1.0
H/B =H/L = 2.4/1.2
2.4/2.4 = 1.0 = 2.0
H/B = 2.4/2.4 = 1.0 B L
H/L H/L=Number
2.4/1.2
= 2.4/1.2 of rows:
2.0 3
= =2.0
Number of rows: 3 B L
Number of rows: 3
Step 4.
In the table for tipping you can then find that for H/B = 1.0 there is a risk of tipping sideways
Step 4.Step 4.
for three rows of cargo and that each lashing secures 2.3 tons of cargo. With H/L = 2,0 there
In the Intable
the for
tabletipping you can
for tipping then
youand find that
canbackward
then for
thatH/B
findand = 1.0 there
for H/B is a is
risk of tipping sideways
is risk of tipping forward that each =lashing
1.0 there a risk
secures 0.8oftons
tipping sideways8.0
respectively for
for three
threerows
rows of ofcargo
cargo and
and that
thateach
each lashing
lashing secures
secures 2.3
2.3 tons
tons of
of cargo.
cargo. With
With H/LH/L= =
2,02,0 there
there is risk of
tons of cargo according to the table.
is risktipping
of tipping forward and backward and that each lashing secures 0.8 tons respectively
forward and backward and that each lashing secures 0.8 tons respectively 8.0 tons of cargo 8.0
tons of cargothe
Since
according according
crates
to to the
are
the table. table.blocked over the centre of gravity there is no risk of forward
forward
1
tipping .
Since Since
the crates are forward blocked over the centre of gravity there is no risk of forward
the crates are forward blocked over the centre of gravity there is no risk of forward tipping1.
1
tipping .

* Strength of the blocking device – see Appendix A

1
Strength of the blocking device – see Appendix A
1
118
Strength of the blocking device – see Appendix A 134 / 206

134 / 206

01_2006_3971_txt_EN.indd 118 11-07-2008 10:08:34

 IMO MODEL COURSE 3.18 QUICK LASHING GUIDE
IMO MODEL COURSE 3.18 QUICK LASHING GUIDE
SAFE PACKING OF CTUs ROAD + SEA AREA A
SAFE PACKING OF CTUs ROAD + SEA AREA A
Each cargo
Each section
cargo weighs
section weighs
Each cargo section weighs
2.0 2.0
tonstons
that that
givesgives
the the fol-
2.0 tons that gives the
following
lowing required
requirednumber
numberof
following required number ofof
lashings:
lashings:
lashings:
Sideways tipping
Sideways tipping
Sideways tipping
2.0/2.3
2.0/2.3 == 0.87
2.0/2.3 0.87→
0.87 o111lashing
o lashing
lashing
Backwards tipping
Backwards tipping
Backwards tipping
0.25 → 11lashing
2.0/8.0 = 0.25
2.0/8.0 o 1 lashing
2.0/8.0 = 0.25 o lashing

Step
Step5. 5.
TheStep
The 5. of
number
number of lashings
lashings required
required to to prevent
prevent
The
sideways number
sideways (and of lashings
(and backwards) required to
tipping is
backwards) tipping ispre-the
the
vent
largest sideways
number of (and backwards)
lashings tipping
calculated
largest number of lashings calculated in steps in is
steps
11to 4.
tothe
4. largest number of lashings calculated
in steps 1 to 4.
Therefore
Therefore one one top-over
top-over lashing per cargo cargo
Therefore
section one
section isis required top-over lashing
required to secure the steelper car-
steel
go section
crates
crates in
in the is required
the example
example to secure
above,thei.e.steel11
i.e. 11
crates
lashings
lashings in in the
in total.example
total. above, i.e. 11 lash-
ings in total.

135 / 206
135 / 206 119

01_2006_3971_txt_EN.indd 119 11-07-2008 10:08:38

 IMO MODEL COURSE 3.18 QUICK LASHING GUIDE
IMOSAFE
MODEL COURSE
PACKING OF3.18
CTUs QUICKROAD
LASHING GUIDE
+ SEA AREA A
SAFE PACKING OF CTUs ROAD + SEA AREA A
Example 4 – Heat Exchanger
IMO MODEL COURSE 3.18 QUICK LASHING GUIDE
Example
SAFE4PACKING
– Heat Exchanger
OF CTUs ROAD + SEA AREA A
Example 4 – Heat Exchanger
AAheatheatexchanger
exchangerinina areinforced
reinforcedwooden woodenbox box
A heat exchanger
with
withmetalExample
metal in
feet a
feet and reinforced
and 4corners
–corners
Heat wooden
is is box
Exchanger
loaded
loaded on aonlorry
a
with lorry
metal afeet
with with aand
platform corners
platform
of wood. iswood.
of The loaded
box Thehason adimen-
box
the has
lorry the
with aAplatform
dimension
sion–height heat 2.0 m,of breadth
- height
exchanger wood.
2.0 The
in a m, boxlength
0.9breadth
m,
reinforced has0.92.1
woodenm,mbox
the dimension
length 2.1- m
and weights
with height
2and
metaltons. 2.0The
feet m,
weights breadth
box’s
and 2 tons.
centre
corners 0.9
The m,box’son
ofloaded
is gravity is a
lengthcentre
2.1 m of and
gravity
lorry
off centre weights
at with 2 tons.
ais platform
the distances off centre
h×b×l The
of atwood. box’s
the distances
The box has
– 1.35×0.45×1.05
centrehuofbugravity
m. l –the isu0.45
off centre
dimension
1.35 at the
- height
u1.05 m. 2.0distances
m, breadth 0.9 m,
hubulThe– 1.35 length
boxu0.45 isu2.1
1.05 m m.
bottom and blocked
weights 2 in tons.forward
The box’s
The direction
box
The box centre
is bybottom
is of
bottomgravity
a nailed is
blocked
blocked off
wooden centre
ininbatten at
forward
forward the distances
asdirection
shown
direction bul wooden
haunailed
abynailed
inbythe picture. – 1.35
woodenu0.45
batten1.05as m.
ubatten as shown
shown in the pic-
in the picture.
ture. The box is bottom blocked in forward
The direction by a nailed wooden batten as shown
Therequired
required
in the
number of
number
picture.
oftop-over
top-overlashings
lashings is estimated
is estimated byofuse
by use the of
IMOtheQuick
IMO Lashing
Quick Lashing
Guide for
The required
Guide fornumber
Road/Sea of top-over
Area A. lashings is estimated by use of the IMO Quick Lashing
Road/Sea Area A.
Guide for Road/Sea Area A.
The required number of top-over lashings is estimated by use of the IMO Quick Lashing
First
Firstthe
the number
number
Guide of
oflashings
lashings
for Road/Sea Area prevent sliding
to A.
prevent slidingmust
mustbe
becalculated:
calculated:
First the number of lashings to prevent sliding must be calculated:
Step
Step1.1.
First the number of lashings to prevent sliding must be calculated:
Step The
1. material combination steel on wooden
The material combination steel on wooden
The platform
material combination
is not found steel
founddirect
direct onin wooden
the
Step
platform is 1.
not in the tabletable
of of
platform is The
friction. not found direct in the table
steel of
friction. But in this example the coefficient of
But in this example the coefficient
material combination on wooden
friction. Butplatform
friction in(µ)
thisforexample the coefficient
is not found a direct of table of
in platform
the
of friction (µ) for steel
steel onona woodwood
platform
friction
µ=0.4(µ)canforbesteel
friction. But on
used. a wood
in this exampleplatform
the coefficient of
µ=0.4 µ=0.4 can be used.
can befriction
used. (µ) for steel on a wood platform
µ=0.4 can be used.
Step 2.
Step In
2. the Table for Sliding you can see that when the friction is µ=0.4 one single lashing prevents
Step 2. Step 2.
In the3.2
Table for
of Sliding you sliding
can seesideways
that whenand thebackwards.
friction is µ=0.4 one forsingle lashing
is 0.5prevents
In tons
theIn Table
the
cargo
Table
from
for Sliding
for you can
Sliding youseecan
that when
see that the friction
when the
Similar
is µ=0.4
friction is one
µ=0.4
forward
single
one lashing
single
tons but3.2
prevents
lashing
the
prevents
3.2 tons
box ofiscargo
blocked frominsliding
forward sideways
direction and backwards.
and therefore Similar
no lashingfor forward
is needed is to
0.5prevent
tons butsliding
the in
tons of3.2cargo
tons from sliding
of cargo fromsideways and backwards.
sliding sideways Similar for
and backwards. forward
Similar for isforward
0.5 tonsis but
0.5 the
tonsbox
but isthe
box isforward
blocked in forward
direction. direction and therefore no lashing is needed to prevent sliding in
blocked boxin is blocked
forward in forward
direction direction no
and therefore andlashing
therefore no lashing
is needed is needed
to prevent slidingtoinprevent
forwardsliding
direc- in
forward direction.
The heat
tion. exchanger
forward weighs
direction. 2 tons
The heat exchanger
which gives theweighs
The exchanger
heat following
exchanger 2 tons
number
weighs 2 tons
The
whichofgives heat
the following weighs
number 2 tons which
required lashings:
which gives the following number
gives the
of required lashings: following number of required
of required lashings:
lashings:
Sideways sliding
Sideways sliding
Sideways
Sideways sliding sliding
2.0/3.2 = 0.63 o 1 lashing
2.0/3.2
2.0/3.2= =0.63 o→11=lashing
2.0/3.2
0.63 0.63 o 1 lashing
lashing
Backward sliding
Backward
Backward sliding sliding
Backward
sliding
2.0/3.2
2.0/3.2 = 0.63
= 0.63 → 1o 1 lashing
lashing
2.0/3.2
2.0/3.2 = 0.63 o 1=lashing
0.63 o 1 lashing
Nowthe
Now thenumber
numberof of lashings
lashings to prevent tipping
to prevent tippinghas
hastotobebecalculated:
calculated:
Now the number of lashings to prevent tipping
Now the number of lashings to prevent tipping has to be has to be calculated:
calculated:

136 / 136
206 / 206
120 136 / 206

01_2006_3971_txt_EN.indd 120 11-07-2008 10:08:40

 IMO MODEL COURSE 3.18 QUICK LASHING GUIDE
IMO MODEL
SAFE PACKING COURSE 3.18
OF CTUs ROADQUICK+ SEALASHING
AREA A GUIDE
SAFE PACKING OF CTUs ROAD + SEA AREA A
IMO MODEL COURSE 3.18 QUICK LASHING
B GUIDE
Step 3. Step 3. SAFE PACKING OF CTUs L ROAD + SEA AREA
L B A
The centre Step
The 3. isofoffgravity
centre
of gravity centre isandofftherefore
centre and
the distances
hubul are Theusedcentre
therefore
to theof distances
gravitythe
calculate ish×b×l
off
ratiocentre
are and
H/Bused therefore
andto H/L. Thethe distances B
hu bu l
calculateare Step
the used 3. H/B
ratio to calculate
and H/L.
height h=1.35m, breadth b=0.45 m and length L=1.05mthe
The ratio
height H/B and H/L. The L
height
h=1.35m,
The centre of gravity is off centre and therefore the distances
h=1.35m,
breadth breadth
b=0.45 mb=0.45 m and length L=1.05m
and length
h
gives: H
hubul are used to calculate the ratio H/B and H/L. The h
gives:
L=1.05m
H/B = h/bgives:
=1.35/0.45 = 3.0
height h=1.35m, breadth b=0.45 m and length L=1.05m H
H/B = h/b =1.35/0.45 = 3.0 h
H/LH/B
= h/l gives:
= 1.35/1.05 = 1.28
= h/b =1.35/0.45 = 3.0 0 1.4. H
= h/l H/B = h/b =1.35/0.45 = 3.0 l
H/L
Number of= h/lH/L
= 1.35/1.05
rows: 1
= 1.35/1.05 = 1.28 0
= 1.28 M 1.4. 1.4.
l
NumberNumber H/L
of rows: 1of = h/l1= 1.35/1.05 = 1.28 0 1.4.
rows:
b
Step 4.
b l
Step 4. Number of rows: 1 b
In the tableStep 4.
for tipping you can then find that for H/B = 3.0 there is a risk of tipping sideways
Inof
for one rowIn thecargo
the tableStep
table for
for tipping
and 4.
tipping you
youcan
each lashing canthen
thenfind
secures 1.6that
find thatfor
tons ofH/B
for H/B= =
cargo. 3.0
3.0
Withthere is ais=risk
there
H/L a1.4 ofthere
risk tipping
of tipping
is nosideways
sideways for
oneone
for
risk of tipping row rowofIn
backwards,cargo
of and each
thecargo
table
while for
and lashing
on tipping
each
the secures
you
lashing
other hand 1.6 tons
can secures
then
therefind ofrisk
cargo.
athat
is 1.6 With
forofH/B
tons of H/L
= 3.0
cargo.
tipping = 1.4isH/L
there
With
forwards there
risk=iseach
a and ofnotipping
1.4 risk
thereofsideways
istip-
no
ping
risk backwards,
of for
tipping onewhile
row
backwards,on
of the
cargoother
whileand
lashing secures 2 tons of cargo according to the table. hand
oneach
thethere
other is
lashing a risk
secures
hand of tipping
there1.6istons
a forwards
of
risk cargo.
of and
With
tipping eachH/L lashing
forwards = 1.4secures
there
and each is no
risk of
2 tons ofsecures
lashing cargo 2tipping
tons ofbackwards,
according to while on
the table.
cargo according tothe
theother
table.hand there is a risk of tipping forwards and each
lashing secures 2 tons of cargo according to the table.
The heat exchanger
The heat weighs
exchanger 2 weighs 2 tons which
tons whichThegivesheat
the exchanger
gives the following weighs
number2weighs
The heat exchanger of required
2
tons
following number which gives
lashings:of required the
tons which gives the
lashings: following numberfollowingofnumber
required of required
Sideways tipping
lashings: lashings:
Sideways tipping
2.0/1.6 = 1.25 → 2 lashing
Sideways tippingtipping
Sideways
2.0/1.6 = 1.25 o 2 lashing
Forward
2.0/1.6tipping
2.0/1.6
= 1.25 o =2 1.25 o 2 lashing
lashing
Forward2.0/2.0tipping = 1.0 → 1 lashing
ForwardForward tippingtipping
2.0/2.0 = 1.0 o 1 lashing
2.0/2.0 = 1.0 2.0/2.0
o 1=lashing
1.0 o 1 lashing

Step 5.
Step 5. The number Step 5.
of lashings required to prevent side-
The number Step
of 5.
lashings
The required
number oftolashings
prevent
ways tipping is the largest number ofrequired
lashingstocal-
prevent
The number of
sideways tipping is sideways lashings
the largest required
number
tipping is to prevent
oflargest
the number of
culated in steps 1 to 4.
sidewaysinlashings
lashings calculated tipping is 4.the largest
steps 1 calculated
to in stepsnumber
1 to 4. of
lashings
Thereforecalculated
two top-overin steps 1 to 4.
lashings are required to
Therefore secure
two the Thereforelashings
top-over two top-over lashings are
heat exchanger in theare wooden box in
required toTherefore
secure required
thetwoheat to secure the
top-over
exchanger inheat exchanger
lashings are in
the example above.
the wooden box in the example above.
the wooden required
box in theto example
secure the heat exchanger in
above.
the wooden box in the example above.

Number of nails
Number of nails
Number
Number of ofOne
nails
nails
condition for the securing arrangements above is that the wooden batten is fastened with
One condition for theenough
securing arrangements
nails. With the IMOabove is that
Quick the wooden
Lashing Guide forbatten is fastened
Road/Sea Area Awith
an approximated
One
One condition for the securing arrangements above is that the wooden batten is fastened with
enough nails. condition
With the for
IMO
number the
of securing
Quick
nails arrangements
Lashing
can be Guide
calculated. forabove is
Road/Sea that the
Area wooden
A an batten is
approximatedfastened with
enough
number of nails
enough nails.
cannails. Withthethe
be calculated.
With IMOIMO Quick
Quick Lashing
Lashing GuideGuide for Road/Sea
for Road/Sea Area
Area A an A an approximated
approximated number of
number
nails canofbenails can be calculated.
calculated.

