Safe Loading & Load Security.

A load does not have to fall off a lorry to be unsafe.

A load that moves inside or on a vehicle can alter its centre of gravity, overload an axle, affect steering and braking, damage the vehicle or load, push through a curtain or headboard, or in extreme cases contribute to a vehicle overturning.

The basic principle is simple:

The load must remain stable and secure during normal driving and during foreseeable events such as emergency braking, cornering, evasive manoeuvres, poor road surfaces and bad weather.

Irish guidance requires loads to be distributed, packed, adjusted and attached so that they do not create danger or interfere with vehicle stability.

The HSA also states that load restraint must be capable of preventing unacceptable movement under expected operating conditions, including emergency braking.

1. BEFORE YOU LOAD ANYTHING

First, know what you are loading.

You should know, where relevant:

• the approximate weight of the load;

• its dimensions;

• whether it is stable or liable to roll, slide, tip or settle;

• whether the weight is evenly distributed;

• whether individual items need securing;

• whether there are sharp edges capable of damaging straps;

• whether the vehicle, body and load bed are suitable;

• the capacity and condition of the vehicle's rated securing points; and

• the vehicle's permitted gross and axle weights.

  
  

Being under the vehicle's gross weight does not automatically mean it is legally or safely loaded.

An individual axle can be overloaded even though the vehicle's total weight is within its permitted maximum.

The HSA specifically advises that loads must be positioned to maintain adequate stability, steering and braking and to avoid overloading tyres and axles.

2. LOAD STABILITY & CENTRE OF GRAVITY

Think about where the weight is, not merely whether it fits.

As a general principle:

Heavy = low.Stable = good.Balanced = good.High and top-heavy = trouble.

Keep the centre of gravity:

• as low as practicable;

• as close as practicable to the vehicle's longitudinal centreline;

• distributed appropriately across the axles; and

• within the manufacturer's and legal weight limits.

  
  

Putting very heavy cargo high up raises the centre of gravity and reduces stability, particularly during cornering or sudden steering movements.

Where loads are stacked, heavier goods should generally be underneath lighter goods.

Remember that the load may change during the journey. Liquids move. Loose material settles. Pallets can lean. Packaging can compress. Machinery can have a naturally high or offset centre of gravity.

Also consider the unloading sequence.

Removing part of a load changes the weight distribution of everything that remains. RSA guidance specifically warns that partial unloading must not leave the remaining load causing an axle overload or impaired lateral stability.

3. LOAD SECURITY

The aim is not simply to stop the load falling off.

A properly restrained load should be prevented from unacceptable:

forward movement • rearward movement • sideways movement • rolling • tipping • bouncing/lifting

Different loads require different solutions.

Common methods include:

• blocking;

• direct lashing;

• top-over/friction lashing;

• chains;

• webbing straps;

• rated headboards/bulkheads;

• chocks or wedges;

• internal straps;

• nets;

• bars;

• anti-slip/friction mats; and

• combinations of several methods.

  
  

There isn't one universal number of straps that makes every load safe.

The restraint system must be suitable for that particular load, its weight, shape, stability, friction, vehicle and method of securing.

4. RATCHET STRAPS — UNDERSTANDING THE LABEL

A proper load-securing strap is not simply "a two-tonne strap" or "a five-tonne strap".

Learn to read its label.

For road load restraint, web lashings should comply with EN 12195-2. The label contains important information about what that particular assembly is capable of doing.

LC — Lashing Capacity

You may see:

LC 2500 daN

LC means Lashing Capacity.

It is the maximum allowable force in the lashing when used as specified.

It does not simply mean:

"This strap can safely hold a 2.5-tonne load."

That is a dangerous way to interpret the figure.

The amount of restraint actually achieved depends upon the securing method, angles, friction, load geometry, anchorage points and other factors.

The HSA specifically warns that lashing capacity must not be mistaken for the allowable weight of the load that a strap can safely restrain.

daN — decaNewton

Strap ratings are commonly expressed in daN.

