Frequently asked questions and answers
Form-fitting LaSi means that the load is stowed without any gaps and is in direct contact with the vehicle body. However, this requires a sufficiently stable vehicle body
An overloaded container is a problem. If there are too many containers with the wrong weight on a ship, it can quickly end in disaster. Therefore, the actual weight of a container, consisting of cargo + packaging + securing equipment + tare weight, must be determined. The World Shipping Council stated: “The responsibility for recording and documenting the verified gross weight of a packed container lies with the shipper.”
Liability is thus clearly regulated. So what needs to be considered in detail? Our technical article provides you with all the information you need: “Episode 18: Verified gross weight – containers “This clearly regulates liability. So what needs to be considered in detail? Our technical article provides you with all the information you need:“Episode 18: Verified gross weight – containers“
- Form-fitting LaSi means that the load is stowed without any gaps and is in direct contact with the vehicle body. However, this requires a sufficiently stable vehicle body
- Force-locking LaSi means that the load is pressed onto the loading surface by lashing it down. Pressing increases the frictional force. This in turn secures against slipping. Ultimately, the lashing equipment does not directly secure the load, but increases and maintains the frictional force. The frictional force secures the load.
In principle, vehicles must comply with the technical regulations (TÜV) and be both safe to operate and roadworthy. This also applies to load-bearing components such as the vehicle frame, the loading area or the front or side walls of a truck. Possible reasons for the rejection of a truck can be:
- Massive damage/deformation to the frame of the cargo bed
- Rusted through perforated strip
- Damage to the tractor unit, e.g. lighting
- Damage/cracks on the tires
- Worn tires
- structurally impermissible modifications to the body frame
- Defects on the dropside e.g. defective dropside hinges
- Cracks on the frame of the superstructure
You can find documentation with pictures and specific case studies in our detailed technical article:“Episode 30: Damage to the truck – when should you refuse a load?“
It is not uncommon for accidents to lead to changes in legislation. After all, it is not least such damage that provides insights for considerations such as how to avoid damage or the complete loss of container ships in the future.
This is reflected in the standards and regulations of the leading institutions:
- IMDG Code
- EMS code
- SOLAS (International Convention for the Life at Sea)
- IMO (International Maritime Organization)
- MSC.1/Circ. 1475 June 9, 2014
The exact meaning of the above is explained by specialist author Sigurd Ehringer in our blog: “Episode 17: Accidents and the conclusions to be drawn about cargo and stowage”
A distinction must be made here as to whether it is a temperature-controlled container (reefer) or a standard sea container. Reefer containers do not have lashing eyes on the floor or ceiling; the following securing equipment can be used here.
- Screw-in lashing point (this can be attached to any rail on the floor, allowing lashing straps to be used for restraint).
- Tygart System (This is an oversized adhesive tape. This is stuck to the container wall at any height, 2 on each side, and sealed in front of the goods. This is done by tensioning the side straps, which in turn are glued together with a top adhesive tape. The length of the side tapes must not be less than 150 cm.
- Dunnage bags in all variations
- S.A.M. System
The following systems can be used with standard containers.
- Prefabricated lashing systems
- Loose belt (bagged goods)
- dunnage bags
- S.A.M.
- Container tarpaulin
- Wood paneling
Attention must be paid to how stable the goods to be shipped are.
Unsecured loads always pose a danger to all road users. The goods must therefore be appropriately secured with load securing equipment to prevent them from being thrown out to the side and/or damaged and/or endangering passers-by.
Friction force can be increased by using anti-slip mats on the floor and dunnage bags/dunnage pads. Anti-slip mats increase the friction between the pallet and the loading surface. Dunnage bags fill existing dunnage gaps with a form-fit. In the latter case, the load is pressed against the wall on the right and left, thereby increasing the friction between the wall and the goods.
Safe loading includes the provision of a suitable vehicle as an obligation of the carrier. This must be capable of transporting the goods safely during normal transportation in accordance with the contract (even in extreme situations), taking into account the prescribed dimensions, weights and axle loads.