137 / 206

137 / 206 121

137 / 206

01_2006_3971_txt_EN.indd 121 11-07-2008 10:08:43

 IMO MODEL COURSE 3.18 QUICK LASHING GUIDE
SAFE PACKING OF CTUs ROAD + SEA AREA A
The vehicle is a covered CTU with the co-
Theefficient
vehicleofis friction
a coveredµ=0.4
CTUbetween
with thethe
heat exchanger
coefficient and the
of friction platform.
µ=0.4 betweenIf the
nails are galvanised the approximated
the heat exchanger and the platform. If
thecargonails
weightare prevented from sliding
galvanised the by
approximated cargo weight preventedton
one nail is according to the table 0.25
in forward
from sliding direction.
by one nail is according
to the table 0.25 ton in forward
direction.
The
The weightofofthe
weight theheat
heatexchanger
exchangerisis22tons
tonsand
andititcan
canbe
bereduced
reducedby by 11 ton
ton which
which the
the two
two top-
top-over
lashings are preventing from sliding forward (0.5 ton per lashing), see step
over lashings are preventing from sliding forward (0.5 ton per lashing), see step 2. 2.

The remaining weight 2 –1 = 1 ton shall be prevented from sliding forward by the nailed wooden
The remaining weight 2 –1 = 1 ton shall be prevented from sliding forward by the nailed
batten. Required number of nails is thus:
wooden batten. Required number of nails is thus:
1.0/0.25 = 4.0 → 4 nails
1.0/0.25 = 4.0 o 4 nails

122 138 / 206

01_2006_3971_txt_EN.indd 122 11-07-2008 10:08:43

 IMO MODEL COURSE 3.18 QUICK LASHING GUIDE
SAFE PACKING OF CTUs ROAD + SEA AREA A
Appendix A – Strength ofAthe
Appendix blocking
– Strength ofdevice
the blocking device

Example 1:
Example 1:
One alternative in example 1 is to block the box
Oneheadboard.
against the alternativeThe
in two
example
top-over1 is to
lash-
ings willblock
reducethe
thebox against
acting theonheadboard.
weight the head-
The
board with two top-over lashings will reduce
the acting weight on the headboard
2 × 0.8 =with
1.6 tons (µ=0.5)

Since the2 u
weight
0.8 = of
1.6the box(µ=0.5)
tons is 2.1 tons the re-
maining weight will be
Since the weight of the box is 2.1 tons
2.1–1.6 =the
0.5remaining
ton weight will be

2.1 - 1.6 = 0.5 ton

The force
The friction friction force
from the from the “remaining”
“remaining” weight canweight can also
also reduce thereduce
load onthe
theload on the With
headboard.
µ=0.5 theheadboard.
load on theWith µ=0.5 will
headboard the load
be on the headboard will be

0.5 – 0.50.5
× 0.5 = 0.25
– 0.5 ton= 0.25 ton
u 0.5
It is assumed that a headboard
It is assumed built according
that a headboard to standardtoEN12642
built according standardwill supportwill
EN12642 a load of 0.25aton
support
IMO MODEL
at the bottom partCOURSE
load of 0.25of the 3.18part of the headboard.
headboard.
ton at the bottom QUICK LASHING GUIDE
SAFE PACKING OF CTUs ROAD + SEA AREA A
Example 2:
Example 2:
Sliding
Sliding
The row of boxes in example 2 is blocked
The rowtheofheadboard.
against boxes inAccording
exampleto the
2 is
table one top-over lashing
blocked against the headboard. prevents 0.5
tons of cargo
According fromtable
to the sliding
oneforward if
top-over
µ=0.4. The 8 top-over lashings will then
lashing prevents 0.5 tons of cargo
prevent -
from sliding forward if µ=0.4. The 8
top-over
8 × 0.5 lashings
= 4.0 tonswill thenfrom
of cargo prevent -
sliding
forward
8 u 0.5 = 4.0 tons of cargo from
Since the weight of each box is 3.05 tons
sliding forward
the remaining weight to secure will be

Since
24.4 –the
4.0 weight of each box is 3.05
= 20.4 tons
tons the remaining weight to secure
will be

24.4 – 4.0 = 20.4 tons

The friction force from the “remaining” weight can also reduce the load on the
headboard. With µ=0.4 the load on the headboard will be
139 / 206
123
20.4 – 20.4 u 0.4 = 12.2 tons

It is assumed that a headboard built according to standard EN12642 will support a

load of 12.2 ton at the bottom part of the headboard.
01_2006_3971_txt_EN.indd 123 11-07-2008 10:08:47
 The friction force from the “remaining” weight can also reduce the load on the headboard. With
µ=0.4 the load on the headboard will be

20.4 – 20.4 × 0.4 = 12.2 tons

It is assumed that a headboard built according to standard EN12642 will support a load of 12.2 ton
at the bottom part of the headboard.

Tipping
Stowing several packages closely behind each other increases tipping stability considerably (“stow-
ing effect”) according to TFK report 1998:2 paragraph 5.0.7. It is assumed that a headboard built
according to standard EN12642 will , if necessary, prevent the load from forward tipping.
IMO MODEL COURSE 3.18 QUICK LASHING GUIDE
SAFE PACKING OF CTUs ROAD + SEA AREA A
Example 3:
Example 3:
Sliding
The steelSliding
crates in example 3 are blocked against
the headboardsteel
The crates direction
in forward in example 3 are
and against
blocked against the headboard
the vehicle’s blocking edge in sideways direction. in
forward direction and against
According to the table one top-over lashing pre- the
vents 0.5vehicle’s blocking
tons of cargo fromedge
slidingin forward
sideways
if
direction. According to the table
µ=0.4. The 11 top-over lashings will then pre- one
vent top-over lashing prevents 0.5 tons of
cargo from sliding forward if µ=0.4.
11 × 0.5The
= 6.5 11
tonstop-over lashings will then
of cargo from
prevent
sliding forward
11 u 0.5 = 6.5 tons of cargo from
Since the total cargo weight
slidingisforward
22 tons the re-
maining cargo weight to secure will be
Since the total cargo weight is 22 tons
22.0 – 6.5
the= 15.5 tons cargo weight to secure
remaining
will be
The friction force from the “remaining” weight can also reduce the load on the headboard. With
µ=0.4 the load on the headboard will be
22.0 – 6.5 = 15.5 tons
15.5 – 15.5 × 0.4 = 9.3 tons
The friction force from the “remaining” weight can also reduce the load on the
headboard.
It is assumed With µ=0.4
that a headboard theaccording
built load on the headboard
to standard will be will support a load of 9.3 ton at
EN12642
the bottom part of the headboard.
15.5 – 15.5 u 0.4 = 9.3 tons
Tipping
StowingItseveral
is assumed thatclosely
packages a headboard
behindbuilt
each according to standard
other increases tippingEN12642 will support(“stow-
stability considerably a
loadaccording
ing effect”) of 9.3 tontoatTFK
the bottom part ofparagraph
report 1998:2 the headboard.
5.0.7. It is assumed that a headboard built
according to standard EN12642 will , if necessary, prevent the load from forward tipping.
Tipping
Stowing several packages closely behind each other increases tipping stability
considerably (“stowing effect”) according to TFK report 1998:2 paragraph 5.0.7. It is
assumed that a headboard built according to standard EN12642 will , if necessary,
prevent the load from forward tipping.

124

01_2006_3971_txt_EN.indd 124 11-07-2008 10:08:49

 8.7 QUICK LASHING GUIDE based on STANDARD EN12195-1
Friction alone is never sufficient to stop unsecured cargo from sliding. When the
vehicle is moving, vertical movements caused by bumps or bad road will reduce the
8.7. QUICKforce
restraining LASHING
due toGUIDE based
friction. on STANDARD
Friction EN12195-1 disappear if the load
can even momentarily
leaves the bed of the truck.
Friction alone is never sufficient to stop unsecured cargo from sliding. When the vehicle is moving,
In combination with top over lashing and other restraining methods, friction
vertical movements
contributes caused cargo
to adequate by bumps or bad road
securing. The will reduce thefrom
contribution restraining
frictionforce due to friction.
depends on the
Friction can even momentarily disappear if the load leaves the bed of the
surface structure of the material in the contact area, some samples are given in EN truck.
12195-1.
In combination with top over lashing and other restraining methods, friction contributes to ade-
quate cargo securing. The contribution from friction depends on the surface structure of the mate-
Experimental work was carried out, and actual acceleration, braking and centrifugal
rial in the contact area, some samples are given in EN 12195-1.
forces were determined through scientific measurements. These were used to
formulate
Experimental thework
minimum requirements
was carried given
out, and actual in EN12195-1.
acceleration, brakingSince then the forces
and centrifugal following
were
maximum values of the inertial forces for normal traffic driving conditions
determined through scientific measurements. These were used to formulate the minimum require- (these
conditions
ments giveninclude, for instance,
in EN12195-1. Since thenemergency
the followingbraking)
maximum have been
values estimated
of the in order
inertial forces to
for nor-
calculate the required cargo securing forces. When starting from a standstill
mal traffic driving conditions (these conditions include, for instance, emergency braking) have been the load
acts with in
estimated anorder
inertial force directed
to calculate towards
the required cargo the rear forces.
securing of theWhen
vehicle equal
starting to 0,5
from x the
a standstill
weight of the load, when braking the inertial force directed towards the front
the load acts with an inertial force directed towards the rear of the vehicle equal to 0,5 x the weight
of the
vehicle may equal 0,8 x the weight of the load; when cornering the lateral inertial
of the load, when braking the inertial force directed towards the front of the vehicle may equal
force may reach 0,5 x the weight of the load. In the case of loads that are not stable,
0,8 x the weight of the load; when cornering the lateral inertial force may reach 0,5 x the weight of
such as items that may not be safe against tilting, an additional roll factor of 0,2 x the
the load. In the case of loads that are not stable, such as items that may not be safe against tilting, an
weight of the load is included:
additional roll factor of 0,2 x the weight of the load is included:
1)
1) 0,8
0,8gg deceleration
deceleration inin
thethe forward
forward direction;
direction;
2) 0,5 g acceleration in the rearward direction and
3)
2) 0,5
0,5gg acceleration
acceleration inin
thethe lateraldirection
rearward direction.
and

3) 0,5 g acceleration in the lateral direction.

Note: for other transportation modes like rail or sea, other acceleration coefficients must be used, see
EN12195-1.
Note: for other transportation modes like rail or sea, other acceleration coefficients
must be used, see EN12195-1.
The maximum rated load of tie downs shall not exceed the Lashing Capacity (LC), regardless wheth-
er textile
The lashings,rated
maximum chainsload
or wire
of ropes are used.
tie downs The maximum
shall not exceedpretension of the tie
the Lashing downs shall
Capacity not
(LC),
exceed 50% of their Lashing Capacity (LC).
regardless whether textile lashings, chains or wire ropes are used. The maximum
pretension of the tie downs shall not exceed 50% of their Lashing Capacity (LC).
Frictional Lashing method:
There is a distinction between frictional (top over-) lashing and diagonal (direct-) lashing. Fric-
tional lashing consists of tensioning the lashings to increase the pretension force and consequently
the friction coefficient between the load and142the supporting surface to prevent the load from slid-
/ 206
ing.

125

01_2006_3971_txt_EN.indd 125 11-07-2008 10:08:50

 pretension force and consequently the friction coefficient between the load and the
supporting surface to prevent the load from sliding.

The higher the pretension force or the friction between load and supporting surface,
the less the number of the required tie-downs or the more load can be secured,
respectively. Consideration should be given to the angle between the tie-down and
load/cargo that affects the vertical component of the pretension force (see chart
below).
The higher the pretension force or the friction between load and supporting surface, the less the
number of the required tie-downs or the more load can be secured, respectively. Consideration
The
shouldStandard
be given toTension
the angleForce (STF)
between of one standard
the tie-down ratchet
and load/cargo that (50mm,
affects theLC 2500compo-
vertical daN)
counts forpretension
nent of the 250 daN;force to (see
reach this
chart value a hand-force of 50 daN is required. The
below).
achievable STF has to be marked on the label of the tensioning device. If long lever
The Standard
ratchets are Tension Force the
used, with principle
(STF) of pulling
of one standard down
ratchet instead
(50mm, of pushing,
LC 2500 up for
daN) counts to
1000 daN can be achieved. If tension indicators are used, the actual pre-tension can
250 daN; to reach this value a hand-force of 50 daN is required. The achievable STF has to be marked
be used
on the forofcalculation.
label the tensioning device. If long lever ratchets are used, with the principle of pulling
down instead of pushing, up to 1000 daN can be achieved. If tension indicators are used, the actual
pre-tension can be used for calculation.
Interaction between the angle of the lashing and the vertical componet of the tension force of
the lashing

100

90

80

70
Vertical Force [%]

60

50

40

30

20

10

0
1
3
5
7
9
11
13
15
17
19
21
23
25
27
29
31
33
35
37
39
41
43
45
47
49
51
53
55
57
59
61
63
65
67
69
71
73
75
77
79
81
83
85
87
89
-3-
Angle[°]
(Informative)
(Informative)

Pretension
of the
Lashing
Effective Effective
vertical vertical
Pretension Pretension

D
143 / 206

Due to friction between the lashing and the load over the two edges, there is a
reduction
Due ofbetween
to friction the pretension force
the lashing and the on
loadthe
over opposite side
the two edges, thereof isthe load. According
a reduction of the pre-
EN12195-1, k = 1,5 when using one tensioning device for the lashing, k d 2,0
tension force on the opposite side of the load. According EN12195-1, k = 1,5 when using onewhen
ten-
using device
sioning a lashing with
for the two tensioning
lashing, k ≤ 2,0 whendevices per lashing,
using a lashing with twoortensioning
if the value is proven
devices by a
per lashing,
ortension force
if the value indicator
is proven by aon the opposite
tension side of
force indicator onthe
the tensioning
opposite sidedevice.
of the tensioning device.

Direct lashing method:

126
Diagonal lashing (or direct lashing) consists in attaching the load directly. The
lashings are fixed directly to the solid parts of the load or to lashing points intended
for this purpose. The lashing should be tensioned by the standard hand force.
Consideration should be given to the angle D between the tie-down and load carrier
in the plane of the loading area. Consideration should also be given to the
01_2006_3971_txt_EN.indd 126 11-07-2008 10:08:51
 Due to friction between the lashing and the load over the two edges, there is a
reduction of the pretension force on the opposite side of the load. According
EN12195-1, k = 1,5 when using one tensioning device for the lashing, k d 2,0 when
using a lashing with two tensioning devices per lashing, or if the value is proven by a
tension force indicator on the opposite side of the tensioning device.

Direct
Direct lashing
lashingmethod:
method:
Diagonallashing
Diagonal lashing (or direct
(or direct lashing)lashing)
consists consists
in attachingin the
attaching the The
load directly. loadlashings
directly. The
are fixed
lashingsto are
directly fixedparts
the solid directly
of theto load
the or
solid parts of
to lashing the load
points or to
intended forlashing pointsThe
this purpose. intended
lashing
for thisbepurpose.
should tensionedThe lashing
by the should
standard hand be tensioned by the standard hand force.
force.
Consideration should be given to the angle D between the tie-down and load carrier
Consideration
in the planeshould of thebe given to thearea.
loading angle αConsideration
between the tie-down and also
should load carrier in the plane
be given to theof
the loading area. Consideration should also be given to the longitudinal angle
longitudinal angle E between lashing and longitudinal axis of a load carrier in the β between lashing and
longitudinal
plane of theaxis of a load
loading carrier in the plane of the loading area.
area.

vertical angleD
The best practical angle for
loadsecuring is between 20° and 65°.

horizontal angleE
The best practical angle for
loadsecuring is between 6° and 55°.