For practical understanding:

1 daN ≈ 1 kg-force

So 2,500 daN is roughly equivalent to 2,500 kg-force.

But again, this does not mean that an LC 2500 daN strap automatically secures a 2,500 kg load.

5. STF — STANDARD TENSION FORCE

You might also see:

STF 350 daN

STF means Standard Tension Force.

This relates to the tension that the ratchet system can normally introduce into the strap when operated using the specified standard hand force.

STF becomes particularly important with top-over/friction lashings.

Why?

Because a strap passed over the top of a load is intended to clamp that load more firmly against the deck.

More downward clamping force means more friction between the load and the deck.

Therefore, when using frictional restraint, STF matters enormously.

Two straps can have the same LC but different STF figures and therefore behave differently when used as top-over lashings.

6. SHF — STANDARD HAND FORCE

A strap label may also show:

SHF 50 daN

SHF means Standard Hand Force.

This is the standard force applied by hand to the ratchet lever when determining the corresponding STF.

Do not use extension bars, pipes or other improvised devices on a standard ratchet to obtain more tension unless the equipment has specifically been designed and approved for that method.

More force is not automatically safer — you can overload the equipment, anchorage or cargo.

7. NEVER USE A STRAP WITH AN UNREADABLE OR MISSING LABEL

If you cannot identify its rating, you cannot reliably include that rating in your load-restraint calculation.

Inspect straps before use.

Look for:

• cuts;

• tears;

• damaged stitching;

• serious abrasion;

• damaged edges;

• chemical damage;

• heat damage;

• knots;

• damaged hooks;

• distorted fittings;

• corrosion;

• damaged ratchets; and

• missing or illegible identification labels.

  
  

The HSA advises that webbing straps should be visually inspected before every journey and that load-restraint equipment must be in good working condition.

Never knot a webbing strap.

8. STRAP ANGLES MATTER

Putting a strap on the load does not automatically mean that the strap is providing its full rated restraint in the direction you need.

The angle of the lashing changes its effectiveness.

This is particularly important with direct lashings.

A strap pulling almost vertically is doing something very different from one pulling strongly forward, backwards or sideways.

The lashing arrangement therefore needs to be designed around the direction in which movement must be prevented.

Do not simply count straps.

Consider:

What is each strap actually preventing the load from doing?

9. EDGE PROTECTORS

Webbing and sharp edges are a very bad combination.

Where a strap passes over an edge capable of cutting, damaging or excessively wearing it, use appropriate edge protection or protective sleeves.

Edge protectors can also help distribute pressure over vulnerable loads.

A strap can look perfectly adequate when you leave the yard and subsequently be damaged by vibration and movement against a sharp edge.

The RSA specifically advises protecting webbing straps from sharp edges with edge protectors or sleeves.

10. FRICTION RESTRAINT — TOP-OVER LASHING

This is the familiar arrangement where straps pass over the top of the load and are tensioned down onto the load bed.

The strap increases the downward force.

The increased downward force increases friction between the cargo and the deck.

That friction helps resist movement.

This means the effectiveness of the system depends heavily on factors including:

• friction between the cargo and deck;

• STF of the lashings;

• number and position of lashings;

• lashing angles; and

• stability and shape of the load.

  
  

This is why anti-slip mats can be so useful.

But don't fall into the trap of assuming:

"It's heavy. It won't move."

Weight alone is not load restraint. The HSA specifically warns against relying on the weight of palletised loads and notes that friction alone cannot be relied upon if the load can momentarily lift from the bed.

11. DIRECT RESTRAINT

Direct restraint works differently.

Instead of relying primarily on the strap pressing the cargo into the deck, lashings are arranged so that they directly oppose movement.

Depending on the load, methods can include:

• direct lashings;

• diagonal lashings;

• loop lashings; and

• combinations of lashing and blocking.

  
  

For machinery, for example, suitable lashings may be attached between rated points on the machine and rated anchorage points on the vehicle.

The LC of the lashing becomes particularly important with direct restraint.