Once a belt has reached the so-called discard point, it must be disposed of. Further use is no longer permitted. Further details on the discard maturity of a lashing strap can be found in our FAQ section “What are the criteria for discard maturity of lashing straps?” below.
The operational safety of a vehicle is not only the responsibility of the driver, but also of the shipper and his supervisor. How can shipper obligations be observed in a legally compliant manner? What influences should be taken into account? What information must the shipper provide?
Read the entire technical article with pictures and practical examples in our LaSi blog.
Yes, the goods must always be properly secured. Inexpensive but very efficient load securing equipment is also available for vans.
CSC label (Convention for Safe Containers) is a set of rules designed to ensure that containers are manufactured, tested and repaired worldwide according to uniform criteria. This also includes a regular inspection and documentation of this on the container’s CSC sticker. But what does it say in detail? And what criteria must a container meet?
Read the entire technical article with pictures and practical examples in our LaSi blog.
Both abbreviations are described in the CTU Code 2015. MSL stands for “Maximum Securing Load” or maximum securing load and LC for “Lashing Capacity” or lashing capacity.
The MSL corresponds to the LC. The abbreviation MSL is mostly used in maritime transport, the abbreviation LC is more commonly used for land transportation.
The abbreviations stand for load values on securing equipment which must not be exceeded when used for load securing. The breaking load, i.e. the load at which the load securing equipment fails, is the basis for the two specifications. The CTU code defines exactly when the MSL/LC is reached in proportion to the breaking force. This includes a safety factor of approx. 33-75% (depending on the lashing equipment).
A more detailed list and exact values can be found in our technical article: “Episode 26: MSL and LC – Abbreviations with meaning”
You can recognize the owner of the container, its registration number or the type designation, i.e. the design. But there are even more details in the lettering. Everyone has seen them: The many numbers and symbols on the container doors. But what do they actually mean? Do you know them all?
This is not yet a problem during loading: the goods, e.g. loose cardboard packaging stacked in a sea freight container, are still in place. But during transportation by truck, rail and container ship, the cargo slips and endangers personnel when the container is opened in the destination country. Why? The goods press unnoticed against the container doors before they are opened and when the bar lock is operated, they spring open uncontrollably.
TIP: Our [R] Full Saftey was developed to prevent stress on the doors. The fall-out protection is available as a tarpaulin and even as a stowage cushion system.
Positive locking on trucks is usually achieved by placing the goods against the end wall. The decisive factor is therefore how much force the body can absorb, e.g. in the event of emergency braking. In the European standard: “Load securing on road vehicles – Bodies on commercial vehicles – Minimum requirements; German version EN 12642:2016” – or EN-12642 Code XL for short, both the “L” and the “Code XL” bodies are defined.
Furthermore, the coefficient of sliding friction can be positively changed by using anti-slip mats. But even simple measures such as sweeping the loading area have an influence on the coefficient of friction between the pallet and the truck bed.
Positive locking of the load units, i.e. placing the load with as few gaps as possible or by filling the dunnage bags, for example, is also very important. Using case studies, we explain the various aspects and possibilities in practice in our blog article.
This term refers to the EU Council Directive 92/106/EEC of 07.12.1992 on the establishment of common rules for certain types of combined transport of goods between Member States.
According to this definition, the container must cross the national border, otherwise its use would not be permitted. The gross weight must also be taken into account, as it is not possible to make a blanket assumption of 44 tons. Details on the individual specifications and factors to be considered, such as payload, payload and container weights, can be found in our blog article:
STF stands for pre-tensioning force, LC stands for lashing capacity. It is important to distinguish which backup method is used. This is because the pretensioning force (STF) and the existing coefficients of friction between the load and the loading surface are important for non-positive securing methods. With positive-locking variants, on the other hand, the lashing capacity (LC) is the decisive factor.