Important for this lashing method are the angles between the lashing and the load (D
and E), the
Important friction
for this factor
lashing µ and
method are the Lashing
theangles betweenCapacity (LC)
the lashing andofthethe lashings.
load (α and β),The
the
lashingfactor
friction capacity
µ andLC theisLashing
the maximum forceofthat
Capacity (LC) a lashing
the lashings. Theislashing
allowed to sustain
capacity when
LC is the in
maxi-
use. force that a lashing is allowed to sustain when in use.
mum

The pretension forces in the lashings are balanced and therefore unable to counter horizontal accel-
erations. Minor shifts of the load across the loading surface (resulting from horizontal accelerations)
raise the tension in the loaded lashings, while144
the tension in the lashings on the opposite side will be
/ 206
reduced. The pretension in the lashings should not exceed 10% of the WLL (Working Load Limit or
LC) because higher values will reduce the safety margin of the lashing.

127

01_2006_3971_txt_EN.indd 127 11-07-2008 10:08:52

 Frictional Lashing according EN12195-1 — The chart has the following conditions: The acceleration coefficient for forward direction is 0,8.

128
There is a freestanding load, i. e. no other securing like blocking or direct lashing.

01_2006_3971_txt_EN.indd 128
To secure a load, a minimum of at least 2 lashings are required

Weight [to] G 1 2 3 4
Angle[°] α 35 45 60 75 90 35 45 60 75 90 35 45 60 75 90 35 45 60 75 90
Pretension µ
0,1 * * * * * * * * * * * * * * * * * * * *
0,2 * 12 10 9 8 * * * * * * * * * * * * * * *
STF 0,3 8 7 6 5 5 * * 11 10 9 * * * * * * * * * *
250
[daN] 0,4 5 4 4 3 3 10 8 7 6 6 * 12 10 9 8 * * * 12 11
0,5 3 3 2 2 2 6 5 4 4 4 9 7 6 5 5 12 10 8 7 7
0,6 2 2 2 2 2 4 3 3 2 2 5 4 4 3 3 7 6 5 4 4

0,1 * * 11 10 10 * * * * * * * * * * * * * * *
0,2 7 6 5 5 4 * 12 10 9 8 * * * * 12 * * * * *
STF 0,3 4 4 3 3 3 8 7 6 5 5 12 10 8 7 7 * * 11 10 9
500
[daN] 0,4 3 2 2 2 2 5 4 4 3 3 7 6 5 5 4 10 8 7 6 6
0,5 2 2 2 2 2 3 3 2 2 2 5 4 3 3 3 6 5 4 4 4
0,6 2 2 2 2 2 2 2 2 2 2 3 2 2 2 2 4 3 3 2 2

0,1 11 9 8 7 7 * * * * * * * * * * * * * * *
0,2 5 4 4 3 3 10 8 7 6 6 * 12 10 9 8 * * * 12 11
STF 0,3 3 3 2 2 2 6 5 4 4 3 8 7 6 5 5 11 9 7 7 6
750
[daN] 0,4 2 2 2 2 2 4 3 3 2 2 5 4 4 3 3 7 6 5 4 4
0,5 2 2 2 2 2 2 2 2 2 2 3 3 2 2 2 4 4 3 3 3
0,6 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 2 2 2 2

0,1 9 7 6 5 5 * * 11 10 10 * * * * * * * * * *
0,2 4 3 3 3 2 7 6 5 5 4 11 9 7 7 6 * 12 10 9 8
STF 0,3 2 2 2 2 2 4 4 3 3 3 6 5 4 4 4 8 7 6 5 5
1000
[daN] 0,4 2 2 2 2 2 3 2 2 2 2 4 3 3 3 2 5 4 4 3 3
0,5 2 2 2 2 2 2 2 2 2 2 3 2 2 2 2 3 3 2 2 2
0,6 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2

11-07-2008 10:08:54
 Example 1: Frictional Lashing:

For a 2 tonne load, an angle of 60° and a friction factor µ = 0,5, 4 lashings are required if a standard-
ratchet with STF 250 daN is used.

If STF = 750 or 1000 daN, only 2 lashings are required. To reach this high tension, a long-lever
ratchet with the principle of pulling instead of pushing is required.

For table cells marked with an asterisk (*) a high number of lashings are required. In these cases,
securing with frictional lashing only is not efficient. It is possible to change the securing method or
to combine it with other securing methods like blocking, direct lashing or anti sliding material to
reduce the required number of lashing. The minimum number of lashings is 2 for a freestanding
load.

129

01_2006_3971_txt_EN.indd 129 11-07-2008 10:08:54

 130
Frictional Lashing according EN12195-1 — The chart has the following conditions: The acceleration coefficient for forward direction is 0,8.
There is a freestanding load, i. e. no other securing like blocking or direct lashing.

01_2006_3971_txt_EN.indd 130
To secure a load, a minimum of at least 2 lashings are required

Weight [to] G 6 8 12 16
Angle[°] α 35 45 60 75 90 35 45 60 75 90 35 45 60 75 90 35 45 60 75 90
Pretension µ
0,1 * * * * * * * * * * * * * * * * * * * *
0,2 * * * * * * * * * * * * * * * * * * * *
STF 0,3 * * * * * * * * * * * * * * * * * * * *
250
[daN] 0,4 * * * * * * * * * * * * * * * * * * * *
0,5 * * 12 10 10 * * * * * * * * * * * * * * *
0,6 10 8 7 6 6 * 11 9 8 8 * * * 12 11 * * * * *

0,1 * * * * * * * * * * * * * * * * * * * *
0,2 * * * * * * * * * * * * * * * * * * * *
STF 0,3 * * * * * * * * * * * * * * * * * * * *
500
[daN] 0,4 * 12 10 9 8 * * * 12 11 * * * * * * * * * *
0,5 9 7 6 5 5 12 10 8 7 7 * * 12 10 10 * * * * *
0,6 5 4 4 3 3 7 6 5 4 4 10 8 7 6 6 * 11 9 8 8

0,1 * * * * * * * * * * * * * * * * * * * *
0,2 * * * * * * * * * * * * * * * * * * * *
STF 0,3 * * 11 10 9 * * * * 12 * * * * * * * * * *
750
[daN] 0,4 10 8 7 6 6 * 11 9 8 8 * * * 12 11 * * * * *
0,5 6 5 4 4 4 8 7 5 5 5 12 10 8 7 7 * * 10 9 9
0,6 4 3 3 2 2 5 4 3 3 3 7 6 5 4 4 9 7 6 5 5

0,1 * * * * * * * * * * * * * * * * * * * *
0,2 * * * * 12 * * * * * * * * * * * * * * *
STF 0,3 12 10 8 7 7 * * 11 10 9 * * * * * * * * * *
1000
[daN] 0,4 7 6 5 5 4 10 8 7 6 6 * 12 10 9 8 * * * 12 11
0,5 5 4 3 3 3 6 5 4 4 4 9 7 6 5 5 12 10 8 7 7
0,6 3 2 2 2 2 4 3 3 2 2 5 4 4 3 3 7 6 5 4 4

11-07-2008 10:08:55
 Direct (diagonal) lashing according EN12195-1

The chart has the following conditions: The acceleration coefficient for forward direction is
0,8, for side- and backward direction 0,5.

There is a freestanding load, i.e. no other securing like blocking or direct lashing. The angle α
is between 20°- 65° the angle β is between 6°- 55°.

To secure a load, 2 pairs of lashing with an LC as following are required.

Required LC of Required LC of Required LC of Required LC of Required LC of Required LC of

Weight of the
the lashing the lashing the lashing the lashing the lashing the lashing
load [kg]
µ=0,1 µ=0,2 µ=0,3 µ=0,4 µ=0,5 µ=0,6
50000 ––––––– ––––––– ––––––– 20000 16000 10000
48000 ––––––– ––––––– ––––––– 16000 16000 10000
46000 ––––––– ––––––– ––––––– 16000 10000 6300
44000 ––––––– ––––––– ––––––– 16000 10000 6300
42000 ––––––– ––––––– ––––––– 16000 10000 6300
40000 ––––––– ––––––– 20000 16000 10000 6300
35000 ––––––– ––––––– 20000 16000 10000 6300
30000 ––––––– ––––––– 16000 10000 10000 4000
28000 ––––––– ––––––– 16000 10000 6300 4000
26000 ––––––– ––––––– 16000 10000 6300 4000
24000 ––––––– ––––––– 16000 10000 6300 4000
22000 ––––––– 20000 16000 10000 6300 4000
20000 ––––––– 20000 10000 10000 6300 4000
18000 ––––––– 20000 10000 6300 4000 2500
16000 ––––––– 16000 10000 6300 4000 2500
14000 ––––––– 16000 10000 6300 4000 2000
12000 20000 16000 6300 4000 4000 2000
10000 16000 10000 6300 4000 2500 1500
9000 16000 10000 6300 4000 2000 1500
8000 16000 10000 4000 4000 2000 1500
7000 16000 6300 4000 2500 1500 1000
6000 10000 6300 4000 2000 1500 750
5000 10000 6300 2500 2000 1500 750
4000 6300 4000 2000 1500 1000 750
3000 6300 4000 1500 1000 750 500
2500 4000 2500 1500 1000 750 500
2000 4000 2000 1000 750 500 500
1500 2500 1500 750 500 500 250
1000 1500 1000 500 500 250 250
500 750 500 250 250 250 250
250 500 250 250 250 250 250

The required LC calculated for the worst angles pairs in all directions. The user has to ensure that
these angles are between α 20°- 65° and β 6°- 55°.

131

01_2006_3971_txt_EN.indd 131 11-07-2008 10:08:57

 Example 2:

For a 3 tonne load, 2 pairs of lashings with an LC of 1000 daN each are required.

For a 35 tonne load, 2 pairs of lashings with an LC of 6300 daN each are required (for example 8 mm
chain).

Table cells marked with “––––––– “: no lashing equipment with such a high LC is available; in this
case more lashings or additional securing methods like blocking have to be used.

Dynamic friction factors of some usual goods µD

Friction factor
Combination of materials in the contact surface
µD
Sawn wood
Sawn wood against wood 0,35
Sawn wood against grooved aluminium 0,3
Sawn wood against steel sheets 0,3
Sawn wood against crimped foils 0,2
Crimped foils
Crimped foils against fabric base laminate/plywood 0,3
Crimped foils against grooved aluminium 0,3
Crimped foils against steel sheets 0,3
Crimped foils against crimped foils 0,3
Cardboard boxes
Cardboard box against cardboard box 0,35
Cardboard box against wood pallet 0,35
Large bags
Large bags against wood pallet 0,3
Steel and metal sheets
Oiled metal sheets against oiled metal sheets 0,1
Flat steel bars against sawn wood 0,35
Unpainted rough steel sheets against sawn wood 0,35
Painted rough steel sheets against sawn wood 0,35
Unpainted rough steel sheets against unpainted rough steel sheets 0,3
Painted rough steel sheets against painted rough steel sheets 0,2
Painted steel barrel against painted steel barrel 0,15
Concrete
Wall on wall without intermediate layer (concrete/concrete) 0,5
Finished part with wooden intermediate layer on wood (concrete/wood/wood) 0,4
Ceiling on ceiling without intermediate layer (concrete/lattice girder) 0,6
Steel frame with wooden intermediate layer (steel/wood) 0,4
Ceiling on steel frame with wooden intermediate layer (concrete/wood/steel) 0,45
Pallets
Resin bonded plywood, smooth – Europallet (wood) 0,2
Resin bonded plywood, smooth – box pallet (steel) 0,25
Resin bonded plywood, smooth – plastic pallet (PP) 0,2

132

01_2006_3971_txt_EN.indd 132 11-07-2008 10:08:57

 Resin bonded plywood, smooth – wooden pressboard pallets 0,15
Resin bonded plywood, sieve structure – Europallet (wood) 0,25
Resin bonded plywood, sieve structure – box pallet (steel) 0,25
Resin bonded plywood, sieve structure – plastic pallet (PP) 0,25
Resin bonded plywood, sieve structure – wooden pressboard pallets 0,2
Aluminium beams in the load-carrying platform (punched bars) – Europallet (wood) 0,25
Aluminium beams in the load-carrying platform (punched bars) – box pallet (steel) 0,35
Aluminium beams in the load-carrying platform (punched bars) – plastic pallet (PP) 0,25
Aluminium beams in the load-carrying platform (punched bars) – wooden pressboard pallets 0,2

133

01_2006_3971_txt_EN.indd 133 11-07-2008 10:08:57

 Frictional Lashing according EN12195-1 — The chart has the following conditions: The acceleration coefficient for forward direction is 0,8.

134
There is a freestanding load, i. e. no other securing like blocking or direct lashing.

01_2006_3971_txt_EN.indd 134
To secure a load, a minimum of at least 2 lashings are required

Weight [to] G 1 2 3 4
Angle[°] α 35 45 60 75 90 35 45 60 75 90 35 45 60 75 90 35 45 60 75 90
Pretension µ
0,1 * * * * * * * * * * * * * * * * * * * *
0,2 * 12 10 9 8 * * * * * * * * * * * * * * *
STF 0,3 8 7 6 5 5 * * 11 10 9 * * * * * * * * * *
250
[daN] 0,4 5 4 4 3 3 10 8 7 6 6 * 12 10 9 8 * * * 12 11
0,5 3 3 2 2 2 6 5 4 4 4 9 7 6 5 5 12 10 8 7 7
0,6 2 2 2 2 2 4 3 3 2 2 5 4 4 3 3 7 6 5 4 4

0,1 * * 11 10 10 * * * * * * * * * * * * * * *
0,2 7 6 5 5 4 * 12 10 9 8 * * * * 12 * * * * *
STF 0,3 4 4 3 3 3 8 7 6 5 5 12 10 8 7 7 * * 11 10 9
500
[daN] 0,4 3 2 2 2 2 5 4 4 3 3 7 6 5 5 4 10 8 7 6 6
0,5 2 2 2 2 2 3 3 2 2 2 5 4 3 3 3 6 5 4 4 4
0,6 2 2 2 2 2 2 2 2 2 2 3 2 2 2 2 4 3 3 2 2

0,1 11 9 8 7 7 * * * * * * * * * * * * * * *
0,2 5 4 4 3 3 10 8 7 6 6 * 12 10 9 8 * * * 12 11
STF 0,3 3 3 2 2 2 6 5 4 4 3 8 7 6 5 5 11 9 7 7 6
750
[daN] 0,4 2 2 2 2 2 4 3 3 2 2 5 4 4 3 3 7 6 5 4 4
0,5 2 2 2 2 2 2 2 2 2 2 3 3 2 2 2 4 4 3 3 3
0,6 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 2 2 2 2

0,1 9 7 6 5 5 * * 11 10 10 * * * * * * * * * *
0,2 4 3 3 3 2 7 6 5 5 4 11 9 7 7 6 * 12 10 9 8
STF 0,3 2 2 2 2 2 4 4 3 3 3 6 5 4 4 4 8 7 6 5 5
1000
[daN] 0,4 2 2 2 2 2 3 2 2 2 2 4 3 3 3 2 5 4 4 3 3
0,5 2 2 2 2 2 2 2 2 2 2 3 2 2 2 2 3 3 2 2 2
0,6 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2

11-07-2008 10:08:58
 Direct (diagonal) lashing according EN12195-1

The chart has the following conditions: The acceleration coefficient for forward direction is
0,8, for side- and backward direction 0,5.

There is a freestanding load, i.e. no other securing like blocking or direct lashing. The angle α
is between 20°- 65° the angle β is between 6°- 55°.

To secure a load, 2 pairs of lashing with an LC as following are required.

