Episode 65 Errors when securing IBCs – Best practice

In today’s article, I would like to address the topic of IBCs, as this type of packaging also has its own special problems that need to be taken into account during transportation.

Most people know what an IBC looks like in principle. It is a plastic container in a metal housing, the base of which is designed as a load carrier. There are just as many shapes for the metal grid as there are for the load carrier.

The right variant can be selected depending on the purpose for which it is used.
The most common filling volumes are 300, 600, 800 and 1000 liters. The basic dimensions also vary.

This table only shows the standard dimensions.

There may be others depending on the application.

The load carrier becomes a problem load when it has to be stowed and secured on or in a means of transport. The dimensions (LxW) show that they are based on the Euro dimension and can therefore be stowed relatively easily on a truck with a loading width of 2.45m.

But what if the truck or the loading row is not completely full? What to do if a container needs to be stowed and there are gaps? Solutions are needed for this.

A common method used to secure IBCs is lashing them down. Unfortunately, this solution is only morally correct, but not practically. The pictures show how the IBC deforms when it is lashed down. This starts at a pre-tensioning force of approx. 100daN. Experience shows that the shipper stops tensioning when he sees that the frame is bending.

It can already be seen from the example that it makes a difference whether the individual IBC is positioned lengthways or crossways on the loading area, because this changes the angle.

In my considerations, I still use the former K-factor from the VDI guidelines, although it has been abolished and replaced by the safety coefficient in the DIN-EN. In the actual loading situation, nobody knows the exact value of either the K-factor or the coefficient of friction on the loading surface.

The safety factor is merely a factor that mathematically increases the securing force on the assumption that it would be sufficient. One uncertainty has been replaced by another uncertainty. The responsible shipper is required to put together a safety package that contains sufficient buffers to cushion the uncertainties.

Every housewife knows not to sew too tightly.

It is easy to see that too little of the pre-tensioning force remains for the tie-down lashing method to be effective. The only way out would be to place the IBC on anti-slip mats and hold it down to prevent it from moving. Now the pre-tensioning force of 100daN would be sufficient, because the required securing force is provided by the increased frictional force of the anti-slip mats.

The much more effective method is to recommend positive locking and thus securing through the vehicle body. The body must be verified in accordance with Code XL and be technically sound. This means no damaged stanchions or insertion slats.

As the above explanations show, the “problem load” IBC can be secured quite sensibly and reliably with comparatively little effort. Only a few considerations are necessary before the truck or container is in the yard and time is of the essence.

As always, my descriptions are only intended to outline the topic, not to cover it exhaustively. If you familiarize yourself with the task, you may find solutions that are simpler and better. Simply doing nothing increases the general risk during the transportation phase for all involved and this should be avoided at all costs.

Get to work!

Yours, Sigurd Ehringer