Never assume a convenient-looking point on a machine or trailer is a rated securing point.

12. CHAINS & TENSIONERS

Some loads are more appropriately secured using chains rather than webbing.

Load-securing chains should be appropriately rated and suitable for the job. The relevant standard identified by the RSA for lashing chains is EN 12195-3.

Check:

• chain identification/rating;

• links for wear, elongation, distortion or damage;

• hooks and fittings;

• tensioning devices;

• attachment points; and

• compatibility of every component in the system.

  
  

A restraint system is only as useful as its weakest component.

A huge chain attached to an unsuitable anchorage point does not magically create a huge securing capacity.

Never improvise with damaged chains, unsuitable hooks or makeshift tensioning arrangements.

13. BLOCKING

Sometimes one of the most effective ways to stop cargo moving is not simply adding more straps.

It is preventing the movement physically.

Blocking means positioning the cargo against, or using suitable structures to prevent movement towards:

• the headboard;

• bulkheads;

• side structures;

• chocks;

• wedges;

• dunnage; or

• other appropriately designed load-restraint structures.

  
  

Where appropriate and where the structure is suitably rated, loading against a headboard can provide important forward restraint.

But do not assume every headboard can withstand every load.

Its strength and rating matter.

If there is a significant gap between a load and the structure that is supposed to block it, the load may gather momentum before hitting that structure.

14. ANTI-SLIP MATS

Anti-slip or friction mats can substantially increase friction between cargo and the load bed when they are appropriate for the application.

They can be extremely useful as part of a restraint system.

But:

anti-slip mat ≠ no straps required

The complete restraint arrangement still has to prevent unacceptable movement in all relevant directions.

Make sure the mats are suitable, correctly positioned and in serviceable condition.

15. INTERNAL STRAPS, BARS & NETS

Depending on the vehicle and load, additional restraint may include:

• internal webbing straps;

• load bars;

• shoring beams;

• nets;

• mesh;

• partitions;

• side slats; and

• other purpose-designed containment systems.

  
  

Their effectiveness depends on what they are designed and rated to do.

Something being fitted inside a trailer does not automatically mean it is capable of restraining a multi-tonne load.

Know the rating and intended purpose of the equipment.

16. CURTAINSIDERS — A VERY IMPORTANT DISTINCTION

A standard curtain is not automatically load restraint.

RSA guidance says goods in a curtainsider should generally be secured as though they were being carried on an open flatbed unless the body has been specifically designed to provide load restraint.

In other words:

Imagine the curtains aren't there. Would you be happy to drive the load down the road?

If the answer is no, you need to think very carefully about the restraint system.

However, there is an important exception.

EN 12642 XL / Code XL

Some vehicle bodies are specifically designed and certified so that the body structure can form part of the load-restraint system.

You may see the vehicle/body marked:

EN 12642 XL

The HSA states that unless the curtains and trailer body are purposely designed according to EN 12642-XL, the curtains must not be considered part of the load-restraint system. If there is no appropriate marking, assume that the curtain has no load-bearing function.

But Code XL does not mean:

"It's an XL trailer, so nothing ever needs securing."

Whether the body can provide the necessary restraint depends upon the body certification, the load, how it is packed and positioned, the required loading configuration and the manufacturer's specifications.

Know exactly what the particular body is certified to do.

17. NEVER ASSUME THE CURTAIN WILL CATCH IT

A curtain bulging outwards is not evidence that a restraint system has worked.

It may be evidence that the load has already moved.

Opening the curtain can then be extremely dangerous.

If you suspect that a load has shifted against a curtain:

STOP.

Do not simply release the curtain while standing beside it.

Cargo may fall out when the tension is released. RSA guidance specifically warns drivers to use extreme care when opening curtains after a journey because displaced items can fall and cause injury.

Assess the situation and obtain appropriate assistance before releasing the curtain.

18. SECURE EVERYTHING — INCLUDING THE BORING STUFF

Load security doesn't only apply to the main cargo.