We reveal more subtleties in our load securing article: “Episode 28: STF pre-tensioning force and LC lashing capacity”
The technical regulation of a truck body can be found in the standard: Load securing on road vehicles – “Bodies on commercial vehicles – Minimum requirements; German version EN12642:2016”. To assess the load-bearing capacity of the floor, DIN EN 283 “Swap bodies – Testing” must also be consulted.
In addition, relevant information can also be found on the manufacturer’s markings, which are usually located on the rear portal or the inside of the door. In “DGUV 70 Vehicles”, Section 37 “Loading and unloading” states: (2) When loading and unloading vehicles, it must be ensured that they cannot roll away, tip over or overturn. It is therefore also important to note whether the tractor unit is still coupled, or whether parking supports are extended and perhaps even an additional safety block must be positioned under the kingpin.
The coefficient of friction in load securing for trucks plays a major role in choosing the right load securing equipment. It determines the load weight to be secured. What role does a clean loading area play in this? How do I get my shippers to comply with the basic rules?
Read the entire technical article with pictures and practical examples in our LaSi blog.
The European standard EN-12642 “Load securing on road vehicles – Superstructures on commercial vehicles – Minimum requirements” defines the forces that superstructures must be able to absorb.
No matter how the technical structure was set up:
- the front wall can withstand a force corresponding to 50% of the technical payload over its entire width and up to ¾ of its height
- the lateral structure must hold 40%
- the rear portal 30%
The elastic deformation is also recorded in it. This means that the structure may bend a maximum of 300 mm, of which a maximum of 20 mm may remain permanently, provided that the function is not restricted.
The manufacturers provide specific, body-related data on each vehicle. As these are not uniformly designed, particular attention must be paid here before loading.
In our LaSi blog: “Episode 32: Load securing with Code XL superstructures”, we have compiled some case studies for you to use as a guide.
Pointed hooks (with safety catch) are inserted into the container eyelets, to which vertically adjustable straps are sewn. Depending on the load, a different number of horizontal straps are attached to them, which are locked in front of the goods (with a belt buckle) to keep them away from the container doors.
Reefer containers are refrigerated containers for the transportation of goods that are to be transported at a defined temperature. The refrigeration unit is now installed directly in the container instead of via the means of transport, so that a self-sufficient system is available.
The interior of the container is fitted with smooth aluminum walls. So-called aluminum gratings are installed lengthwise on the floor, rails that serve to circulate air and also offer the option of using additional reefer points (fastening hooks).
When loading, ensure that there is sufficient air circulation. For this purpose, markings are attached to the walls that define the maximum stowage height. When using load securing equipment such as dunnage bags, care must be taken to ensure that the internal pressure changes with temperature fluctuations. There are also special load securing devices such as the S.A.M. Restraint systemthat was specially developed for temperature-controlled transportation.
Force-locking load securing means that the goods and the securing equipment have as much contact surface as possible. One example would be a load unit made of cardboard packaging on a Euro pallet, which is secured with dunnage bags.
- Damage may be max. 10% of the cross-section (width and material thickness!)
- there is excessive wear, e.g. due to abrasion
- has damaged seams or has been improperly repaired
- Rust due to improper storage
- Deformation due to improper handling (e.g. tightening the ratchet with an extension)
- the webbing has been overstretched, e.g. also by using a lever extension
It must therefore be decided on a case-by-case basis when a belt is ready to be discarded. You will find illustrated help with case studies in the detailed blog post: “Episode 29: Discard readiness of lashing straps – the criteria”.
– organizational
Recourse claims may arise as a result of damage, missed time slots or unfulfilled contract components. Several contractual partners are often involved in a shipment and, for example, a delay (truck arrives too late) puts the subsequent service providers in default. This can result in penalties, waiting time or additional equipment, which is then charged for. It is therefore advisable to clarify a few points before loading.
