Load securing basics: straps, anti-slip mats and corner protectors

Load securing means stopping cargo from sliding, tipping or falling during braking, cornering and sudden manoeuvres. Poor securing leads to accidents, damage, and the risk of fines and delays at roadside checks. This article gives the general picture; rules vary by country and by cargo.

The logic of EN 12195-1

EN 12195-1 is the European standard that describes how to calculate load securing forces on the road. The logic is simple: the load must not move when the vehicle accelerates or brakes. The standard assumes the cargo must withstand these accelerations in each direction:

• Forward: roughly 0.8 g (hard braking).
• Sideways and backward: roughly 0.5 g.

The load is held against these forces by two things: friction and lashing. The higher the friction, the less lashing you need. The calculation depends on the cargo weight, the friction coefficient and the capacity of the lashing equipment. Capacity is on the label (LC, lashing capacity, in daN). Straps and chains are manufactured to separate standards.

Straps (lashing belts)

• Do not use straps with an unreadable label, cuts, wear, burns or knots.
• Straps get cut on sharp edges; a corner protector saves both the strap and the cargo.
• A top-over lashing adds friction by pressing the load down, while a direct lashing holds the load with hooks. The calculation differs, so know which method you are using.
• Check the tension along the way, especially after the first kilometres, because straps loosen.

Anti-slip mats

An anti-slip mat increases friction between cargo and floor. The higher the friction coefficient, the fewer straps you need for the same load. A mat's coefficient is measured in the manufacturer's test; trust the test certificate, not the catalogue. Friction drops on oily, wet or icy floors.

Other aids

• Corner protectors: protect the strap and the pallet edge and reduce crushing when you tension.
• Barriers and dividers: for non-stackable loads that leave gaps, use dunnage air bags or blocking pieces to fill the space.
• Stretch wrap: it binds the cartons on a pallet together but does not hold the load against the trailer; separate lashing is needed.

Who is responsible?

The general principle: the loader is responsible for placing the cargo correctly and in a way suited to transport, while the carrier and driver are responsible for securing the load so the vehicle stays safe on the road and for checking it en route. This split varies by country, contract and Incoterms rule; write it into the contract instead of assuming. If damage occurs, records matter: take photos at loading and write reservations on the consignment note. For damage reporting deadlines in international transport, see the article on CMR. For your own legal position, consult your contract and an expert.

Say it in the listing

State any property of the cargo that affects securing (non-stackable, high centre of gravity, small footprint, round or slippery goods) so the carrier can prepare the right vehicle and lashing material. For terms, see the Freight Glossary.