Required LC of Required LC of Required LC of Required LC of Required LC of Required LC of

Weight of the
the lashing the lashing the lashing the lashing the lashing the lashing
load [kg]
µ=0,1 µ=0,2 µ=0,3 µ=0,4 µ=0,5 µ=0,6
50000 ———— ———— ———— 20000 16000 10000
48000 ———— ———— ———— 16000 16000 6300
46000 ———— ———— ———— 16000 10000 6300
44000 ———— ———— ———— 16000 10000 6300
42000 ———— ———— ———— 16000 10000 6300
40000 ———— ———— 20000 16000 10000 6300
35000 ———— ———— 20000 16000 10000 6300
30000 ———— ———— 16000 10000 10000 4000
28000 ———— 20000 16000 10000 6300 4000
26000 ———— 20000 16000 10000 6300 4000
24000 ———— 20000 16000 10000 6300 4000
22000 ———— 16000 16000 10000 6300 4000
20000 ———— 16000 10000 10000 6300 4000
18000 20000 16000 10000 6300 4000 2500
16000 20000 16000 10000 6300 4000 2500
14000 16000 10000 10000 6300 4000 2000
12000 16000 10000 6300 4000 4000 2000
10000 16000 10000 6300 4000 2500 1500
9000 10000 10000 6300 4000 2000 1500
8000 10000 6300 4000 4000 2000 1500
7000 10000 6300 4000 2500 2000 1000
6000 10000 6300 4000 2000 1500 1000
5000 6300 4000 2500 2000 1500 750
4000 6300 4000 2000 1500 1000 750
3000 4000 2500 1500 1000 750 500
2500 4000 2000 1500 1000 750 500
2000 2500 1500 1000 750 500 500
1500 2000 1500 750 500 500 250
1000 1500 750 500 500 250 250
500 750 500 250 250 250 250
250 500 250 250 250 250 250

135

01_2006_3971_txt_EN.indd 135 11-07-2008 10:08:59

 Weight of the
Required LC of the lashing
load [kg]

μ 0,1 0,2 0,3 0,4 0,5 0,6

50000 ———— ———— ———— 20000 16000 10000
48000 ———— ———— ———— 16000 16000 6300
46000 ———— ———— ———— 16000 10000 6300
44000 ———— ———— ———— 16000 10000 6300
42000 ———— ———— ———— 16000 10000 6300
40000 ———— ———— 20000 16000 10000 6300
35000 ———— ———— 20000 16000 10000 6300
30000 ———— ———— 16000 10000 10000 4000
28000 ———— 20000 16000 10000 6300 4000
26000 ———— 20000 16000 10000 6300 4000
24000 ———— 20000 16000 10000 6300 4000
22000 ———— 16000 16000 10000 6300 4000
20000 ———— 16000 10000 10000 6300 4000
18000 20000 16000 10000 6300 4000 2500
16000 20000 16000 10000 6300 4000 2500
14000 16000 10000 10000 6300 4000 2000
12000 16000 10000 6300 4000 4000 2000
10000 16000 10000 6300 4000 2500 1500
9000 10000 10000 6300 4000 2000 1500
8000 10000 6300 4000 4000 2000 1500
7000 10000 6300 4000 2500 2000 1000
6000 10000 6300 4000 2000 1500 1000
5000 6300 4000 2500 2000 1500 750
4000 6300 4000 2000 1500 1000 750
3000 4000 2500 1500 1000 750 500
2500 4000 2000 1500 1000 750 500
2000 2500 1500 1000 750 500 500
1500 2000 1500 750 500 500 250
1000 1500 750 500 500 250 250
500 750 500 250 250 250 250
250 500 250 250 250 250 250

136

01_2006_3971_txt_EN.indd 136 11-07-2008 10:08:59

 8.8. Blocking of cargo against cover stake superstructure

Many types of packages may in general be secured by blocking and if necessary by lashing. Securing
the cargo only by blocking against the cover stake superstructure boards or panels may be practised
if the following conditions are fulfilled:

• The cargo that is blocked by the cover superstructure boards or panels should not exceed a
certain weight (see the table below);

• The load carriers cover superstructure fulfils the required strength in the standard EN12642 for
body structure on commercial vehicles;

• The boards or panels in the cover superstructure are in serviceable condition;

• Except for the upper cargo layer, all other cargo layers should present a horizontal over side.

The cargo’s weight must, as far as possible, be equally distributed along the boards or panels.

Maximum cargo weight in daN that can be blocked against the superstructure cover boards or panels per metre
of platform length.
Maximum authorised
Max. number of Loaded platform load
superstructure superstructure P (daN/m)
cover boards1 cover boards
P=2000 P=2200 P=2400
3 1 133 146 159
2 266 292 319
3 (or panels) 400 440 480
4 1 100 110 120
2 200 220 240
3 300 330 360
4 (or panels) 400 440 480
5 1 80 88 96
2 160 176 192
3 240 264 288
4 320 352 384
5 (or panels) 400 440 480
6 1 66 72 79
2 133 146 159
3 200 220 240
4 266 292 319
5 333 366 399
6 (or panels) 400 440 480
1
  The maximum number of boards is the number that the cover superstructure is designed for. If the cargo is heavier than
the cover stake superstructure body blocking capacity, according to the table above, the cargo must also be secured by
other means.

Packages are often fragile and can easily be damaged by lashings. By use of edge protectors or empty
pallets on top of the cargo, damages from the applica­tion of lashings can usually be avoided.

137

01_2006_3971_txt_EN.indd 137 11-07-2008 10:08:59

 8.9. Securing of steel products and of packaging for chemicals

8.9.1. Steel products

8.9.1.1. Vehicle requirements 2

Introduction

The vehicle should be fitted with the equipment mentioned below. The equipment can be freely cho-
sen provided it is safe and cargo can be safely loaded, transported and unloaded. For example safe
loading requires that the side-curtain can be removed and the side-boards can be lowered.

The vehicle should be in such a condition that work can safely be executed. For example the boards
of the loading platform of the vehicle should not be damaged.

The general equipment should be available as a minimum; for the transport of special steel products
it should supplemented with additional equipment.

Both are specified below and considered hereafter in this chapter.

For any steel product the following general equipment should be available as a minimum:

• safe headboard
• loading platform
• securing points
• securing devices

Equipment for special cases:

• groove(s) for coils

• (cross-)beam or H-beam
• wedge bed
• cover

Content

1. General equipment
2. Equipment for special cases (Special Provisions)

1.  General equipment

Headboard
The vehicle should be fitted with a headboard between the cabin and the loading platform.

Loading platform
The surface of the loading platform should be even and closed (no missing or broken boards). The
cargo should not become wet from below. Before loading, the loading platform should be dry and
clean.

2
Based upon requirements of CORUS Staal BV, IJmuiden, the Netherlands

138

01_2006_3971_txt_EN.indd 138 11-07-2008 10:08:59

 Securing points
The securing points should be an integral part of the vehicle construction.

Securing devices
Two kinds of securing devices can be used: chains or synthetic fibre straps.

The tensioner should be such to make it easy to tighten the lashing. The tensioner should be secured
against inadvertent loosening.

Securing, tensioning and/or securing should always be done before the transport starts, even if the
ride is short.

Only safe securing devices should be used, this is checked by a visual inspection. Damaged devices
should not be used.

It is recommended to use synthetic fibre straps.

2. Special provisions
2.  Special provisions
Groove
Groove A groove is recommended for coils of 4 tons or more and mandatory for coils of 10 tons or
more.
A groove is recommended for coils of 4 tons or more and mandatory for coils of 10 tons or more.
For coils of 4 to 10 tons a wedge bed may also be used (see “Wedge bed” hereafter).
For coils of 4 to 10 tons a wedge bed may also be used (see “Wedge bed” hereafter).
Requirements for a groove are:
x athe
Requirements for slopes should
groove are: have an angle of 35 degrees to the horizontal;
x the coils, if placed in the groove, should have a minimum clearance of 20mm to the
• the slopes should have an angle of 35 degrees to the horizontal;
bottom.
• the coils, if placed in the groove, should have a minimum clearance of 20mm to the bottom.
Furthermore:
Furthermore: x the width/height ratio of the coils should not be lower than 0.7;
x if lower
• the width/height than
ratio of0.7,
thethe coilsshould
coils have tonot
be stowed against
be lower thana support;
0.7;
x rule of thumb: “width of groove = at least 60% of coil diameter”;
• if lower than 0.7, the coils have to be stowed against a support;
x the contact area of the coil should clearly be below the top of the groove.
• rule of thumb: “width of groove = at least 60% of coil diameter”;
• the contact area of the coil should clearly be below the top of the groove.

Diameter of the coil

35
degrees Minimum
clearance
20mm

Depth of
the groove

Width of the

Characteristics of a groove
Characteristics of a groove

139

01_2006_3971_txt_EN.indd 139 159 / 206 11-07-2008 10:09:00

 (Cross-)beam or H-beam
The use of a (cross-)beam is highly recommended as it is a good device to fix coils. It is used
both for coils bore horizontal in a groove and for coils bore vertical on a pallet. See also the
(Cross-)beam or H-beam
chapter for securing the cargo.
The use of a (cross-)beam is highly recommended as it is a good device to fix coils. It is used both for
There are
coils bore horizontal indifferent
a groove good
andconstructions for avertical
for coils bore (cross-)beam.
on a The example
pallet. of a the
See also (cross-)beam
chapter for secur-
given below has protection strips (in this case synthetic) on the touch side of the (cross-
ing the cargo. )beam.

There are different good constructions for a (cross-)beam. The example of a (cross-)beam given be-
low has protection strips (in this case synthetic) on the touch side of the (cross-)beam.

Example of a (cross)beam
Wedge bed
A wedge bed is a construction for a coil with bore horizontal:
Wedge bed x the wedges on which the coil rests ought to go over the whole width of the coil;
x there should be a provision to fix the spacing
Example between the wedges of the wedge bed;
of a (cross)beam
A wedge bedxis astable
construction
support andfor
freeaspace
coil with
under bore horizontal:
the coil similar as for the groove-method;
• the wedges
x use onofwhich themats
anti-slip coilbetween
rests ought to go
the wedge bedover the whole
and loading width
platform of the coil;
highly
• there should be a provision to fix the spacing between the wedges of the wedge bed;
recommended.
• stable support and free space under the coil similar as for the groove-method;
• use of anti-slip mats between the wedge bed and loading platform highly recommended.

Diameter of the coil

160 / 206
Minimum
distance
supports: 0,6
diameter of
h il
35
degrees Minimum
clearance :
20mm

Loading platform

Characteristics of a wedge bed

Characteristics of a wedge bed

Cover
140 When products have to remain dry during the transport, they should be covered in
such a way that they stay dry under all weather conditions.

If a cover is used it must able to be removed without hampering the (un)loading operation.
The cover should be at least 10 cm above the cargo and should not touch it.
01_2006_3971_txt_EN.indd 140 The cover should not be damaged (e.g. being torn), to avoid the risk of leaks. 11-07-2008 10:09:01
 Cover
When products have to remain dry during the transport, they should be covered in such a way that
they stay dry under all weather conditions.

If a cover is used it must able to be removed without hampering the (un)loading operation.

The cover should be at least 10 cm above the cargo and should not touch it.

The cover should not be damaged (e.g. being torn), to avoid the risk of leaks.

8.9.1.2. Securing of steel products

Introduction

The methods mentioned should be considered as minimum provisions. These provisions do not
preclude additional measures if felt necessary.

Content
A. Bore horizontal coils
A1. Coil supports;
A2. Securing of coils in a groove;
A3. Summary of securing bore horizontal coils with different weights
B. Roll strips
C. Flat racks

A. Bore horizontal coils

A. Bore horizontal coils
A1. Coil supports
A1. Coil supports
The support required depends on the weight of the coil:
x Coils with arequired
The support weight depends
< 4 ton on canthebeweight
stowed directly
of the coil: on a flat loading platform.
x Coils
• Coilswithwith
a weight t 4< ton
a weight 4 tonhave tostowed
can be be stowed onon
directly thea flat
whole width
loading of the coil on the slopes
platform.
of• theCoils
supports. A groove
with a weight ≥ 4 tonis have
highly
to berecommended.
stowed on the wholeCoils weighing
width from
of the coil 4 to
on the 10 of
slopes ton
themay
also be stowedAinto
supports. a bin.
groove is highly recommended. Coils weighing from 4 to 10 ton may also be stowed
into a bin.
x Coils with a weight • 10 ton have to be stowed into a groove.
• Coils with a weight ≥ 10 ton have to be stowed into a groove.

Note: for drawings of the bin or groove see chapter for vehicle requirements.

Note: if the groove is made of steel the use of rubber mats or dunnage 141
(abeam against the slopes) is obligatory.

01_2006_3971_txt_EN.indd 141 11-07-2008 10:09:01

 Note: if the groove is made of steel the use of rubber mats or dunnage
(abeam against the slopes) is obligatory.

The coil should rest on the slopes of the groove. The clearance between the coil
The
and the coilofshould
bottom the grooverest onbethe
should slopes
minimum of the groove.
20mm.
The clearance between the coil and the bottom of the groove should be minimum 20mm.

Note: for drawings of the bin or groove see chapter for vehicle requirements.
A2. Securing
A2. Securing of of
coils in aingroove
coils a groove 163 / 206
The coil should be secured by two chains or two fibre straps, as shown in the pictures below.
The coil should be secured by two chains or two fibre straps, as shown in the pictures below.

No void space is allowed between the front of the coil and the hatch;
No void space is allowed between
the hatches the
have to be front
placed of the coil
in such andthat
a manner thethe
hatch; the
coil can nothatches have to be
move forward.
placed in such a manner that the coil can not move forward.

142

01_2006_3971_txt_EN.indd 142 11-07-2008 10:09:02

 Use a (cross)beam to avoid forward movement. The (cross)beam
Use a (cross)beam toshould
avoidnotforward movement.
dent the coil. The (cross)beam
Therefore protect the (cross)beamshould
at the not dent the coil.
Therefore protectcontact surfaces with e.g. synthetic fabrics.
the (cross)beam at the contact surfaces with e.g. synthetic fabrics.

A3. Summary of securing bore horizontal coils of different weights

164 / 206
Coils ≤ 4 ton Coils of 4 to 10 ton Coils ≥ 10 ton
(“baby”-coils) (choose between the following options)
Type of loading Flat Flat loading platform Groove
platform loading platform
Extra supports for Wedges or stop-blocks Bin Coil to be fixed on the front-side by a
the coil (cross)beam or H-beam in the groove
Stowage of coil Horizontal bore Horizontal bore Horizontal bore parallel to the driving direction
transverse to the preferably transverse Stowed into the groove
driving direction to the driving
direction
Securing device Synthetic fibre strap Synthetic fibre strap
(LC 2,5 ton, safety (LC 2,5 ton, safety factor 3) or
factor 3) steel chain,
(LC 3 ton, safety factor 3)
When using chains: use edge protectors or rubber mats or strips
Number of secur- At least one securing Two securing devices per coil
ing devices device (through the (through the axle hole)
axle hole) and one
wedge per coil
Block stowage is
allowed
LC: Lashing Capacity

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01_2006_3971_txt_EN.indd 143 11-07-2008 10:09:04

 anti-slip 10 millimetres thick. (e.g. 3 strips: width 500mm and length 12 meter).
x Roll strips should be evenly distributed on the loading platform is such a way that they
Way of transport
form a so-called “honeycomb
Roll strips structure”.
are transported Normally
bore vertical on two10wooden
to 12 roll strips
beams, canarebebundled
which transported
(i.e.
fastened with steel straps) to the roll strips.
per shipment.
x At the rear side
Cargoa height
minimum of 4 roll strips should be secured to the trailer by fibre straps.
and distribution:
To secure the x rolls in the
Roll strips maymiddle chains
be loaded can
one tier beonly.
high attached between the securing eyes of the
trailer;
B. the hooks
Roll Theofwhole
x strips the fibre straps
loading can should
platform be hooked to links
be covered of the mats.
by rubber chain(Quality
close toPE,theRegupol
middle
of the roll. anti-slip 10 millimetres thick. (e.g. 3 strips: width 500mm and length 12 meter).
Way of transport
x Roll strips should be evenly distributed on the loading platform is such a way that they
Roll strips are transported
form a so-calledbore vertical on two
“honeycomb woodenNormally
structure”. beams, which
10 toare
12bundled (i.e.
roll strips canfastened
be transported
per shipment.
with steel straps) to the roll strips.
x At the rear side a minimum of 4 roll strips should be secured to the trailer by fibre straps.
Cargo heightTo and distribution:
secure the rolls in the middle chains can be attached between the securing eyes of the
• Roll stripstrailer; the hooksone
may be loaded tierfibre
of the high straps
only. can be hooked to links of the chain close to the middle
• The whole loading
of the roll. platform should be covered by rubber mats. (Quality PE, Regupol anti-slip
10 millimetres thick. (e.g. 3 strips: width 500mm and length 12 meter).
• Roll strips should be evenly distributed on the loading platform is such a way that they form a
so-called “honeycomb structure”. Normally 10 to 12 roll strips can be transported per ship-
ment.
• At the rear side a minimum of 4 roll strips should be secured to the trailer by fibre straps. To
secure the rolls in the middle chains can be attached between the securing eyes of the trailer;
the hooks of the fibre straps can be hooked to links of the chain close to the middle of the roll.