In addition to a precise definition of the transport order, a responsible person must also be named. Loading instructions and calculations must also be drawn up in advance, and a log and/or photo documentation with incoming and outgoing inspections provides additional security in the event of subsequent queries.
You can find a detailed list under: Technical article: “Episode 24: Avoiding recourse claims”
Bay lashing
Bay lashing is a method that is also known as loop lashing and, like many aspects of load securing, comes from the maritime industry. A sling is placed around the load and the ends of the sling are attached to the means of transportation.
As with head lashing, the LC of the straps and the lashing eyes is crucial.
Head flashing
Head flashing is an excellent method of securing a load to the rear. The upright pallets form a surface for better force transmission and hold the belts in position. In the example on the right, an approximate securing force of 8,000daN can be assumed without taking the exact angles and friction into account.
However, the lashing angles must always be less than 45º in order to achieve the highest possible form-fit proportion of the securing force.
Read the entire technical article with pictures and practical examples in our LaSi blog.
In brief: Anti-slip mats increase the coefficient of friction between two contact surfaces, e.g. loading area and Euro pallet. Due to the combination of rubber/wooden loading floor, the coefficient of friction is significantly higher than with a material pairing, e.g. wooden pallet to wooden loading floor. This means that less lashing equipment is required to secure the same load weight.
- Diagonal lashing
- The belts are attached to all four corners of the load and lashed diagonally, usually crosswise. The lashing angles play a decisive role here
- Lashing down
- The lashing strap is placed over the goods and pressed to the floor by tensioning. This requires a relatively large amount of lashing equipment, which can be reduced by using anti-crush mats (increased friction coefficient).
- Head flashing with palette
- Here, a pallet is placed in front of the goods in the direction of travel, i.e. at the front, and the belt is passed through, thus creating an “artificial end wall”. The center of gravity of the goods must always be below the lashing equipment.
- Head flashing with retaining strap
- With this variant, instead of a pallet, a retaining strap is guided over the goods, which fixes the height of the front strap. A lashing calculator assists with the correct lashing angles.
- Bay lashing
- It serves as a kind of “dropside replacement” and is designed as a side sling lashing. In this case, the bay lashing is almost ineffective in the direction of travel, so that a positive fit, e.g. on the front wall of the body, must be used.
In our technical article: Episode 25: What types of lashing are there for load securing? you will find the different types of lashing, each as a picture with a detailed explanation.
At least two people are always responsible for securing the load, usually the forklift driver and the loader. The forklift driver may only move the goods when they are properly secured. But in the legal sense, the circle of those responsible is often even larger: responsibility often extends to:
- Carrier
- Driver
- Freight forwarder (self-entry)
- Client
However, there are also many duties of the individual responsible parties. We list these in detail in our detailed technical article on the topic: “Episode 4: Who is responsible for load securing”
Dimensions, internal dimensions, the construction of a container and therefore its load-bearing capacity can differ significantly. What damage makes a container no longer safe to use? What is a “twist lock”? Find out all about containers in our specialist article:
When a container is delivered, an incoming inspection is actually mandatory. Is the container damaged? Are there any deformations or damage to the container floor? When was the last CTU Code 2015 inspection carried out? A number of parameters must be checked before loading.
The aim: the goods must be distributed as evenly as possible in the container. There are various options for this, depending on the goods to be secured in the overseas container.
- Form-fitting LaSi means that the load is stowed without any gaps and is in direct contact with the vehicle body. However, this requires a sufficiently stable vehicle body
- Force-locking LaSi means that the load is pressed onto the loading surface by lashing it down. Pressing increases the frictional force. This in turn secures against slipping. Ultimately, the lashing equipment does not directly secure the load, but increases and maintains the frictional force. The frictional force secures the load.
Form-fitting LaSi means that the load is stowed without any gaps and is in direct contact with the vehicle body. However, this requires a sufficiently stable vehicle body
An overloaded container is a problem. If there are too many containers with the wrong weight on a ship, it can quickly end in disaster. Therefore, the actual weight of a container, consisting of cargo + packaging + securing equipment + tare weight, must be determined. The World Shipping Council stated: “The responsibility for recording and documenting the verified gross weight of a packed container lies with the shipper.”
