Load securing
Load securing refers to the securing of loads ( freight ) in road, rail, air and ship traffic against the physical movement forces occurring during transport and applies to transport safety. These forces occur z. B. in road transport when accelerating backwards, when braking in the direction of travel ( inertia of the mass ), when driving through curves to the sides ( centrifugal force vs. centripetal force ) and on uneven roads vertically ( gravitation ). Inadequately or incorrectly attached or missing load securing often leads to a load shift .
species
A distinction is made between load securing on the basis of force-locking or form-locking connection techniques, which can be combined with one another.
Form fit
With form-fitting load securing, the load is secured either by flush, gap-free loading or by direct lashing. Securing the load solely by means of a form fit without further lashing down is only permitted if the vehicle body is sufficiently stable to absorb the forces that occur. According to VDI 2700, 80% of the load weight must be secured towards the front. The front wall of the vehicle body is of particular importance here, but the side walls of the body must also not be disregarded when securing the load with positive locking. A simple sliding tarpaulin without additional stable side walls, as is usual with the so-called tautliner or curtainsider, is not sufficient for this.
Complete stowage
First and foremost, the prerequisite for complete stowage is a stable vehicle body. The structural strength of trucks and trailers is required across Europe. According to EN 12642 Code L
- End walls 40% of the payload, maximum 5000 daN
- Rear walls 25% of the payload, maximum 3100 daN
- Side walls withstand 30% of the payload.
With a reinforced structure according to EN 12642 Code XL
- Front wall 50% of the payload
- Rear wall 30% of the payload
- Sidewall withstand 40% of the payload.
Test certificates for the forces to be absorbed must be carried. It also states for each individual case for which charge states and under which conditions charging can and may be carried out.
Direct lashing
Direct lashing is a lashing method in which the lashing equipment is attached directly to the fixed parts of the load or to attachment points provided for this purpose and to the means of transport. There are three options:
- Inclined lashing: at least eight lashings secure the cargo unit (two on each side)
- Diagonal lashing: four lashings secure the cargo unit (one lashing per corner)
- Loop lashing: head loops are formed using the lashing equipment
Frictional connection
The force-fit load securing is ensured by lashing down. Here the charge is z. B. pressed onto the loading area by means of lashing straps, thereby increasing the frictional force that ultimately prevents the load from slipping. This effect is reinforced by the use of friction-enhancing underlays ("anti-slip mats") that are placed under the load or anti-slip coatings on multiplex panels that are permanently installed. The coefficient of sliding friction is of decisive importance here . When using friction-enhancing documents, these must protrude from the side of the load and be clearly visible and thus verifiable. If this is not the case during controls by the traffic authorities, it is assumed that there are no documents under the load, which may result in the prohibition of further travel until a subsequent security is ordered.
The calculation of the required securing takes into account the load weight, the vertical lashing angle of the lashing straps used, the coefficient of sliding friction, the acceleration factor and the transfer coefficient.
In order to establish a frictional connection, at least two securing devices must be used regardless of the calculation. For pure force-fit load securing without a form fit, clamping devices with a high STF value ( long lever ratchet ) are required in order to apply the required pre-tensioning force.
Securing means
The following different lashing and auxiliary devices can be used to secure loads : Pallets , lashing straps, lashing wire ropes, lashing chains, anti-slip mats, anti-slip floors, anti-slip timbers, wedges , edge protection, load securing nets, anchor rails in connection with loading and locking bars, partition locks (clipboards), lashing straps , Dunnage or dunnage.
Lashing straps (“tensioning straps”) used in Germany for securing loads must be marked, both at the loose end (the strap itself) and at the fixed end (strap with tensioning element / ratchet). As a rule, such a marking takes place by means of a patch or sewn-in label on which the data of the belt are printed. Here you can find the information on S HF ( Standard Hand Force = normal hand force), S TF ( Standard Tension Force = normal preload force) and LC ( Lashing Capacity = absorbable force), also the manufacturer, the year of manufacture, the material used and some further data. The color of the label also provides information about the material from which the lashing strap is made. Blue stands for polyester (PES), brown for polypropylene (PP), green for polyamide (PA) and white for other materials. The values printed on it are also used by the traffic authorities as well as customs and BAG during controls to calculate the friction forces achieved.
Lashing equipment is said to be discarded when it can no longer be used. This is the case if the marking is missing or illegible, the belt has broken yarns or cuts, the belt is knotted, load-bearing seams are damaged or the belt is unusable due to the effects of aggressive substances. Even if the tensioning or connecting elements are deformed, the lashing strap can be discarded and must be replaced. Since lashing straps can be stretched to a certain extent due to the nature of the material, it may be necessary to retighten the straps on longer journeys.
In the heavy load sector, lashing chains are often used instead of lashing straps , especially for standing loads ; non-lashing loads must be poured into four form-fitting Euro pallets .
Calculation of the pre-tensioning force F V (also S TF , Standard Tension Force ) when lashing down:
with acceleration coefficient c (forward 0.8; backwards / sideways 0.5), sliding friction coefficient µ D , weight F G (in daN ) and coefficient k (basically 1.5; in exceptional cases 2).
Charge shift
A load shift in transport is understood to be an unwanted change of location of the cargo during transport. This is caused by the forces that can occur during transportation. In addition to the acceleration forces caused by braking, starting up and cornering, these can also be vibrations that arise during transport. In ship traffic, heavy seas are also considered, and in the case of the railroad, maneuvering over waste mountains. Inadequate, incorrect or inadequate load securing is always responsible for the shifting of loads. It can also be the case that the securing means are chafed through due to the lack of edge protection and can no longer fulfill their task.
