Legal information

A lashing strap is said to be ready for discarding if it meets the following criteria:
 
  • Damages may be max. 10% of the cross section (width as material thickness!)
  • excessive wear is present, e.g. due to abrasion
  • has damaged seams or has been improperly repaired
  • Rust due to improper storage
  • Deformations due to improper handling (e.g. tensioning the ratchet with an extension).
  • the webbing has been overstretched, e.g. also by using a lever extension
When a belt has therefore reached discard maturity must be decided on a case-by-case basis. You will find illustrated help with case studies in the detailed blog post: "Episode 29: Discard readiness of lashing straps - the criteria".
Recourse claims can arise due to damage, failure to meet time windows or unfulfilled contract components. Often, several contractual partners are involved in a shipment and, for example, a time delay (truck arrives too late) puts the subsequent service providers in default. As a result, penalties, waiting time or additional equipment may be incurred, which will then be 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. A loading instruction and calculation must also be prepared in advance, a protocol and/or photo documentation with incoming and outgoing control creates additional security in case of later inquiries.
A detailed listing can be found at: Technical Paper: "Episode 24: Avoiding Recourse."
Behind this word is 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 be impermissible. In addition, the gross weight must be taken into account, as a flat rate of 44 tons cannot be assumed here. Details on the individual specifications and factors to be taken into account, such as payload and container weights, can be found in our blog article:

"Episode 19: combined transport"
The operational safety of a vehicle is not only the responsibility of the driver, but also of the loader and his supervisor. How can the loading obligations be observed in a legally compliant manner? What influences must be taken into account? What information must the loader provide?

The goal: the goods must be distributed as evenly as possible in the container. For this purpose, there are various possibilities, depending on the goods to be secured, to place them in the overseas container.

Yes, the goods must always be properly secured. Even for small vans there are inexpensive but very efficient Load securing equipment.
When a belt has reached the so-called discard stage, it must be disposed of. Further use is no longer permitted. For more details on the discard maturity of a lashing strap, see our FAQ item "What are the criteria for discard maturity of lashing straps?" below.
At least two people are always responsible for securing the load, usually the forklift driver and the loader. The forklift driver may only allow the goods to travel properly secured. But in the legal sense, the circle of responsible persons is often even larger: Thus, the responsibility often extends to:

  • Carrier
  • Driver
  • Freight forwarder (in self-entry)
  • Client
However, there are also many obligations of the individual responsible parties. We list these in detail in our detailed technical article on the subject: "Episode 4: Who is responsible when securing loads".
In the following laws / regulations you can find the basics for the requirement of load securing: ADR; CTU CODE; CSC law; VDI, StvO, HGB.
Reliable loading includes the carrier's obligation to provide a suitable vehicle. Taking into account the prescribed dimensions, weights and axle loads, this must be able to safely transport the goods during normal, contractual transport (even in extreme situations).
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