Episode 32: Load securing with Code XL superstructures

The Code XL body, the magic word in load securing. Quite a few shippers and drivers are of the opinion that now only loading and no more securing is required.

This is only partly true. The wise answer is: “It depends”. On what?

The requirements

These forces must be tested and verified either statically or dynamically as part of road tests. The structure may deform elastically up to 300 mm. A permanent deformation of a maximum of 20 mm is permissible, provided the function is not impaired.

The latest edition explicitly states that the verified forces may also be used for calculating load securing. This was not the case in previous editions, although most shippers have kept it that way.

Proof of this test is usually provided in the form of a certificate, in which the manufacturer also sets out the boundary conditions under which the body can be used for load securing. It is also stipulated that the body must be inspected annually by experts for suitability. The certificate also states the technical payload and the chassis number to which it relates.

Most manufacturers describe the following boundary conditions for load securing via the body in their certificates:

  • Form-fit loading/stowing starting at the front wall
  • Load width 2.40 m
  • Maximum distance to the rear portal 15 cm
  • Coefficient of friction of the loading surface of at least μ=0.3

Labeling obligation

The standard obliges manufacturers to mark their vehicles with a label that provides the shipper/driver with the most important information about body strength.

The figures are manufacturer-specific and body-related.

Unfortunately, some manufacturers do not implement this in a compliant manner, but design it differently and do not install it in the recommended place. Irrespective of the manufacturer’s labeling obligation, the shipper should ensure that the driver has the certificate to hand.

The certificate usually also contains a Solomonic note from the manufacturer stating that additional securing measures must be taken in accordance with VDI-2700ff “Load securing on road vehicles” in the event of deviating conditions.

In practice, however, it is often unclear how the boundary conditions should be implemented. This is usually because the load does not fit on the vehicle as well as some people would like. Causes can be:

  • The load units do not correspond to the Euro dimensions and are too long, too short, too wide or too narrow
  • The load units are too heavy and the payload is exhausted, but the truck is not fully loaded
  • Load distribution causes problems
  • The loading units are unstable (e.g. big bags or octabins)


Due to the load distribution, the load must be placed towards the rear. An upright Euro pallet was installed as a spacer. It acts like a can opener.

This is the result of an unsuitable spacer. The bulkhead was pushed out forwards during braking.

This is what the body looks like when the load has moved. It lies on the right in the tarpaulin and bends the upper roof beams. This can be seen particularly clearly on the left-hand roof rack.

If loaded incorrectly, the bulkhead cannot hold the load either.
(Source: KLSK; Photo-of-the-Month 2016-03)

As soon as the load width falls below 2.40 m, the load must be secured.

Whether simple lashing down is sufficient in this case is questionable. No anti-slip mats were used and the belt runs over the unstable loading flap of the pallet cage.


If there are significant incidents (e.g. due to damage to the body) with the load securing, the shipper is required to provide evidence of how he has assessed the body and what conclusions he has drawn from this.

You should never rely on statements from drivers such as “it will hold”. In critical cases, rejecting the load is the safest decision.

The next issue of the LaSi blog will describe types of cargo that are likely to cause problems and what measures can be taken.

Yours, Sigurd Ehringer

Rothschenk assortment

4 good reasons for Rothschenk


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