Liability is thus clearly regulated. So what needs to be considered in detail? Our technical article provides you with all the information you need: “Episode 18: Verified gross weight – containers “This clearly regulates liability. So what needs to be considered in detail? Our technical article provides you with all the information you need:“Episode 18: Verified gross weight – containers“
Friction force can be increased by using anti-slip mats on the floor and dunnage bags/dunnage pads. Anti-slip mats increase the friction between the pallet and the loading surface. Dunnage bags fill existing dunnage gaps with a form-fit. In the latter case, the load is pressed against the wall on the right and left, thereby increasing the friction between the wall and the goods.
Unsecured loads always pose a danger to all road users. The goods must therefore be appropriately secured with load securing equipment to prevent them from being thrown out to the side and/or damaged and/or endangering passers-by.
Positive locking on trucks is usually achieved by placing the goods against the end wall. The decisive factor is therefore how much force the body can absorb, e.g. in the event of emergency braking. In the European standard: “Load securing on road vehicles – Bodies on commercial vehicles – Minimum requirements; German version EN 12642:2016” – or EN-12642 Code XL for short, both the “L” and the “Code XL” bodies are defined.
Furthermore, the coefficient of sliding friction can be positively changed by using anti-slip mats. But even simple measures such as sweeping the loading area have an influence on the coefficient of friction between the pallet and the truck bed.
Positive locking of the load units, i.e. placing the load with as few gaps as possible or by filling the dunnage bags, for example, is also very important. Using case studies, we explain the various aspects and possibilities in practice in our blog article.
The coefficient of friction in load securing for trucks plays a major role in choosing the right load securing equipment. It determines the load weight to be secured. What role does a clean loading area play in this? How do I get my shippers to comply with the basic rules?
Read the entire technical article with pictures and practical examples in our LaSi blog.
Force-locking load securing means that the goods and the securing equipment have as much contact surface as possible. An example would be a load unit made of cardboard packaging on a Euro pallet, which is secured with dunnage bags.
Bay lashing
Bay lashing is a method that is also known as loop lashing and, like many aspects of load securing, comes from the maritime industry. A sling is placed around the load and the ends of the sling are attached to the means of transportation.
As with head lashing, the LC of the straps and the lashing eyes is crucial.
Head flashing
Head flashing is an excellent method of securing a load to the rear. The upright pallets form a surface for better force transmission and hold the belts in position. In the example on the right, an approximate securing force of 8,000daN can be assumed without taking the exact angles and friction into account.
However, the lashing angles must always be less than 45º in order to achieve the highest possible form-fit proportion of the securing force.
Read the entire technical article with pictures and practical examples in our LaSi blog.
- Diagonal lashing
- The straps are attached to all four corners of the load and lashed diagonally, usually crosswise. The lashing angles play a decisive role here
- Lashing down
- The lashing strap is placed over the goods and pressed to the floor by tensioning. This requires a relatively large amount of lashing equipment, which can be reduced by using anti-crush mats (increased friction coefficient).
- Head flashing with palette
- Here, a pallet is placed in front of the goods in the direction of travel, i.e. at the front, and the belt is passed through, thus creating an “artificial end wall”. The center of gravity of the goods must always be below the lashing equipment.
- Head flashing with retaining strap
- With this variant, instead of a pallet, a retaining strap is guided over the goods, which fixes the height of the front strap. A lashing calculator assists with the correct lashing angles.
- Bay lashing
- It serves as a kind of “dropside replacement” and is designed as a side sling lashing. In this case, the bay lashing is almost ineffective in the direction of travel, so that a positive fit, e.g. on the front wall of the body, must be used.
In our technical article: Episode 25: What types of lashing are there for load securing? you will find the different types of lashing, each as a picture with a detailed explanation.
