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What is a Code XL body and what should be considered when loading?
The European standard EN-12642 "Load securing on road vehicles - Bodies on commercial vehicles - Minimum requirements" defines the forces that bodies must be able to absorb.
However the technical construction was made must:
However the technical construction was made must:
- the full width and up to ¾ of the height of the end wall withstand a force corresponding to 50% of the technical payload.
- the lateral structure must hold 40%
- the rear portal 30%
Manufacturers provide specific body-related data on each vehicle. As these are not uniform in design, particular attention should be paid here before loading.
We have brought you in our LaSi blog: "Episode 32: Load securing with Code XL bodies". has put together some case studies that you can use as a guide.
What is a reefer container?
Reefer containers are refrigerated containers for the transport 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 equipped with smooth aluminum walls. The floor is equipped with longitudinal aluminum grating, rails for air circulation and the possibility of additional reefer points (fastening hooks).
When loading, ensure that there is sufficient air circulation. For this purpose, markings are attached to the walls which define the maximum stowage height. When using load securing equipment such as e.g. 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 transports.
An application video and more detailed explanations are available in our free technical article: "Episode 31: Reefer Reefer Container - Structure and Loading".
What kind of damage should a truck be rejected for before loading?
In principle, vehicles must comply with the technical regulations /TÜV) and be both operationally 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 on the frame of the loading area
- rusted through perforated strip
- Damage to the tractor e.g. lights
- Damage / cracks on the tires
- worn tires
- Structurally impermissible modifications to the frame of the superstructure
- Defects on the ship's side e.g. defective ship's side hinges
- Cracks on the frame of the superstructure
What are the criteria for discarding lashing straps?
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
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What is a Code XL body and what should be considered when loading?
The European standard EN-12642 "Load securing on road vehicles - Bodies on commercial vehicles - Minimum requirements" defines the forces that bodies must be able to absorb.
However the technical construction was made must:
However the technical construction was made must:
- the full width and up to ¾ of the height of the end wall withstand a force corresponding to 50% of the technical payload.
- the lateral structure must hold 40%
- the rear portal 30%
Manufacturers provide specific body-related data on each vehicle. As these are not uniform in design, particular attention should be paid here before loading.
We have brought you in our LaSi blog: "Episode 32: Load securing with Code XL bodies". has put together some case studies that you can use as a guide.
What is a reefer container?
Reefer containers are refrigerated containers for the transport 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 equipped with smooth aluminum walls. The floor is equipped with longitudinal aluminum grating, rails for air circulation and the possibility of additional reefer points (fastening hooks).
When loading, ensure that there is sufficient air circulation. For this purpose, markings are attached to the walls which define the maximum stowage height. When using load securing equipment such as e.g. 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 transports.
An application video and more detailed explanations are available in our free technical article: "Episode 31: Reefer Reefer Container - Structure and Loading".
What kind of damage should a truck be rejected for before loading?
In principle, vehicles must comply with the technical regulations /TÜV) and be both operationally 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 on the frame of the loading area
- rusted through perforated strip
- Damage to the tractor e.g. lights
- Damage / cracks on the tires
- worn tires
- Structurally impermissible modifications to the frame of the superstructure
- Defects on the ship's side e.g. defective ship's side hinges
- Cracks on the frame of the superstructure
What are the criteria for discarding lashing straps?
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
What do STF and LC mean in load securing?
STF stands for pretensioning force, LC stands for lashing force. It is important to distinguish which securing method is used. In the case of non-positive securing methods, it is the pre-tensioning force (STF) and also the existing friction coefficients between the load and the loading surface that are important. In the case of positive-locking variants, on the other hand, the lashing force (LC) is the decisive factor.
We will tell you more subtleties in our load securing technical article: "Episode 28: Pretensioning force STF and lashing force LC".
We will tell you more subtleties in our load securing technical article: "Episode 28: Pretensioning force STF and lashing force LC".
What do the abbreviations MSL and LC mean?
Both abbreviations are described in the 2015 CTU Code. MSL stands for "Maximum Securing Load" or operational strength and LC for "Lashing Capacity" or lashing force.
The MSL corresponds to the LC. The abbreviation MSL is mostly used in maritime transport, the abbreviation LC is rather used in land transport.
The abbreviations stand for load values on securing equipment which must not be exceeded when used in load securing. The breaking load, i.e. the load at which the load securing equipment fails, is the basis for both specifications. The CTU Code defines precisely when the MSL/LC is reached in proportion to the breaking load. A safety factor of approx. 33-75% (depending on the lashing equipment) is included.
A more detailed list and exact values can be found in our technical article: "Episode 26: MSL and LC - Abbreviations with meaning".
The MSL corresponds to the LC. The abbreviation MSL is mostly used in maritime transport, the abbreviation LC is rather used in land transport.
The abbreviations stand for load values on securing equipment which must not be exceeded when used in load securing. The breaking load, i.e. the load at which the load securing equipment fails, is the basis for both specifications. The CTU Code defines precisely when the MSL/LC is reached in proportion to the breaking load. A safety factor of approx. 33-75% (depending on the lashing equipment) is included.