“A

“A

fibre strap strip

fibre strap strip

beam rubber
beam rubber
VIEW “A”
VIEW “A”
VIEW “A”

C. Flat-racks

Requirements groove/wedge bed

• The minimum width of the groove/wedge bed should be 60% of the coil diameter.
• The slopes should have an angle of 35 degrees to166the/ 206
horizontal.
• The minimum clearance between the coil and the bottom of the groove/wedge bed should be
166 / 206
20mm.
• The ratio width/height should be at least 0,7.
• Below 0,7 the coils should be supported by (cross)beams.
• The contact surfaces of the coil should be under the upper side of the groove/wedge bed.
• Coils to be secured (through the reel hole) by 2 fibre straps and 1 fibre strap across the coil (see
picture below).

144

01_2006_3971_txt_EN.indd 144 11-07-2008 10:09:05

 be
be20mm.
20mm.
xx The
Theratio
ratiowidth/height
width/heightshould
shouldbebeatatleast
least0,7.
0,7.
xx Below
Below0,7 0,7the
thecoils
coilsshould
shouldbebesupported
supportedby by(cross)beams.
(cross)beams.
xx The
Thecontact
contactsurfaces
surfacesofofthe
thecoil
coilshould
shouldbe beunder
underthe
theupper
upperside
sideofofthe
thegroove/wedge
groove/wedgebed. bed.
xx Coils
Coils toto be
be secured
secured (through
(through the
the reel
reel hole)
hole) by
by 22 fibre
fibre straps
straps and
and 11 fibre
fibre strap
strap across
across the
the
coil
coil(see
(seepicture
picturebelow).
below).

Securing
Securingpoints
points
Securing points
The
Thebasic
• xx The basic
basicprinciple
principle
principleisisisthat
that
thatthe
the
thesecuring
securing
securingpoints
points
pointswithstand
withstand
withstandthethe
thestrength
strength
strengthof
of
ofthe
the
theused
used
usedsecuring
securing
securingde-
devices.
devices. There
There are
are different
different designs
designs of of securing
securing points.
points. The
The construction
construction should
should bebe such
such
vices. There are different designs of securing points. The construction should be such that it
that
that itit forms
forms an
an integral
integral partpart ofof the
the chassis
chassis (e.g.
(e.g. by
by welding).
welding). TheThe construction
construction maymay not
not
forms an integral part of the chassis (e.g. by welding). The construction may not result in a re-
result
resultininaareduction
reductionof ofthe
thestrength.
strength.
duction of the strength.
Securing
Securingdevices
devices
Securing devices
xx IfIfthe thesecuring
securingdevice
deviceisisdamaged,
damaged,ititshould
shouldbe bediscarded.
discarded.
• If the securing device is damaged, it should be discarded.
xx To Tobe beused:
used:synthetic
syntheticfibre
fibrestraps
straps(LC:
(LC:2,5
2,5ton,
ton,safety
safetyfactor:
factor:3)
3)ororsteel
steelchains
chains(LC:
(LC:2,5
2,5
• To be used: synthetic fibre straps (LC: 2,5 ton, safety factor: 3) or steel chains (LC: 2,5 ton,
ton,
ton,safety
safetyfactor:
factor:3)3)
safety
xx When
Whenthe
factor: 3)
thesecuring
securingdevices
devicesare
arechains
chainsedge
edgeprotectors
protectorsororrubber
rubberstrips
stripsshould
shouldbebeused.
used.
• xx When
To
Totighten the securing
tightensteel devices
steelchains
chains only
onlyare
usechains
use edgeappliances.
adequate
adequate protectors or rubber strips should be used.
appliances.
• xx To tighten
ItItis
ishighly
highly steel chains onlytoto
recommended
recommended use
useadequate
use appliances.
synthetic
synthetic fibre
fibrestraps
strapsinstead
insteadofofsteel
steelchains
chains(less
(lessrisk
riskof
of
• Itdamaging
is highly
damagingthe recommended
thecoils).
coils). to use synthetic fibre straps instead of steel chains (less risk of damag-
ing the coils).
Swap
Swapbodiesbodies(30 (30tons)
tons)with
withgrooves
groovesabeam
abeamcan
canbe beused,
used,provided
providedthatthatthey
theyhave
havebeams
beamstotofix
fix
Swap
the bodies
coils. (30 tons) with grooves abeam can be used, provided that they have beams to fix the
thecoils.
coils.

Flatrack
Flatrack with
withwith
Flatrack aacover
cover and
and
a cover andgroove
groove
groove Straps
Straps
Straps through
through
through and
andand acrossthe
across
across thecoil
the coil
coil

8.9.1.3. Bore vertical coils (ETTS) and packages

167
167/ /206
206

Introduction

For bore horizontal coils, roll strips and flat-racks see here before. In this chapter methods are given
for bore vertical coils (‘Eye To The Sky’- ETTS) and (tinplate) packages.

The methods indicated should be regarded as minimum provisions. These provisions do not pre-
clude additional measures if felt necessary.

Content
A, B, C and D. see 3.7.2
E. Securing of bore vertical coils (‘Eye To The Sky’–ETTS)
F. Assistance band (Spin)
G. Packages

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01_2006_3971_txt_EN.indd 145 11-07-2008 10:09:06

 E. Securing of bore vertical coils (Eye To The Sky–ETTS)

Bore vertical coils should be transported on a pallet or a platform.

There are two models of platforms:

• Round synthetic platform.
• Square wooden platform (sometimes with rounded edges) and provided with a cone.
The following pictures illustrate this securing method.
Securing of the coil

Pallet is placed upon on antiskid strips, pallet itself does not need to be secured.
Coil will be across secured by two fibre straps.
Note: fibre straps should be long enough, minimum recommended length is 8,5 meter.
It is recommended to put a beam on the front of the coil.
Use rubber protection strips between the coil and fibre straps.
The following pictures illustrate this securing method.

170

The following pictures illustrate this securing method.

Step 1

Step 1: photo left
Step 2: photo top right
Step 3: photo bottom right
Fasten strap 1 to the trailer, lead it along the front of
and behind OVER, on the rubber protection strip, th
along the front and fasten to the trailer.
Keep the spanner on the rear of the coil (regarding t
direction).

Step 2

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01_2006_3971_txt_EN.indd 146
170 / 206 11-07-2008 10:09:07

Fasten strap 1 to the trailer, lead it along the front of the coil and behind OVER, on the rubber pro-
Step 1: photo left
tection strip, the coil and and
Step 2: photo top right
Step 3: photo coil (regarding
bottom right
01_2006_3971_txt_EN.indd 147
Step 3
Fasten strap 1 to the trailer, lead it along the front of the coil
along the front and fasten to the trailer. Keep the spanner on the rear of the
behind OVER, on the rubber protection strip, the coil and
the driving direction).
along the front and fasten to the trailer.
Keep the spanner on the rear of the coil (regarding the driving
direction).
170 / 206
Step 4
171
Step 4: photo left Fasten strap 2 to the trailer, lead it along the front
Step 5: photo top right and behind OVER, on the rubber protection strip,
Step 6: photo bottom right along the front and fasten to the trailer.
Keep the spanner on the rear of the coil (regarding
direction).
Step 5
147
11-07-2008 10:09:08
 172
Step 6

Fasten strap 2 to the trailer, lead it along the front of the coil and behind OVER, on the rubber pro-
tection strip, the coil and along the front and fasten to the trailer. Keep the spanner on the rear of the
Step 4: photo left Fasten strap 2 to the trailer, lead it along the front of the coil
coiltop
Step 5: photo (regarding
right the driving
The picture below direction).
shows where
and behind to place
OVER, therubber
on the rubberprotection
protection strip
strip, theon
coilthe coil.
and
Step 6: photo bottom right along the front and fasten to the trailer.
The picture below shows where
Keeptothe
place the rubber
spanner on theprotection
rear of the strip on the coil.
coil (regarding the driving
direction).

171 / 206

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 F. Assistance band (spin)

Addition to the securing method for bore vertical coils (ETTS).

F. Assistance band (spin)

Addition It to
is the
allowed to use
securing an assistance
method band (“spin”)
for bore vertical to avoid slide off of the fibre straps. If a
coils (ETTS).
“spin” is used the corners of the coil have to be protected by means of rubber protection
strips.
It is allowed to use an assistance band (“spin”) to avoid slide off of the fibre straps. If a “spin” is used
the corners of the coil have to be protected by means of rubber protection strips.
The fibre straps have to be attached in the same manner as indicated before, here also
The fibre straps have
attention to be attached
is attracted to the infactthethat
same
themanner
spannerasisindicated before,
kept on the rearhere alsocoil
of the attention is to the
(relative
attracteddriving
to the direction).
fact that the spanner is kept on the rear of the coil (relative to the driving direc-
tion). The coil should be placed upon antiskid strips or a beam may be affixed in front of the coil.
It is also recommended to put a beam on the front the coil. If needed additional securing
The coilmeasures
should bemay placed
be upon
used ifantiskid strips or a beam may be affixed in front of the coil.
felt necessary.
It is also recommended to put a beam on the front the coil. If needed additional securing measures
An example of this method is shown below.
may be used if felt necessary.

An example of this method is shown below.

173 / 206

149

01_2006_3971_txt_EN.indd 149 11-07-2008 10:09:09

 F. Packages

• It is important that the friction between the cargo and the loading platform is sufficient.
Therefore a loading platform with a wooden platform is preferred. If other loading plat-
forms have non-wood floors, extra attention should be given to avoid sliding.
• It is recommended to use antiskid strips in all cases.
• It is recommended to secure the cargo by fibre straps to avoid damage to the cargo (chains often
causes indent damages).

Cargo height and distribution:

• Packages should not be stacked.
• Packages should not tower above the head- and/or sideboards.
• Packages should be stowed in continuous rows of two, on the vehicle/trailer.

8.9.2. Some examples of stowage and securing of the most commonly used packages for chemical
goods in road transport (FTL shipments)

Introduction

In the following sections examples are described of possible ways of securing various types of pack-
ages and loads. It is not the objective of these guidelines to provide a comprehensive overview of all
possible techniques of securing loads in the different types of cargo transport units.

Alternative methods may exist which provide an equivalent or even better standard of cargo secur-
ing

Content
1. Loose drums in an open sided trailer (cover/stake body types or tilt trailer).
2. Palletized drums in combination with top-over lashing in a curtain sider or in an open sided
trailer (cover/stake body types or tilt trailer).
3. Palletized drums in combination with form-locked securement in an open sided trailer (cover/
stake body types or tilt trailer).
4. Palletized IBC’s in combination with top-over lashing in a curtain sider or in an open sided
trailer (cover/stake body types or tilt trailer).
5. Bags on pallets in combination with form-locked securement in an open sided trailer (cover/
stake body types or tilt trailer).
6. Bags on pallets in combination with form-locked securement in an open sided trailer (cover/
stake body types or tilt trailer).
7. Big bags in combination with top-over lashing in a curtain sider or in an open sided trailer
(cover/stake body types or tilt trailer).
8. Big bags in combination with form-locked securement in an open sided trailer (cover/stake
body types or tilt trailer).
9. Octabins in a certified curtain sider or in an open sided trailer (cover/stake body types or tilt
trailer).
10. Loose drums double-stacked in a container.
11. IBCs double stacked in a container
12. Palletized bags with chemical goods loaded in a container.

150

01_2006_3971_txt_EN.indd 150 11-07-2008 10:09:09

 176
176

8.9.2.1. Loose drums in8.9.2.1.

an open sided trailer
Loose (cover/stake
drums body sided
in an open types or tilt trailer)
trailer (cover/stake body types
8.9.2.1. Loose drums
or tilt trailer)in an open sided trailer (cover/stake body types
Drums are loaded against the head or tilt
boardtrailer)
and shifted row by row to one side to create a form lock.
The Drums
drums are
colored in against
loaded dark-orange protrude.
the head Twoshifted
board and rear lashings
row by are
rowapplied,
to one sideonetoatcreate
the back andlock.
a form one
Drums
The are loaded
drums against
colored in the head board
dark-orange andTwo
protrude. shifted row
rear by roware
lashings to one side one
applied, to create
at theaback
form and
lock.one at
at the middle supporting the headboard. Horizontal one-way straps block the last rows.
The
thedrums
middlecolored in dark-orange
supporting protrude.
the headboard. Two rear
Horizontal lashings
one-way areblock
straps applied,
the one
last at the back and one at
rows.
the middle supporting the headboard. Horizontal one-way straps block the last rows.
front
rear
front
rear

2
2 1 2
1Horizontal one way straps
1 2
1 Horizontal one way straps
2 Rear lashing
2 2 Rear lashing
2
2 2

8.9.2.2. Palletized drums in combination with top-over lashing in a curtain sider or in an open sided
8.9.2.2. Palletized drums in combination with top-over lashing in a
8.9.2.2.
trailer (cover/stake Palletized
body types drums
or tiltsider
curtain trailer) in an
or in combination
open sidedwith top-over
trailer lashingbody
(cover/stake in a
curtain
types orsider or in an open sided trailer (cover/stake body
tilt trailer)
Drums are loaded against the head types or tilt
board, twotrailer)
pallets on one row. At every row, one top over lashing
is used.
Drums are loaded against the head board, two pallets on one row. At every row, one top over
Drums
lashingare is loaded
used. against the head board, two pallets on one row. At every row, one top over
Thelashing
lashing
The isstraps
lashingused. are supported
straps by rigid
are supported byedges
rigid to prevent
edges the lashes
to prevent thetolashes
slip between the drums.
to slip between the
The lashing
drums. straps are supported by rigid edges to prevent the lashes to slip between the
drums. 2
1
1 2

Guidance for calculation of 1 Lashing straps

Guidance
required for calculation
number of of 1 Lashing straps
required number ofin annex 3.6 Rigid edges
Guidance forlashings
calculating
lashings is the required
found 2
Rigid edges
or 3.7 is found in annex 3.6 2
number
or 3.7of lashings
is found in Annex 3.6 or 3.7

176 / 206
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01_2006_3971_txt_EN.indd 151 11-07-2008 10:09:18

 177
177

8.9.2.3.
8.9.2.3. Palletized drums Palletized
in combination drums in
with form-locked combination
securement in an open with form-locked
sided trailer (cover/
8.9.2.3. Palletized drums in combination
securement in an open sided trailer (cover/stake body
stake body types or tilt trailer). with form-locked
types or
securement
tilt trailer). in an open sided trailer (cover/stake body types or
Drums are loaded against the head tiltboard,
trailer).
two pallets on one row. Total free space side by side is less
Drums
than 8 cm. areOtherwise
loaded against the head
free spaces board,
should betwo pallets
filled withonfiller
one material
row. Totaltofree space
have sideform
proper by side is less
locked
than
Drums 8 are
cm. loaded
Otherwise freethe
against spaces shouldtwo
head board, be pallets
filled with
on one filler material
row. to have
Total free spaceproper
side byform
sidelocked
is less
securement. At the end a rear lash with two pallets and two lashings are used.
securement. At the end a rear lash with two pallets and two lashings are used.
than 8 cm. Otherwise free spaces should be filled with filler material to have proper form locked
securement. At the end a rear lash with two pallets and two lashings are used.
Extra friction
Extra frictionmaterial
materialshould
should be
be used
usedin
in case
casethe
thefriction betweenload
friction between loadand
andfloor
floorisislow.
low.
Extra friction material should be used in case the friction between load and floor is low.