It is not uncommon for accidents to lead to changes in legislation. After all, it is not least such damage that provides insights for considerations such as how to avoid damage or the complete loss of container ships in the future.
This is reflected in the standards and regulations of the leading institutions:
- IMDG Code
- EMS code
- SOLAS (International Convention for the Life at Sea)
- IMO (International Maritime Organization)
- MSC.1/Circ. 1475 June 9, 2014
The exact meaning of the above is explained by specialist author Sigurd Ehringer in our blog: “Episode 17: Accidents and the conclusions to be drawn about cargo and stowage”
A distinction must be made here as to whether it is a temperature-controlled container (reefer) or a standard sea container. Reefer containers do not have lashing eyes on the floor or ceiling; the following securing equipment can be used here.
- Screw-in lashing point (this can be attached to any rail on the floor, allowing lashing straps to be used for restraint).
- Tygart System (This is an oversized adhesive tape. This is stuck to the container wall at any height, 2 on each side, and sealed in front of the goods. This is done by tensioning the side straps, which in turn are glued together with a top adhesive tape. The length of the side tapes must not be less than 150 cm.
- Dunnage bags in all variations
- S.A.M. System
The following systems can be used with standard containers.
- Prefabricated lashing systems
- Loose belt (bagged goods)
- dunnage bags
- S.A.M.
- Container tarpaulin
- Wood paneling
Attention must be paid to how stable the goods to be shipped are.
CSC label (Convention for Safe Containers) is a set of rules designed to ensure that containers are manufactured, tested and repaired worldwide according to uniform criteria. This also includes a regular inspection and documentation of this on the container’s CSC sticker. But what does it say in detail? And what criteria must a container meet?
Read the entire technical article with pictures and practical examples in our LaSi blog.
This is not yet a problem during loading: the goods, e.g. loose cardboard packaging stacked in a sea freight container, are still in place. But during transportation by truck, rail and container ship, the cargo slips and endangers personnel when the container is opened in the destination country. Why? The goods press unnoticed against the container doors before they are opened and they spring open uncontrollably when the rod lock is operated.
TIP: Our [R] Full Saftey was developed to prevent stress on the doors. The fall-out protection is available as a tarpaulin and even as a stowage cushion system.
Reefer containers are refrigerated containers for the transportation of goods that are to be transported at a defined temperature. The refrigeration unit is now installed directly in the container instead of via the means of transport, so that a self-sufficient system is available.
The interior of the container is fitted with smooth aluminum walls. So-called aluminum gratings are installed lengthwise on the floor, rails that serve to circulate air and also offer the option of using additional reefer points (fastening hooks).
When loading, ensure that there is sufficient air circulation. For this purpose, markings are attached to the walls that define the maximum stowage height. When using load securing equipment such as dunnage bags, care must be taken to ensure that the internal pressure changes with temperature fluctuations. There are also special load securing devices such as the S.A.M. Restraint systemthat was specially developed for temperature-controlled transportation.
Dimensions, internal dimensions, the construction of a container and therefore its load-bearing capacity can differ significantly. What damage makes a container no longer safe to use? What is a “twist lock”? Find out all about containers in our specialist article:
When a container is delivered, an incoming goods inspection is actually mandatory. Is the container damaged? Are there any deformations or damage to the container floor? When was the last CTU Code 2015 inspection carried out? A number of parameters must be checked before loading.
A distinction must be made here as to whether it is a temperature-controlled container (reefer) or a standard sea container. Reefer containers do not have lashing eyes on the floor or ceiling; the following securing equipment can be used here.
- Screw-in lashing point (this can be attached to any rail on the floor, allowing lashing straps to be used for restraint).
- Tygart System (This is an oversized adhesive tape. This is stuck to the container wall at any height, 2 on each side, and sealed in front of the goods. This is done by tensioning the side straps, which in turn are glued together with a top adhesive tape. The length of the side tapes must not be less than 150 cm.