A more detailed list and exact values can be found in our technical article: "Episode 26: MSL and LC - Abbreviations with meaning".
What types of lashing are there for load securing?
The most common types of lashings are:
- Diagonal lashing
- In this case, the belts are attached to all four corners of the load and lashed diagonally, usually crosswise. The lashing angles play a decisive role here
- Tie-down lashing
- In this process, the lashing strap is placed over the goods and these are pressed to the floor by tensioning. This requires a relatively high number of lashing means, which can be reduced by means of anti-friction mats (friction value increase).
- Head lashing with palette
- In this case, a pallet is placed in front of the goods in the direction of travel, i.e. at the front, and the webbing is passed through, thus creating an "artificial end wall". The center of gravity of the goods must always be below the lashing equipment.
- Head lashing 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-side strap. A lashing calculator assists with the correct lashing angles.
- Bay lashing/
- It serves as a kind of "dropside substitute" and is designed as a side loop lashing. In this case, the bay lashing is almost ineffective in the direction of travel, so that a tight fit must be used here, e.g. on the end wall of the body.
Also, an upgrade in this article: The label on the lashing strap - recognizing fake - what does it really have to say?
What are causes of recourse claims and how can they be avoided?
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.Show Pagination
What is a Code XL body and what should be considered when loading?
The European standard EN-12642 "Load securing on road vehicles - Bodies on commercial vehicles - Minimum requirements" defines the forces that bodies must be able to absorb.
However the technical construction was made must:
However the technical construction was made must:
- the full width and up to ¾ of the height of the end wall withstand a force corresponding to 50% of the technical payload.
- the lateral structure must hold 40%
- the rear portal 30%
Manufacturers provide specific body-related data on each vehicle. As these are not uniform in design, particular attention should be paid here before loading.
We have brought you in our LaSi blog: "Episode 32: Load securing with Code XL bodies". has put together some case studies that you can use as a guide.
What is a reefer container?
Reefer containers are refrigerated containers for the transport 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 equipped with smooth aluminum walls. The floor is equipped with longitudinal aluminum grating, rails for air circulation and the possibility of additional reefer points (fastening hooks).
When loading, ensure that there is sufficient air circulation. For this purpose, markings are attached to the walls which define the maximum stowage height. When using load securing equipment such as e.g. 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 transports.
An application video and more detailed explanations are available in our free technical article: "Episode 31: Reefer Reefer Container - Structure and Loading".
What kind of damage should a truck be rejected for before loading?
In principle, vehicles must comply with the technical regulations /TÜV) and be both operationally 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 on the frame of the loading area
- rusted through perforated strip
- Damage to the tractor e.g. lights
- Damage / cracks on the tires
- worn tires
- Structurally impermissible modifications to the frame of the superstructure
- Defects on the ship's side e.g. defective ship's side hinges
- Cracks on the frame of the superstructure
What are the criteria for discarding lashing straps?
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
What do STF and LC mean in load securing?
STF stands for pretensioning force, LC stands for lashing force. It is important to distinguish which securing method is used. In the case of non-positive securing methods, it is the pre-tensioning force (STF) and also the existing friction coefficients between the load and the loading surface that are important. In the case of positive-locking variants, on the other hand, the lashing force (LC) is the decisive factor.
We will tell you more subtleties in our load securing technical article: "Episode 28: Pretensioning force STF and lashing force LC".
We will tell you more subtleties in our load securing technical article: "Episode 28: Pretensioning force STF and lashing force LC".
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What is a Code XL body and what should be considered when loading?
The European standard EN-12642 "Load securing on road vehicles - Bodies on commercial vehicles - Minimum requirements" defines the forces that bodies must be able to absorb.
However the technical construction was made must:
However the technical construction was made must:
- the full width and up to ¾ of the height of the end wall withstand a force corresponding to 50% of the technical payload.
- the lateral structure must hold 40%
- the rear portal 30%
Manufacturers provide specific body-related data on each vehicle. As these are not uniform in design, particular attention should be paid here before loading.
We have brought you in our LaSi blog: "Episode 32: Load securing with Code XL bodies". has put together some case studies that you can use as a guide.
What is a reefer container?
Reefer containers are refrigerated containers for the transport 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 equipped with smooth aluminum walls. The floor is equipped with longitudinal aluminum grating, rails for air circulation and the possibility of additional reefer points (fastening hooks).
When loading, ensure that there is sufficient air circulation. For this purpose, markings are attached to the walls which define the maximum stowage height. When using load securing equipment such as e.g. 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 transports.
An application video and more detailed explanations are available in our free technical article: "Episode 31: Reefer Reefer Container - Structure and Loading".
What kind of damage should a truck be rejected for before loading?
In principle, vehicles must comply with the technical regulations /TÜV) and be both operationally 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 on the frame of the loading area
- rusted through perforated strip
- Damage to the tractor e.g. lights
- Damage / cracks on the tires
- worn tires
- Structurally impermissible modifications to the frame of the superstructure
- Defects on the ship's side e.g. defective ship's side hinges
- Cracks on the frame of the superstructure
What are the criteria for discarding lashing straps?
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
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