2
1 2
1

3
Guidance for calculation of 1 Rear Lashing 3
required
Guidancenumber of
for calculation of 1 Rear Lashing
Guidance for calculating
lashings
requiredisnumber
the
found in required
of annex 3.6 2 Total free Space < 8cm
number
or 3.7 of
lashings is lashings
found in annex 3.6 2 Total free Space < 8cm
is found in Annex 3.6 or 3.7
or 3.7 3 Optional anti-sliding mats
3 Optional anti-sliding mats

8.9.2.4.
8.9.2.4. Palletized IBC’s Palletized
in combination IBC’s in
with top-over combination
lashing in a curtainwith
sidertop-over lashing
or in an open sided in a
8.9.2.4. Palletized
curtain IBC’s
sider or
trailer (cover/stake body types or tilt trailer).
in
in combination
an open sided with top-over
trailer lashing
(cover/stake in a
body
curtain sider or
types or tilt trailer). in an open sided trailer (cover/stake body
IBC’s are loaded against the headtypes orOne
board. tilt top-over
trailer). lashing should be used for every row of two
IBC’s are loaded against the head board. One top-over lashing should be used for every row of two
IBC’s.
IBC’s.
IBC’s are loaded against the head board. One top-over lashing should be used for every row of two
Extra
IBC’s.friction material friction material should be used in case friction between load and floor is low and
Extra friction
cannot
Extra material
materialfriction
be compensated
friction material
by top-over
friction should be
materiallashing.
should be used
used in case friction
in case betweenload
friction between loadand
andfloor
floorisislow
lowand
andcannot
cannotbebecompensated
compensatedbybytop-over
top-over lashing.
lashing.
1 2
1 2

Guidance for calculation of 1 Lashing straps

required
Guidancenumber of
for calculation of 1 Lashing straps
lashings
requiredisnumber
found inof annex 3.6 2 Optional anti-sliding mats
or 3.7
lashings is found in annex 3.6 Optional anti-sliding mats
2
or 3.7

177 / 206
177 / 206
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 178
178

8.9.2.5. Bags on pallets in combination with top-over lashing in a

8.9.2.5. Bags on pallets in combination
8.9.2.5. Bags withpallets
on top-over lashing in a curtain sidertop-over
or in an open sided in a
curtain sider orinin combination
an open sided with lashing
trailer (cover/stake body
trailer (cover/stake bodycurtain
types or tilt trailer).
sider or in an open sided trailer (cover/stake body
types or tilt trailer).
types or tilt trailer).
One top-over
One top-over lashing
lashing should
should bebe
used forfor
used every rowrow
every of two
of twobags. Optional
bags. Optionalcard board
card edge
board protectors
edge protectors
should
One bebe
should used
top-over to prevent
lashing
used to preventdamage
should of the
be used
damage offorbags.
theeveryExtra
bags.row friction
of two
Extra material
bags.
friction should
Optional
material be be
card
should used
board inedge
used case friction
protectors
in case friction
should be used to prevent damage of the bags. Extra friction
between load and floor is low and cannot be compensated by top-over lashing.
between load and floor is low and cannot be compensated by material
top-over should
lashing.be used in case friction
between load and floor is low and cannot be compensated by top-over lashing.
2
1
2
1

3
3

Guidance for calculation of 1 Lashing straps

Guidance for calculation
of the of Lashing straps
Guidancerequired
for calculating
number required 1
required
lashingsnumber
is foundofin annex 3.6 2 Optional cardboard edge protectors
number
lashings
of lashings Optional cardboard edge protectors
or 3.7 is found in annex 3.6 2
is found
or 3.7 in Annex 3.6 or 3.7 3 Optional anti-sliding mats
3 Optional anti-sliding mats

8.9.2.6. Bags on pallets in combination with form-locked securement

8.9.2.6. Bags on pallets in combination
8.9.2.6. Bags with form-locked securement in an open sided trailer (cover/
in anon pallets
open sidedintrailer
combination with
(cover/stake form-locked
body types orsecurement
tilt trailer).
stake body types or tilt trailer).
in an open sided trailer (cover/stake body types or tilt trailer).
Total free space side by side is less than 8 cm. Otherwise free space should be filled with filler
Total
Total free space
free
material tospace
haveside by side
side
proper by is less
side
form isthan
lockedless 8than
cm. Otherwise free space
8 cm. Otherwise
securement. freeshould
space be filled be
should withfilled
fillerwith
mate-
filler
rial
Attothe
have
material toproper
end have form
a rearproper locked
formtwo
lash with securement.
locked At the
securement.
pallets and two end ashould
lashings rear lash
be with
used.two pallets and two lashings
At
In the
should caseend
be thea rear
used. lashofwith
friction the two
loadpallets
floor inand two lashings
combination should
with be used. of the top-over lashing is not
the pre-tension
Insufficient,
case theanti-sliding
friction of mats
the load floor
under theinpallets
combination
should with the pre-tension of the top-over lashing is not
be considered.
sufficient, anti-sliding mats under the pallets should be considered.
In case the friction of the load floor in combination with the pre-tension of the top-over lashing is
not sufficient, anti-sliding mats under the pallets should be considered.

1
1

3
2
3
2

1 Rear lashing : Pallets + Lashing

1 Rear lashing : Pallets + Lashing
straps
straps
2 Optional anti-sliding mats
2 Optional anti-sliding mats
3 Side boards, strength of at least 0.3
3 Side boards,
of the strength of at least 0.3
payload.
of the payload.
178 / 206
178 / 206
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01_2006_3971_txt_EN.indd 153 11-07-2008 10:10:10

 179

8.9.2.7. with
8.9.2.7. Big bags in combination Big top-over
bags in lashing
combination with
in a curtain top-over
sider or in an lashing
open sidedintrailer
a curtain
sider or in
(cover/stake body types or tilt trailer).an open sided trailer (cover/stake body types or tilt
trailer).
One top-over lashing should be used for every row of two bags. In case the friction of the load floor
in One top-over with
combination lashing
theshould be used
pre-tension for every
of the rowlashing
top-over of two bags.
is not In case theanti-sliding
sufficient, friction of the load
mats floor in
under
combination with the pre-tension of the top-over lashing is not sufficient, anti-sliding mats 179 under the
the pallets should be considered.
pallets should be considered.

8.9.2.7. Big bags in combination with top-over lashing in a curtain

sider or in an open sided trailer (cover/stake body types or tilt
trailer).

One top-over lashing should be used for every row of two bags. In case the friction of the load floor in
combination with the pre-tension of the top-over lashing is not sufficient, anti-sliding mats under the
pallets should be considered.

1 2

Guidance for calculation of 1 Lashing straps

required number of
lashings is found in annex 3.6 2 Optional anti-sliding mats
or 3.7
1 2
Guidance for calculating the required
number
Guidance of lashings
for calculation of 1 Lashing straps
required number of
islashings
found in Annex
is found 3.6 or23.7 Optional anti-sliding mats
in annex 3.6
or 3.7
8.9.2.8. Big bags in combination with form-locked securement in an
8.9.2.8. Big bags in combination with openform-locked
sided trailer (cover/stake
securement bodysided
in an open typestrailer
or tilt trailer).
(cover/stake
body types or tilt trailer).
Total free space side by side is less than 8 cm. Otherwise free space should be filled with filler
material to have proper form locked securement.
Total
At thefreeend
space sidelash
a rear by side
with is less
8.9.2.8.
two than 8 cm.
Big bags
pallets and
inOtherwise
two freewith
combination
lashings shouldspace should be filled
form-locked
be used. with filler
securement mate-
in an
rialIntocase
havethe
proper form locked open sided
securement. trailer (cover/stake body types or tilt trailer).
friction of the load floor in combination with the pre-tension of the top-over lashing is not
sufficient, anti-sliding mats under the pallets should be considered.
At the endTotal free space side by side is less than 8 cm. Otherwise free space
a rear lash with two pallets and two lashings should be used.
material to have proper form locked securement.
should be filled with filler

At the end a rear lash with two pallets and two lashings should be used.
In case theIn friction
case the of the load
friction of the floor in combination
load floor in combination with thepre-tension
with the pre-tension of top-over
of the the top-over
lashinglashing
is not is
sufficient, anti-sliding mats under the pallets should be considered.
not1 sufficient, anti-sliding mats under the pallets should be considered.

1
3

2
1 Rear lashing : Pallets + Lashing straps

2 Optional
1 anti-sliding
Rear mats+ Lashing straps
lashing : Pallets

3 Side
2 boards, strength
Optional of atmats
anti-sliding least 0.3 of the
payloadSide boards, strength of at least 0.3 of the
3
payload

179 / 206
179 / 206
154

01_2006_3971_txt_EN.indd 154 11-07-2008 10:10:18

 180

8.9.2.9. Octabins in a certified curtain sider or in an open sided trailer (cover/stake body types or tilt
8.9.2.9. Octabins in a certified curtain sider or in an open sided 180 trailer
trailer).
(cover/stake body types or tilt trailer).
A full load of 24 octabins is separated in three groups with wooden racks in between. The wooden
A full load of 24 octabins
8.9.2.9. is separated
Octabins ininthree groupscurtain
a certified with wooden
sider racks
or in open
between.
sidedThe wooden
racks assure
racks assurethatthat
thethe
slope lashing
slope staystay
lashing in position. TheThe
in position. top-over lashing
top-over lashingisinstrapped
an over
is strapped antrailer
over empty
an empty
pallet onon
pallet toptop
of of
thethe
octabin (cover/stake
octabintotoprevent
preventdamage
damage
body types
ofofthe or tiltThe
package.
the package.
trailer).
lastlast
The eight octabins
eight areare
octabins grouped
grouped
together
togetherwith
witha horizontal
a horizontallashing.
lashing.**Footnote:
Footnote: This
This type
type of
of cargo securing can only be used in
only be in vehicles
vehi-
withAafull load
side of 24 octabins
protection that canis withstand
separated 30%
in three
of groups
the with wooden
maximum cargo racks in between. The wooden
weight.
cles with a side
racks assureprotection that can
that the slope withstand
lashing 30% of the
stay in position. Themaximum cargo isweight.
top-over lashing strapped over an empty
pallet on top of the octabin to prevent damage of the package. The last eight octabins are grouped
together with 1a horizontal lashing. * Footnote: This
2 type of cargo securing can only be used in vehicles
with a side protection that can withstand 30% of the maximum cargo weight.

1 2

1 Lashing straps

Empty pallet or edge protection

3 1 2 Lashing straps
Wooden rack
Empty pallet or edge protection
3 3 2 3
Wooden rack
3 3

8.9.2.10. Loose drums double-stacked

8.9.2.10. Looseindrums
a container.
double-stacked in a container.
Both layers areare
strapped8.9.2.10.
in in
anan Loose drums
Olympic double-stacked in a container.
Both layers strapped Olympicring
ringformation.
formation.
Sturdy
Bothcardboard sheets or
layers are strapped in equivalent should
an Olympic ring be used to cushion and increase friction between the
formation.
Sturdy cardboard
layers, to prevent
Sturdy sheets
cardboardcargoordamage
sheetsequivalent
and should be be
movement.
or equivalent should used to to
used cushion
cushionand
andincrease
increasefriction betweenthe
friction between the
layers,layers,
to prevent cargocargo
to prevent damage andand
damage movement.
movement.

Equally-sized packages, e.g. "Olympic Ring“ Formation

Equally-sized packages, e.g. "Olympic
(Top view)Ring“ Formation
200L drums, should be tightly (Top view)
200L drums, should be tightly
blockstowed to fill the whole
blockstowed to fill the whole
CTU loading platform, then
CTU loading platform, then
bound
boundtogether
togetherbybyoverlapping
overlapping
securing
securing straps in aring
straps in a ring
formation
formation

180 / 206
180 / 206
155

01_2006_3971_txt_EN.indd 155 11-07-2008 10:10:23

 181

Steel drums, block-stowed and secured with overlapping straps.

181

Steel drums, and

Steel drums, block-stowed block-stowed andoverlapping
secured with secured with overlapping straps.
straps.

Steel drums, double-stacked in a block stow, and secured by tensionable straps which are fixed to the
Steel drums, double-stacked
framework in a block stow, and secured by tensionable straps which are fixed to the
of the container.
framework of the container.

Steel drums, double-stacked in a block stow, and secured by tensionable straps which are fixed to the
framework of the container. Top view

Top view

181 / 206

181 / 206
156

01_2006_3971_txt_EN.indd 156 11-07-2008 10:10:25

 182

Steel drums secured by high strength self-adhesive polymer film, which 182is stuck firmly onto
the inner side-walls of the container. Humidity may lower the security effect.
Steel drums Steel
secured by high
drums strength
secured by highself-adhesive polymer polymer
strength self-adhesive film, which
film,iswhich
stuckisfirmly
stuck onto
firmlythe in-
onto
ner side-walls of the container. Humidity may lower the security effect.
the inner side-walls of the container. Humidity may lower the security effect.
Top view
Top view

8.9.2.11. IBCs double stacked in a container.

8.9.2.11. IBCs double stacked in a container.
8.9.2.11.
IBCs, blocked by horizontally inserted timberIBCs
planks,double
and voidstacked in with
spaces filled a container.
air bags or equivalent
packing material.
IBCs, blocked by horizontally inserted timber planks, and void spaces filled with air bags or equiva-
IBCs, blocked by horizontally inserted timber planks, and void spaces filled with air bags or equivalent
lent packing material.
packing material.

182 / 206

182 / 206

157

01_2006_3971_txt_EN.indd 157 11-07-2008 10:10:28

 183
8.9.2.12. Palletized bags with chemical goods loaded in a container.
8.9.2.12. Palletized bags with chemical goods loaded in a container.
Palletized chemical goods loaded in a container. Double stacking of palletized goods, blocked by
horizontal timber planks, fixed by vertical timber battens.
Palletized chemical goods loaded in a container. Double stacking of palletized goods, blocked
Damage toby horizontal
soft packagestimber planks,
from the fixedequipment
blocking by verticalmay
timber battens. with sturdy cardboard
be prevented
Damage
sheets or similar.
to soft packages from the blocking equipment may be prevented with sturdy
cardboard sheets or similar.

Top view

8.10.  Planning

Cargoes handled in the transport chain represent a high economical value. Therefore it is of great
importance that the transport is performed in such a way that cargo damage is avoided. This has also
an influence on the safety of the persons directly or indirectly involved in the transport chain and
increases the importance of a good performance.

Correct handling of transported products also requires knowledge about packing, loading and
securing of the cargo. A general awareness of the necessity of cargo care is basic for a good
result.

Awareness of good cargo care diminishes the importance and frequency of cargo damages achieving
at the same time, a better work environment and less wear of transport vehicles, cargo units, equip-
ment, etc..