Secure:

• spare pallets;

• pallet trucks;

• ramps;

• bars;

• chains;

• unused straps;

• tools;

• timber/dunnage;

• containers;

• cages; and

• anything else capable of moving.

  
  

An empty pallet travelling at road speed is still a load.

RSA guidance specifically states that empty pallets must be restrained.

19. RECHECK THE LOAD DURING THE JOURNEY

Loading safely is not a one-time job.

Loads can:

• settle;

• compress;

• shift;

• vibrate;

• lean; or

• change shape.

  
  

Straps can consequently lose tension.

Check the load and restraints during the journey whenever it is safe and appropriate to do so.

RSA guidance recommends the first check after a few kilometres at a safe stopping place, and further checks after heavy braking or another abnormal driving event.

Recheck particularly:

after loading → after the initial part of the journey → after heavy braking/evasive manoeuvres → after part-delivery or unloading → whenever the load has been disturbed → before starting a new journey

Do not stop somewhere unsafe simply to check a strap.

Find a suitable safe location.

20. PART-LOADS NEED PARTICULAR ATTENTION

A full load and a half-empty trailer are not the same thing.

After a delivery:

• the original load pattern has changed;

• items may no longer support one another;

• gaps may have appeared;

• axle loading may have changed;

• the centre of gravity may have changed; and

• the original restraint arrangement may no longer work.

  
  

Every time the load changes, reconsider the restraint.

Do not just shut the doors or curtains and carry on.

21. YOUR ANCHORAGE POINTS MATTER TOO

A perfectly good strap attached to an unsuitable point is not a properly secured strap.

Use rated anchorage points suitable for the restraint forces involved.

Do not attach webbing lashings to ordinary rope hooks.

The RSA and HSA guidance specifically warns against doing so.

Check anchorage points for:

• damage;

• distortion;

• cracking;

• corrosion;

• contamination;

• obstruction; and

• evidence that they have been overloaded.

  
  

22. DON'T FORGET THE VEHICLE

Before loading, look at the vehicle itself.

Check that the:

• load bed is sound;

• headboard/bulkhead is serviceable;

• floor is suitable;

• curtains, doors and body are serviceable;

• securing points are sound;

• straps/chains/tensioners are suitable and serviceable; and

• vehicle is suitable for the cargo.

  
  

Oil, water, mud, loose debris, ice or other contamination on a load bed can dramatically change the friction available to help keep a load in place.

Start with a suitable, serviceable vehicle and clean load platform.

23. DRIVING STYLE STILL MATTERS

Proper load restraint is designed to cope with foreseeable road conditions and emergency situations.

It is not an excuse to drive badly.

A laden vehicle may behave very differently from an empty one.

Allow for:

• increased stopping distance;

• altered steering response;

• higher centre of gravity;

• crosswinds;

• bends and roundabouts;

• poor surfaces;

• gradients; and

• weather conditions.

  
  

Smooth acceleration, progressive braking and appropriate cornering reduce unnecessary forces on the cargo.

But the load must still be adequately restrained for situations where heavy braking or evasive action becomes unavoidable.

LIVE LOADS — LIVESTOCK

Livestock is a live, moving load, which means its weight distribution can change throughout the journey. Unlike pallets, machinery or other static cargo, animals can stand, lie down, bunch together or move suddenly in response to braking, cornering, road conditions, noise or the movement of other animals.

This can alter the vehicle's centre of gravity and weight distribution very quickly, particularly on bends, roundabouts and during sudden manoeuvres.

Safe livestock transport therefore depends not only on staying within the vehicle's permitted gross and axle weights, but also on appropriate stocking density, suitable pen sizes and partitions, even distribution of animals throughout the vehicle and careful consideration of the vehicle's configuration, including upper decks.

Partitions should be correctly positioned and secured so that animals cannot bunch excessively or be thrown across a large open space.

Driving style is especially important: accelerate smoothly, brake progressively, take bends and roundabouts at an appropriate speed and allow considerably more time and space for manoeuvres.