- Dunnage bags in all variations
- S.A.M. System
The following systems can be used with standard containers.
- Prefabricated lashing systems
- Loose belt (bagged goods)
- dunnage bags
- S.A.M.
- Container tarpaulin
- Wood paneling
Attention must be paid to how stable the goods to be shipped are.
Pointed hooks (with safety catch) are inserted into the container eyelets, to which vertically adjustable straps are sewn. Depending on the load, a different number of horizontal straps are attached to them, which are locked in front of the goods (with a belt buckle) to keep them away from the container doors.
In brief: Anti-slip mats increase the coefficient of friction between two contact surfaces, e.g. loading area and Euro pallet. Due to the combination of rubber/wooden loading floor, the coefficient of friction is significantly higher than with a material pairing, e.g. wooden pallet to wooden loading floor. This means that less lashing equipment is required to secure the same load weight.
In principle, vehicles must comply with the technical regulations (TÜV) and be both safe to operate and roadworthy. This also applies to load-bearing components such as the vehicle frame, the loading area or the front or side walls of a truck. Possible reasons for the rejection of a truck can be:
- Massive damage/deformation to the frame of the cargo bed
- Rusted through perforated strip
- Damage to the tractor unit, e.g. lighting
- Damage/cracks on the tires
- Worn tires
- structurally impermissible modifications to the body frame
- Defects on the dropside e.g. defective dropside hinges
- Cracks on the frame of the superstructure
You can find documentation with pictures and specific case studies in our detailed technical article:“Episode 30: Damage to the truck – when should you refuse a load?“
The technical regulation of a truck body can be found in the standard: Load securing on road vehicles – “Bodies on commercial vehicles – Minimum requirements; German version EN12642:2016”. To assess the load-bearing capacity of the floor, DIN EN 283 “Swap bodies – Testing” must also be consulted.
In addition, relevant information can also be found on the manufacturer’s markings, which are usually located on the rear portal or the inside of the door. In “DGUV 70 Vehicles”, Section 37 “Loading and unloading” states: (2) When loading and unloading vehicles, it must be ensured that they cannot roll away, tip over or overturn. It is therefore also important to note whether the tractor unit is still coupled, or whether parking supports are extended and perhaps even an additional safety block must be positioned under the kingpin.
The European standard EN-12642 “Load securing on road vehicles – Superstructures on commercial vehicles – Minimum requirements” defines the forces that superstructures must be able to absorb.
No matter how the technical structure was set up:
- the front wall can withstand a force corresponding to 50% of the technical payload over its entire width and up to ¾ of its height
- the lateral structure must hold 40%
- the rear portal 30%
The elastic deformation is also recorded in it. This means that the structure may bend a maximum of 300 mm, of which a maximum of 20 mm may remain permanently, provided that the function is not restricted.
The manufacturers provide specific, body-related data on each vehicle. As these are not uniformly designed, particular attention must be paid here before loading.
In our LaSi blog: “Episode 32: Load securing with Code XL superstructures”, we have compiled some case studies for you to use as a guide.
Form-fitting LaSi means that the load is stowed without any gaps and is in direct contact with the vehicle body. However, this requires a sufficiently stable vehicle body
An overloaded container is a problem. If there are too many containers with the wrong weight on a ship, it can quickly end in disaster. Therefore, the actual weight of a container, consisting of cargo + packaging + securing equipment + tare weight, must be determined. The World Shipping Council stated: “The responsibility for recording and documenting the verified gross weight of a packed container lies with the shipper.”
Liability is thus clearly regulated. So what needs to be considered in detail? Our technical article provides you with all the information you need: “Episode 18: Verified gross weight – containers “This clearly regulates liability. So what needs to be considered in detail? Our technical article provides you with all the information you need:“Episode 18: Verified gross weight – containers“
Both abbreviations are described in the CTU Code 2015. MSL stands for “Maximum Securing Load” or maximum securing load and LC for “Lashing Capacity” or lashing capacity.