8.10.1.  Choice of route and transport mode.

Transport lead-time and cost have a big influence when choosing route and transport mode in order
for the consignee to get the products delivered as fast and cheap as possible. But the success of the
transport operation depends also whether the consignee gets the right product, right quantity, right
quality and right information to the right place.

158
183 / 206

01_2006_3971_txt_EN.indd 158 11-07-2008 10:10:29

 Therefore when negotiating transport services it is necessary to have full information regarding
transport options and to choose the way the transport is fulfilled and thereby the transport quality
accordingly. Even if a specific mode of transport must be used the choice between different types of
services, e.g. forwarding companies and vehicles, makes that the transport can be performed in bet-
ter or worse conditions.

Reloading is a weak point in the transport chain. Cargo damages often happen directly or indirectly
during loading/reloading at terminals, for instance between different transport modes or between
different CTUs. For this reason it is worth reducing the number of reloading points (hubs) and to
quality assure them where possible.

8.10.2.  Cargo transport planning.

Planning is required to achieve good result when stowing and packing a cargo transport unit
(figure 8.10.2 1). Recurrent as well as occasional shipments should be planned with the aim to
use the cargo transport unit best adapted to the mode of transport and the cargo.

It is also essential that all personnel involved in loading and securing have good education and train-
ing in cargo handling especially regarding the forces acting on the cargo and the cargo transport unit
during the transport. A basic requirement is that adequate equipment and material for loading and
securing of the cargo in question is provided prior to the transport.

Appropriate
handling tools
Correct Appropriate
CTU Correct handling tools
CTU
Good cargo
planning
Good cargo Right personnel for
planning Right personnel
loading for
and securing
loading and securing
Appropriate
securingAppropriate
material Good
securing material Good
knowledge
knowledge

Figure 8.10.2‑1:Necessary
Figure 8.10.2-1:Necessary
Figure elements
elements
8.10.2-1:Necessary forfor
for
elements good
good cargo
cargo
good transport
transport
cargo transport planning
planning
planning

8.10.3.  Choice8.10.3
8.10.3 of cargo Choice
transport
Choice of cargo
unit
of cargo (CTU)transport
transport unitunit (CTU)
(CTU)
When Whena choosing
choosing CTU fora for
aCTU for a particular
particular transport transport a number
a number of factors
of factors havehave to
bebe
to to considered (figure
considered
When choosing a CTU
(figure 8.10.3 1). For a particular
certain transporttransport
operationsa CTUs
number
withofstrong
factors have
walls be considered
like containers or box
8.10.3 1). For certain
(figure 8.10.3 transport
1). For operations CTUs with strong walls like containerscontainers type
or box trailers
type trailers arecertain transport
required. In other operations CTUsorwith
cases semi-trailers swapstrong
bodieswalls
may belike
adequate. or box
are required. In other cases semi-trailers or swap bodies may be adequate.
type trailers are required. In other cases semi-trailers or swap bodies may be adequate.

Transport route and

mode of transport Acting
Transport route and
forces
mode of transport
The cargo’s sensitivity of Acting
temperature forces
The cargo’s sensitivity of Correct cargo
transport unit Possibilities to secure
temperature the cargo on the CTU
Correct cargo
transport unit Possibilities to secure
The cargo’s sensitivity
of humidity the cargo on the CTU
Method of un-
The cargo’s sensitivity The type of and loading
of humidity cargo Method of un-
The type of and loading
Figure Figure
8.10.3‑1: Factors
cargo
8.10.3-1: influencing
Factors influencingthe
the choice
choice ofofCTU
CTU

Figure 8.10.3-1: Factors influencing the choice of CTU 159

8.10.4 Utilisation of the volume and weight capacity of
the cargo transport unit

Utilisation
8.10.4 Transportation ofgreat
involves the costs.
volume and weight
It is therefore capacity
important to utilise of
as much as possible
01_2006_3971_txt_EN.indd 159 the as
the volume cargo
well astransport unitof the CTU. For optimal results it is necessary to
weight capacity 11-07-2008 10:10:30
plan and calculate the loading procedure and to choose a suitable CTU.
 8.10.4 .  Utilisation of the volume and weight capacity of the cargo transport unit

Transportation involves great costs. It is therefore important to utilise as much as possible the
volume as well as weight capacity of the CTU. For optimal results it is necessary to plan and cal-
culate the loading procedure and to choose a suitable CTU.

Prior to packing it is advisable to draw a sketch showing the positions of the different packages in the
unit. With such a cargo plan it will be possible to see if there is space for all the intended pieces of
cargo in the unit, how the cargo should be secured and how the weight will be distributed in the
unit. 8.10.5 CTU Cargo securing manual

8.10.5.  CTU Cargo

If the samesecuring
type ofmanual
cargo is repeatedly loaded on the same type of CTU it could be appropriate
to prepare a cargo securing manual for the manufacturer’s products. Such a manual will contain
If the same type of cargo
standardised is repeatedly
methods loadedand
for loading on the same type
securing of CTU itincould
the products be appropriate
different CTUs, forto different
prepare a modes
cargo securing manual
of transport andfor the manufacturer’s
different products.
routes. The manual Such
shall a manual
also willhow
describe contain stand-should be
the cargo
ardised methods for loading and securing the products in different CTUs, for different
secured by assigning type, strength and number of different securing equipment (figuremodes of 8.10.5
transport 1).
and different routes. The manual shall also describe how the cargo should be secured by
assigning type, strength and number of different securing equipment (figure 8.10.5 1).

Figure 8.10.5‑1: CTU Cargo securing manual

Figure 8.10.5-1: CTU Cargo securing manual
8.10.6.  Requirements from the receiver of the cargo regarding cargo packing.

of a cargoRequirements
8.10.6
For the packing from
the conditions of the the receiver
unloading place have of the
to be cargo As an exam-
considered.
ple two-way pallets loadedregarding
from the rearcargo packing.
can be seriously damaged if they have to be unloaded from
the side (figure 8.10.6 1). It is therefore important to perform the loading as far as possible according
to the requirements of the receiver.
For the packing of a cargo the conditions of the unloading place have to be considered. As an
example two-way pallets loaded from the rear can be seriously damaged if they have to be
160 unloaded from the side (figure 8.10.6 1). It is therefore important to perform the loading as
far as possible according to the requirements of the receiver.

01_2006_3971_txt_EN.indd 160 11-07-2008 10:10:30

 Figure 8.10.6-1: Complications may occur if the requirements of
the receiver are not considered

8.10.7 Inspection of CTUs.

Figure 8.10.6‑1: Complications may occur if the requirements of
Figure 8.10.6-1: Complications may occur if the requirements of
thethe receiver
receiver are
are not
not considered
considered
A cargo unit is submitted to tough wear and tear conditions. Therefore it is of great
importance that the unit is carefully inspected before being used. The inspector must
8.10.7.  Inspection of CTUs.
especially
8.10.7consider the modes
Inspection of transport along the unit’s itinerary towards the final
of CTUs.
destination.
A cargoTheunit following checklist
is submitted to should
tough wear beconditions.
and tear followed: Therefore it is of great importance that
A the
cargo unit
unit is is submitted
carefully inspectedtobefore
tough wear
being andThetear
used. conditions.
inspector Thereforeconsider
must especially it is of
thegreat
modes
importance
1. ofThe that
framework
transport the unit is
along theofunit’s
the unitcarefully inspected
is essential
itinerary towards the before
forfinal being
thedestination. used.
total strength The inspector
and should
The following must
therefore
checklist should be intact
especially
be(figure
followed:consider the modes of transport along the unit’s itinerary towards the final
8.10.7 1). If the framework is twisted, shows cracks or other signs of damage ,
destination. The following checklist should be followed:
1. theTheunitframework
should not beunit
of the used.is essential for the total strength and should therefore be intact (fig-
The8.10.7
1. ure framework of the
1). If the unit is essential
framework for the
is twisted, totalcracks
shows strength and should
or other therefore
signs of damagebe, intact
the unit
(figurenot
should 8.10.7 1). If the framework is twisted, shows cracks or other signs of damage ,
be used.
the unit should not be used.

Figure 8.10.7-1:
Figure 8.10.7‑1:ItItisis important
important totocheck
check
thethe framework
framework of the of
unitthe unit
Figure 8.10.7-1: It is important to check the framework of the unit

2. Walls, floor and roof should be in good condition. Doors, sideboards, canopy and other parts
of the unit must be undamaged and in good working condition. It should also be possible to
2. 2. Walls,
Walls,
safely floorand
floor
close andseal
and roof
roof should
should
the. bebe
It must inin
be good condition.
good
possible Doors,
tocondition.
shut and sideboards,
Doors,
lock canopy
doors sideboards,
and even and other inand other
canopy
secure them
partspositions.
open
parts of of
thethe
possible to
unit
unit
safely
mustinbedoors
Sealing
must
close
beand
undamaged
undamaged
seal the. It
and in good
and ventilation
must
working
andbeopenings must
inpossible
good condition.
working
to shut and
It should
be undamaged
condition.
lock doors
also
(figures
It
and
be 2
8.10.7
should
even
also be
and 8.10.7 3).
possible
securetothem
safely closepositions.
in open and seal Sealing
the. It must
in doorsbe possible to shut
and ventilation and lock
openings mustdoors
be and even
secure them in open positions. Sealing in doors and ventilation openings must be
187 / 206 161
187 / 206

01_2006_3971_txt_EN.indd 161 11-07-2008 10:10:31

 undamaged (figures 8.10.7 2 and 8.10.7 3).

1) Corner fittings
2) Welding in framework and walls
3) Walls, floor and roof
4) Door sealing

Figure 8.10.7‑2: Inspection of a container

Figure 8.10.7-2: Inspection of a container

1) Load platform
2) Sideboards
3) Locking device
4) Support legs
5) Cargo securing device
6) Cover stanchions
7) Cover laths
8) Canopy
9) Canopy seal
188 / 206
Figure 8.10.7-3:
Figure Inspection
8.10.7‑3: of of
Inspection a semi-trailer
a semi-trailer

3. A162 container on international trafic should be affixed with a valid International Convention
for Safe Containers (CSC) safety approval plate (figure 8.10.7 4). The Convention is
published by the International Maritime Organization (IMO). A swap-body may be required
to have a yellow code plate fixed at its side wall, which proves that it has been codified in
conformity
01_2006_3971_txt_EN.indd 162 with the safety rules of European railways. Details are to be found from 11-07-2008 10:10:33
 1) Load platform
2) Sideboards
3) Locking device
4) Support legs
5) Cargo securing device
6) Cover stanchions
7) Cover laths
8) Canopy
9) Canopy seal

Figure 8.10.7-3: Inspection of a semi-trailer

3. A container on international trafic should be affixed with a valid International Convention for
3. A container on international trafic should be affixed with a valid International Convention
Safe Containers (CSC) safety approval plate (figure 8.10.7 4). The Convention is published by
for Safe Containers (CSC) safety approval plate (figure 8.10.7 4). The Convention is
the International
published by Maritime Organization
the International (IMO). A swap-body
Maritime Organization may be required
(IMO). A swap-body to have a yel-
may be required
low code platea yellow
to have fixed atcode
its side
plate wall,
fixed which proves
at its side wall, that it proves
which has been
thatcodified in codified
it has been conformity
in with
conformity with the safety rules of European railways. Details are to be found
the safety rules of European railways. Details are to be found from International Union of Rail- from
International Union of Railways (UIC).
ways (UIC).

Figure
Figure 8.10.7-4:
8.10.7‑4: Safetyapproval
Safety approval plate
plateononcontainer
container

Information on the safety approval plate:

1) Country of approval and certificate number
2) Date of manufacture (month and year) 189 / 206
3) Manufacturer’s identification number
Information on the safety approval plate:
4) Maximum gross weight (kg and lb)
1) Country of approval and certificate number
5) Allowed stacking weight
2) Date (kg (month
of manufacture and and lb)year)
6) Racking test load value (kg and lb)
3) Manufacturer’s identification number
4) Maximum gross weight (kg and lb)
7) Strength of end5) walls. Onlyweight
Allowed stacking if end
(kg and walls
lb) are designed to sustain forces other than 40% of the
6) Racking test load value (kg and lb)
payload. 7) Strength of end walls. Only if end walls are designed to sustain forces other than 40% of the payload.
8) Strength of side8) walls.
Strength ofOnly
side walls.ifOnly
end if endwalls
walls are are designed
designed toother
to sustain forces sustain
than 60% forces other than 60% of the
of the payload.
9) Date for latest in-house condition check (month and year)
payload.
9) Date for latest in-house condition check (month and year)
4. Irrelevant dangerous goods labels and instructions on the cargo unit should be removed or
masked (figure 8.10.7 5).
4. Irrelevant dangerous goods labels and instructions on the cargo unit should be removed or
masked (figure 8.10.7 5).

Figure 8.10.7-5: Remove or mask all irrelevant dangerous goods labels and instructions on
Figure 8.10.7‑5: Remove or mask all unit.
the cargo irrelevant dangerous goods labels
and instructions on the cargo unit.
5. If the unit is to be transported on different modes of transport it must be equipped with
suitable securing devices (figures 8.10.7 6 and 8.10.7 7). 163

190 / 206
01_2006_3971_txt_EN.indd 163 11-07-2008 10:10:35
 5. If the unit is to be transported on different modes of transport it must be equipped with suitable
securing devices (figures 8.10.7 6 and 8.10.7 7).

Figure 8.10.7-6: Corner fittings on a container or a swap body

Figure
Figure 8.10.7‑6:
8.10.7-6: Corner fittings
on aon a container
or aorswap
a swap body
forCorner fittings
securing on truck, container
railway wagon body
or ship
for securing on truck, railway wagon
for securing on truck, railway wagon or shipor ship

Figure
Figure8.10.7‑7: Lashing
8.10.7-7: point
Lashing suitable
point forfor
suitable securing a semi-trailer
securing onboard
a semi-trailer a ship
onboard a ship
Figure 8.10.7-7: Lashing point suitable for securing a semi-trailer onboard a ship
6. 6. AAclosed
closedcargo
cargounit
unitshould
shouldnormally
normallybebeweatherproof.
weatherproof.Previous
Previousrepairs
repairsshould
shouldbebecarefully
carefully
6. A closed cargo
checked. unit
checked.Potential should
Potential normally
points
points be
of leakage
of leakage weatherproof.
may may Previous
be detected
be detected repairs
by observing
by observing should be
if any
if any light carefully
lighta closed
enters enters a
checked. Potential
closed
unit. unit. points of leakage may be detected by observing if any light enters a
closed unit.
7. Check that the inside of the unit is undamaged and that the floor is in good condition.
7. 7.
Check Check
thatthat
thethe
Protruding
inside ofthe
inside
nails, of
theunit
unit is
bolts etc.
is undamaged
which undamaged and
could causeandthat
thatthethe
injury
floor is inisgood
to floor
persons in
condition.
or good
damage
Protrud-
condition.
to the cargo
ing nails,
Protruding boltsbolts
etc. which could could
cause injury
cause to persons or damage or to the cargo should be re-
shouldnails,
be removed. etc. which injury to persons damage to the cargo
moved.
should be removed.
8. Lashing and blocking points inside the unit should be in good condition and well anchored.
Lashing
8. 8. and and
Lashing blocking points
blocking inside
points the unit
inside should
the unit be inbegood
should condition
in good conditionand and
wellwell
anchored.
anchored.
9. The unit should be clean, dry and free from residues and odours from previous cargoes.
9. The unit should be clean, dry and free from residues and odours from previous cargoes.
A folding
9. 10.The unit be
unit should with movable
clean, dry and or free
removable main components
from residues and odours should be correctly
from previous assembled.
cargoes.
10. A folding unit with movable or removable main components should be correctly
Care should be taken to ensure that removable parts not in use are packed and secured inside assembled.
CareAshould
10. folding
the beunit
unit. taken
withto ensure
movable that
or removable
removable parts
main not in use areshould
components packedbe and securedassembled.
correctly inside
the unit.
Care should be taken to ensure that removable parts not in use are packed and secured inside
the unit.