The load may move even when you haven't done anything wrong, so anticipate that movement rather than reacting to it. Animal welfare and vehicle stability are closely connected — a correctly loaded, calmly driven livestock vehicle is safer for the animals, the driver and every other road user.

HANGING LOADS — BEEF, PORK & CARCASSES

Hanging beef, pork and other carcasses can create a particularly challenging dynamic load because the suspended weight can swing as the vehicle accelerates, brakes, corners or changes direction.

Unlike a load supported directly on the floor, a hanging load effectively places substantial mass higher in the body and its movement can significantly affect the vehicle's centre of gravity, lateral stability and handling.

Sudden steering, harsh braking or entering a bend or roundabout too quickly can cause the load to swing, potentially amplifying body roll rather than simply following the movement of the vehicle.

Loads must be distributed appropriately along the hanging system, the rails, hooks, stops and other equipment must be suitable, correctly secured and maintained, and the vehicle must remain within its permitted gross and axle weights.

Drivers should be particularly conscious that the vehicle may feel different as the suspended load moves and settles. Smoothness is critical: accelerate progressively, brake early and gently wherever possible, reduce speed well before bends and roundabouts, and avoid abrupt steering inputs.

Never assume that because the load is hanging securely from its rails it cannot affect vehicle stability — securely suspended does not mean stationary.

BULK LIQUIDS & TANKERS — MILK, WATER AND OTHER LIQUID LOADS

Bulk liquids such as milk and water are another form of dynamic load because the contents can move inside the tank as the vehicle accelerates, brakes, corners or changes direction.

This movement — often referred to as surge or slosh — can affect braking, steering and vehicle stability, and may continue after the vehicle itself has changed speed or direction.

Part-filled tanks can be particularly challenging because the liquid has more room to move; properly designed internal compartments or baffles can help control this movement, depending on the tanker design and the product being carried.

Drivers must also consider gross and individual axle weights, as the quantity and distribution of liquid across tank compartments can affect axle loading.

Where a tanker has multiple compartments, the correct filling and discharge sequence is important and should follow the operator's procedures and the tank manufacturer's requirements.

Drive smoothly, brake early and progressively, reduce speed before bends and roundabouts and avoid sudden steering inputs.

Never underestimate a tanker simply because the load cannot be seen moving: the vehicle may have stopped changing direction, but the liquid inside it may not have.

THE DRIVER'S QUICK LOAD CHECK

Before moving off, ask yourself:

Is the vehicle suitable?

Do I know roughly what this load weighs?

Are my gross and axle weights acceptable?

Is the weight sensibly distributed?

Is the centre of gravity as low and central as practicable?

Can anything slide, roll, tip, bounce or fall?

Am I using the correct type of restraint?

Are the straps/chains correctly rated?

Can I read the labels?

Are they in good condition?

Are sharp edges protected?

Are the anchorage points rated and sound?

Are the lashing angles appropriate?

Are gaps adequately blocked where necessary?

Is every loose item secured?

Am I mistakenly relying on an ordinary curtain?

Do I know when I'm going to recheck the load?

If something doesn't look right, don't move the vehicle until it is right.

ONE LAST THING FOR NEW DRIVERS-

You are allowed to question a load.

Someone else loading the vehicle does not make an obviously unsafe load safe.

You do not need to pretend you understand a securing arrangement that you have never been taught.

Ask:

How is this load supposed to be restrained?

What are these securing points rated for?

How many restraints does this load require?

Is this an XL-rated body and what loading configuration does its certification cover?Where is the load-restraint information for this cargo?

Load securing can involve calculations and load-specific requirements that cannot safely be reduced to "throw a couple of straps over it".

If you do not know how to secure a particular load, ask a competent person and follow the vehicle, load and restraint manufacturers' instructions and your company's safe system of work.

The RSA states that employers/operators must document and implement safe systems of work for securing vehicle loads and provide appropriate information and training.

There is no shame in asking.

There is considerably more at stake in guessing.