The MSL corresponds to the LC. The abbreviation MSL is mostly used in maritime transport, the abbreviation LC is more commonly used for land transportation.
The abbreviations stand for load values on securing equipment which must not be exceeded when used for load securing. The breaking load, i.e. the load at which the load securing equipment fails, is the basis for the two specifications. The CTU code defines exactly when the MSL/LC is reached in proportion to the breaking force. This includes a safety factor of approx. 33-75% (depending on the lashing equipment).
A more detailed list and exact values can be found in our technical article: “Episode 26: MSL and LC – Abbreviations with meaning”
STF stands for pre-tensioning force, LC stands for lashing capacity. It is important to distinguish which backup method is used. This is because the pretensioning force (STF) and the existing coefficients of friction between the load and the loading surface are important for non-positive securing methods. With positive-locking variants, on the other hand, the lashing capacity (LC) is the decisive factor.
We reveal more subtleties in our load securing article: “Episode 28: STF pre-tensioning force and LC lashing capacity”
Safe loading includes the provision of a suitable vehicle as an obligation of the carrier. This must be capable of transporting the goods safely during normal transportation in accordance with the contract (even in extreme situations), taking into account the prescribed dimensions, weights and axle loads.
Once a belt has reached the so-called discard point, it must be disposed of. Further use is no longer permitted. Further details on the discard maturity of a lashing strap can be found in our FAQ section “What are the criteria for discard maturity of lashing straps?” below.
The operational safety of a vehicle is not only the responsibility of the driver, but also of the shipper and his supervisor. How can shipper obligations be observed in a legally compliant manner? What influences should be taken into account? What information must the shipper provide?
Read the entire technical article with pictures and practical examples in our LaSi blog.
Yes, the goods must always be properly secured. Inexpensive but very efficient load securing equipment is also available for vans.
This term refers to the EU Council Directive 92/106/EEC of 07.12.1992 on the establishment of common rules for certain types of combined transport of goods between Member States.
According to this definition, the container must cross the national border, otherwise its use would not be permitted. The gross weight must also be taken into account, as it is not possible to make a blanket assumption of 44 tons. Details on the individual specifications and factors to be considered, such as payload, payload and container weights, can be found in our blog article:
- Damage may be max. 10% of the cross-section (width and material thickness!)
- there is excessive wear, e.g. due to abrasion
- has damaged seams or has been improperly repaired
- Rust due to improper storage
- Deformation due to improper handling (e.g. tightening the ratchet with an extension)
- the webbing has been overstretched, e.g. also by using a lever extension
It must therefore be decided on a case-by-case basis when a belt is ready to be discarded. You will find illustrated help with case studies in the detailed blog post: “Episode 29: Discard readiness of lashing straps – the criteria”.
Recourse claims may arise as a result of damage, missed time slots or unfulfilled contract components. Several contractual partners are often involved in a shipment and, for example, a delay (truck arrives too late) puts the subsequent service providers in default. This can result in penalties, waiting time or additional equipment, which is then charged for. It is therefore advisable to clarify a few points before loading.
In addition to a precise definition of the transport order, a responsible person must also be named. Loading instructions and calculations must also be prepared in advance, and a log and/or photo documentation with incoming and outgoing inspections provides additional security in the event of subsequent queries.
You can find a detailed list under: Technical article: “Episode 24: Avoiding recourse claims”
At least two people are always responsible for securing the load, usually the forklift driver and the loader. The forklift driver may only move the goods when they are properly secured. But in the legal sense, the circle of those responsible is often even larger: responsibility often extends to:
- Carrier
- Driver
- Freight forwarder (self-entry)
- Client
However, there are also many duties of the individual responsible parties. We list these in detail in our detailed technical article on the topic: “Episode 4: Who is responsible for load securing”
The aim: the goods must be distributed as evenly as possible in the container. There are various options for this, depending on the goods to be secured in the overseas container.