191 / 206
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 8.11.  Acceleration and deceleration forces

ACCELLERATION TO BE CONSIDERED
Total horizontal and vertical accelerations acting at the same time
ah (g) av (g)
Road, forwards 1.0 1 1.0 (1 0.8 according to CEN)
backwards 0.5 1.0
sideways 0.5 2 1.0 (2 +0.2 for unstable goods acc. to CEN)

Rail, forward/backwards 1.0 3

1.0 (3 0.6 for tipping over calculations)
to the side 0.5 0.7 4 (4 0.6 for tipping over calculations)

Sea, forward/backwards Sea area A 0.3 0.5

Sea area B 0.3 0.3
Sea area C 0.4 0.2
Sea, sideways Sea area A 0.5 1.0
Sea area B 0.7 1.0
Sea area C 0.8 1.0
Source: IMO/ILO/UN ECE Guidelines for packing of cargo in Transport units

8.12.  List of abbreviations and acronyms

ADR European Agreement concerning the International Carriage

of Dangerous Goods by Road
CEN European Committee for Standardisation
CTU Cargo Transport Unit
CV
EN European Norm
EU European Union
ILO International Labour Organisation
IMO International Maritime Organisation
ISO International Standard Organisation
LC Lashing Capacity
SHF Standard Hand Force
SNRA Swedish National Road Administration
STF Standard Tension Force
TFK Transport Research Institute of Sweden
TSVFS Trafiksäkerhetsverkets Författningssamling
UN United Nations
UNECE
MSL  Maximum Securing Load
WLL  Working Load Limit

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 8.13.  Literature overview and references
Code of Practice, Safety of Loads on vehicles ISBN 011 552547 5
TFK Handbook 1982:6E,
Loading and Securing Cargo on Load Carriers ISBN 91 869 44 479
Safe packing of cargo transport units, Model Course ISBN 92-801-5116-9
SNRA regulation,
Securing of Cargo on Vehicle During Transport ISSN 1401- 9612
IMO/ILO/UNECE,
Guidelines for packing of cargo transport units (CTUs) ISBN 92-01-1443-3
IMO/ILO/UNECE
Model course 3.18 Safe Packing of Cargo Transport Units
Course ISBN 92-801-5127-4
Working book ISBN 92-801-5116-9
CARGO CARE
Loading and securing of cargo to increase delivery quality ISBN91-972436-5-6
TYA, A Simple Guide on Securing of Cargo
SNRA regulation, TSVFS 1978:9, BOF 10
Föreskrifterom utrustning för säkring av last
SNRA regulation, TSVFS 1978:10, FT 3.15.1
Föreskrifter om säkring av last på fordon under färd
CEN Standards
EN12195 Load restraint assemblies on road vehicles
Part 1: Calculation of lashing forces
Part 2: Web lashings made from man-made fibres
Part 3: Lashing chains
Part 4: Wire lashing ropes
Ladungssicherung auf Fahrzeugen BGI 649
BGL-/BGF-Praxishandbuch Laden und Sichern
VDI 2700  Ladungssicherung auf Straßenfahrzeugen
- Blatt 1: Ladungssicherung auf Straßenfahrzeugen–Ausbildung und Ausbildungsinhalte
- Blatt 2: Ladungssicherung auf Straßenfahrzeugen – Zurrkräfte
- Blatt 3: Ladungssicherung auf Straßenfahrzeugen–Gebrauchsanleitung für Zurrmittel
- Blatt 4: Ladungssicherung auf Straßenfahrzeugen – Lastverteilungsplan
- Blatt 5: Ladungssicherung auf Straßenfahrzeugen–Qualitätsmanagement-Systeme
- Blatt 6: Ladungssicherung auf Straßenfahrzeugen–Zusammenstellung von Stückgütern
- Blatt 7: Ladungssicherung auf Straßenfahrzeugen–Ladungssicherung im Kombinierten
Ladungsverkehr (KLV)
- Blatt 8: Ladungssicherung auf Straßenfahrzeugen–Sicherung von Pkw und leichten
Nutzfahrzeugen auf Autotransportern
- Blatt 9: Ladungssicherung auf Straßenfahrzeugen–Ladungssicherung von Papierrollen
VDI 2700a Ausbildungsnachweis Ladungssicherung
VDI 2703 Ladungssicherung auf Straßenfahrzeugen–Ladungssicherungshilfsmittel

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 8.14.  Training on Cargo Securing

European Legislation

According to Commission Directive 2000/56 EC “safety factors relating to the vehicle, the load and
persons carried” have to be contents of the driver license test for all categories of vehicles. Specifi-
cally, truck drivers’ knowledge on “Safety factors relating to vehicle loading: controlling the load
(stowing and fastening), difficulties with different kinds of load (e.g. liquids, hanging loads, …),
loading and unloading goods and the use of loading equipment (categories C, C+E, C1, C1+E only)”
has to be tested.

According to Directive 2003/59 EC of 15 July 2003 the training for “professional drivers” has to con-
tain (among many other issues):
• ability to load the vehicle with due regard for safety rules and proper vehicle use:
• forces affecting vehicles in motion, use of gearbox ratios according to vehicle load and road profile,
calculation of payload of vehicle or assembly, calculation of total volume, load distribution, conse-
quences of overloading the axle, vehicle stability and centre of gravity, types of packaging and pal-
lets;
• main categories of goods needing securing, clamping and securing techniques, use of securing
straps, checking of securing devices, use of handling equipment, placing and removal of tarpau-
lins.

This general description of contents should be complemented by more detailed information in na-
tional syllabuses, or at least in the syllabuses of the institutions carrying out this training.

Standards

Detailed information on the contents of cargo securing training is described in the German VDI
standard “VDI 2700, Blatt 1” or the “IMO/ILO/UN ECE Guidelines for Packing of Cargo Transport
Units”. The following recommendations are partly based on these standards.

Personnel to be trained
• Truck drivers,
• personnel concerned with loading/unloading of vehicles,
• fleet managers,
• personnel concerned with planning of itinerary, loading and unloading locations,
• enforcement bodies

At least in bigger enterprises it is recommended to have at least one person with a very high qualifi-
cation in cargo securing to support all other staff member in question of cargo securing, or even
giving internal training on cargo securing and to handle difficult problems which cannot be solved
by less trained staff members. In other areas such as dangerous good, waste treatment, working
safety, maintenance of health such functions have been installed by European or national legisla-
tion.

Structure and contents of training

It is recommended to design courses, course types or course elements which consider the needs of
the trained persons or can be combined to fit to these needs. Particularly the contents of all training
measures should take into account
• the function of the trained persons,
• the type of cargo transported,

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 • the types of vehicles used,
• the branch

All training courses or lessons should be started by providing information on the basic issues of
cargo securing:
• legislation on cargo securing, responsibilities and technical rules,
• national and international technical standards for cargo securing,
• other information sources,
• physical principles, weights and forces,
• basic principles and methods of cargo securing and
• restraining material.

As one approach, the following types of cargo and other fields of knowledge may be grouped in a
useful way and distributed on different course types of course elements to be combined to a training
measure fitting the customers’ needs:
• mixed cargo on pallets or similar transportation devices
• standardised cargo containers, e.g. mixed cargo containers, containers on wheels
• self propelled machines (mobile cranes, concrete pumps, refuse lorries, concrete mixers)
• containers and swap bodies
• all cargo directly loaded onto the truck (not palletised load)
• stacked cargo
• all cargo with securing problems deriving from its shape (e.g. drums, rolls, tubes, sacks, etc.)
• wood (whole trees and sheet material)
• oversized cargo (e.g. boats, wood and concrete beams, etc.)
• sheet material (steel sheets, glass, concrete) in vertical, almost vertical and horizontal position
• liquid cargo and quasi-liquid cargo (e.g. powder)
• hanging loads
• animals
• vehicles
• exact calculation methods for cargo securing,
• load distribution plan
• standards for vehicle design, construction and equipment to support vehicle purchase deci-
sions

All training sessions should include an appropriate share of practical training directly referring to its
contents. A share of at least 30% of practical training is recommended.

It is recommended that road side checks are carried out using the same standards which are used for
training for drivers and other staff. Road side checks should be carried out by specifically trained
staff. All members of enforcement bodies concerned with traffic supervision should receive at least
training about the basic issues of cargo securing, as mentioned above. Staff members carrying out
dedicated supervision measures for heavy goods vehicles should be trained as experts also in all the
other fields mentioned above.

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 8.15.  Acknowledgements

01_2006_3971_txt_EN.indd 169
The Commission wishes to thank all involved, and especially the following experts contributing to the elaboration of these guidelines, whose in-depth
knowledge of the subject has been essential to the completion of this document.

Organisation
Last name First name or Address Phone Fax e-mail
Company
Department for Transport Zone 2/01, Great
Minster House, 76
Marsham Street, UK-
SW1P 4DR London
Andersson Peter Mariterm AB P.O Box 74 +46 42 333100 +46 42 333102 peter.andersson@mariterm.se
SE-26321 Höganäs
Arbaiza Alberto Dirección General de Tráfico c/ Josefa Valcárcel, 28 +34 91 3018298 +34 91 3018540 alberto@dgt.es
(DGT) ES-28027 Madrid
Bonnet Géraldine Ministère chargé des DSCR Arche Sud +33 1 40818107 +33 1 45368707 geraldine.bonnet@equipement.gouv.fr
transports–METATTM / FR-92055 La Défense
DSCR
Charalampopoulos George Road Safety and Environment 2 Anastaseos and +30 210 6508000 +30 210 6508088 g.charalampo@yme.gov.gr
Directorate Tsigante Street
EL-101 91 Holargos
Finn Engelbrecht Ruby Road Directorate Niels Juels Gade 13 +45 3341 3485 +45 3315 0848 fer@vd.dk
DK-1059 Copenhagen
K
Hassing Sibrand Directorate General for PoBox 20904 +31 70 3511576 +31 70 3511479 sibrand.hassing@dgg.minvenw.nl
Freight Transport NL-2500 EX The Hague
Jagelcák Juraj University of Žilina / Družstevná 259 +421 907511196 +421 41 5131523 juraj.jagelcak@fpedas.utc.sk
Department of Road and SK-029 42 Bobrov
Urban Transport
Jonckheere Filip CEFIC (European Chemical 4 avenue Edmond van +32 2 676.72.66 +32 2 676.74.32 fjo@cefic.be
Industry Council) Nieuwenhuyse
BE-1160 Brussels
Kolettas Soteris Ministry of Communications 17 Vasileos Pavlou +357 22 807000 +357 22 807099 skolettas@rtd.mcw.gov.cy
CY-1425 Nicosia

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Organisation
Last name First name or Address Phone Fax e-mail

01_2006_3971_txt_EN.indd 170
Company
Kuusk Harri Maanteeamet (Estonian Road Pärnu mnt. 463a +372 611 9304 +372 611 9360 harri.kuusk@mnt.ee
Administration) EE-10916 Tallinn
Kärki Esko Ministry of Transport and P.O. Box 31 +358 9 1602 8558 +358 9 1602 8597 esko.karki@mintc.fi
Communications FI-00023 Government
Linssen Hubert IRU 32-34 avenue de +32 2 743.25.80 +32 2 743.25.99 hubert.linssen@iru.org
(International Road Transport Tervuren / box 37
Union) BE-1040 Bruxelles
Lundqvist Anders Vägverket (Swedish National SE-781 87 Borlänge +46 243 75489 +46 243 75530 anders.lundqvist@vv.se
Road Administration) +46 706320779
Manolatou Eleni Road Safety and Environment 2 Anastaseos and +30 210 6508520 +30 210 6508481 e.manolatou@yme.gov.gr
Directorate Tsigante Street
EL-101 91 Holargos
Martins João DGV–Type Approval av. Da Republica, 16 / +35 12 13 11 48 +35 12 13 11 42 jmartins@dgv.pt
Department PT-1069 055 Lisboa
Nordström Rolf TFK–Transport Research P.O. Box 12667 +46 8 6549729 +46 8 6525498 rn@tfk.se
Institute SE-112 93 Stockholm +46 708 311270
Pompe Julie Société Nationale de 11 route de +352 357214-282 +352-357214-244 julie.pompe@snch.lu
Certification et Luxembourg
d’Homologation LU-5230 Sandweiler
Procházka Miloš Ministry of Transport, Posts Námestie slobody 6 +421 2 52494636 +421 2 52494759 milos.prochazka@telecom.gov.sk
and Telecommunications SK-810 05 Bratislava
Renier Luc DOW Benelux NV 5 Herbert H. Dowweg +31 115674182 +31 115674282 lrenier@dow.com
NL-4542NM Hoek
Rocco Luca Ministero delle Infrastrutture Via G. Caraci, 36 +39 0641586228 +39 0641583253 luca.rocco@infrastrutturetrasporti.it
e dei Trasporti IT-00157 Roma
Rolland Nathalie Ministère chargé des DSCR Arche Sud +33 1 40812950 +33 1 45368707 nathalie.rolland@equipement.gouv.fr
transports–METATTM / FR-92055 La Défense
DSCR
Ruzgus Gintautas Road Administration J. Basanaviciaus g. 36/2 +370 52131361 +370 52131362 gintautas.ruzgus@lra.lt
LT-03109 Vilnius
Schoofs Cyriel Federale Overheidsdienst Résidence Palace +32 2 287.44.85 +32 2 287.44.80 cyriel.schoofs@mobilit.fgov.be
Mobiliteit en Vervoer Wetstraat 155,
BE-1040 Brussels

11-07-2008 10:10:37
 Organisation
Last name First name or Address Phone Fax e-mail

01_2006_3971_txt_EN.indd 171
Company
Siegmann Ernst Otto Bundesministerium für Jasminweg 6, +49 511 8118 384 +49 +49 511 8118 373 +49 ernst-otto.siegmann@nmbg.de
Verkehr, Bau- und DE-30916 Isernhagen 5136/5380 5136 896563
Wohnungswesen
Surmont Charles Commission européenne 200 rue de la Loi, +32 2 295.98.37 +32 2 296.51.96 charles.surmont@ec.europa.eu
Directorate-General for BE-1049 Bruxelles
Energy and Transport
Vaikmaa Siim Maanteeamet (Estonian Road Pärnu mnt. 463a +372 611 9380 +372 611 9362 siim.vaikmaa@mnt.ee
Administration) EE-10916 Tallinn
Vaitužs Zulizs Satiksmes Ministrija 3 Gogola street +371 7028303 +371 7028304 vaituzs@sam.gov.lv
LV-1743 Riga
Van Praet Willy VAT vzw Zilverberklaan 16 BE- +32 15 52.06.82 +32 15 34.39.46 w.vanpraet@pandora.be
2812 Muizen
Verlinden Jos CEFIC (European Chemical 4 avenue Edmond van +32 2 676.73.95 +32 2 676.74.32 jve@cefic.be
Industry Council) Nieuwenhuyse
BE-1160 Brussels
Wiltzius Marc Hein Transports sa B.P. 74 +352 26 6621 +352 26 662800 m.wiltzius@heingroup.lu
LU-5501 Remich
Winkelbauer Martin Austrian Road Safety Board / Ölzeltgasse 3, +43 1 717 70 112 +43 1 717 70 9 martin.winkelbauer@kfv.at
Dept for Driver Education AT-1030 Vienna
and Vehicle Technology

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 European Commission

Cargo securing for road transport – European best practice guidelines

Luxembourg: Office for Official Publications of the European Communities

2008 — 171 pp. — 21 x 29.7 cm

ISBN 92-79-03382-4

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