By shifting the load, the center of gravity of the vehicle can be changed in such a way that it can even tip over. Furthermore, the boundaries of the vehicle can also be exceeded and, for example, oncoming traffic can be endangered. The shift can lead to cargo being lost. The shifting of cargo is often the reason for serious accidents that can lead to the sinking of a ship.
The most frequent cause is the wrong load distribution (longitudinally in the middle for items of equal weight), the poor securing (e.g. lashing down or failure to observe the load distribution plan).
History of load securing
The history of load securing was and is always a hot topic in general commercial road haulage . Until 1990, however, it was rarely treated as a subject in professional driver training. The media only became aware when a serious traffic accident occurred due to clearly inadequate load securing.
In 1999 the topic of load securing was discussed publicly for the first time in the July issue of the professional driver newspaper. There were reports on friction, the different lashing devices and the load-bearing capacity of commercial vehicle bodies, and the wish was expressed that every BKF should learn how to secure loads. A year later, due to the positive response to the article, there were further specialist articles on load securing, with the subject of law, physics, vehicle bodies, lashing equipment, types of load securing and their calculation being dealt with in detail. The series of articles in the Berufskraftfahrer-Zeitung gave the impetus in 2001 to deepen the subject, and in July a technical committee was able to publish a 300-page specialist book “Load securing” - the practical guide.
Another success was recorded when the VDI guideline VDI 2700a came into force in 2002 as a “load securing training certificate ” . A training certificate of 16 teaching units of 45 minutes each had to be provided. The European standards EN 12195-2 "lashing" EN 12195-3 "lashing" and EN 12642 "structure of commercial vehicles" were introduced.
At the 59th IAA , www.ladungssicherung.de was presented as a homepage and Kögel published its “LaSi-Check” booklet. In the following year, in addition to the specialist magazine “Ladungssicherung”, an 80-page specialist magazine “LaSi-Info” and a 36-page special brochure “LaSi-Tipp” were published. Examples of inadequate load securing were explained using real accidents. The following were dealt with in LaSi Info: crane parts, concrete components, beverages, rolled sheets, palletized loads, crawler excavators, steel loads and incorrect load distribution .
In an article series in 2004, the LaSi-Info continued the series Real accidents due to incorrect load securing , as there was a lot of catching up to do and the series was well received. Here the description of the course of the accident and the analysis of the cause of the accident were considered. In addition, roll-off and sales containers, palletized stones, paper rolls and format paper, wooden packages and loads in small vans were examined. The European standards: EN 12195-1 "Calculation of lashing forces", EN 12195-4 "Lashing wire ropes" and the national DIN 75410-3 "Load securing in box vans" became regulations. The “Transporter INFO” brochure was also published. The 100-page booklet “LaSi-Guide”, which contained the most important addresses and telephone numbers for securing loads, was published for everyday drivers for quick, compact reference. A year later, the LaSi-Info dealt with the use of lashing equipment, locking bars and locking bars in the vehicle body and their various possible uses. The brochure contained many examples and pictures to reflect everyday practice.
In 2006 there were new VDI guidelines: VDI 2700 sheet 3.1 "Instructions for use for lashing equipment ", VDI 2700 sheet 3.2 " Equipment and aids for securing loads", VDI 2700 sheet 6 " Mixed loading of piece goods" , VDI 2700 sheet 9 "Load securing of hard-wound paper rolls" and VDI 2700 sheet 11 "Load securing of concrete parts". The LaSi-Info dealt extensively and practically with the securing of loads of hard-wound paper rolls, whereby many pictures were shown especially with the "anti-slip mats" as an important additional aid. The next year was all about the vehicle body, because there was a revised European standard EN 12642 "bodies on commercial vehicles" , which was also provided with the certificate "Code XL". The sixth edition of the specialist book “Load securing” contains the latest regulations.
In 2008, the topic of load securing was broadened in the LaSi-Info and all of Europe was included. The brochure “Transporter INFO” received a new edition with 130 pages and the guideline VDI 2700 Bl. 16 “Load securing for transporters up to 7.5 t GVW” was presented in detail. The year 2009 was again a year of new guidelines and standards. The following came into force: VDI 2700 sheet 8.1 "Securing cars and light commercial vehicles on vehicle transporters", VDI 2700 sheet 12 "Load securing of beverage products", VDI 2700 sheet 15 "Non-slip materials", VDI 2700 sheet 16 "Load securing for Transporters up to 7.5 t GVW ”and VDI 2700 Bl. 17 “ Load securing of skip containers on skip loader vehicles and their trailers ”. The load securing issues were added to the training component for professional drivers and in the professional driver qualification law .
In January 2011, VDI 2700 Bl. 19 "Load securing on road vehicles - wound strip made of steel, sheet metal and shaped steel" became. released.
Legal basis (road transport in Germany)
The § 22 of the road traffic regulations (road traffic regulations) requires that load must be packed and to ensure that they do not slip even when full braking or sudden deflection movement may generate fall over roll, fall or avoidable noise. The recognized rules of technology (such as VDI guidelines 2700 ff.) Must be observed.
The responsibility for securing loads lies with the driver, keeper and the loader. Infringements in the area of administrative offenses (general traffic control or traffic accident with property damage) can be punished with fines of 50 to 150 euros and 1 to 2 points entered in the register of fitness to drive . So if there is a hazard or property damage in addition to the inadequate load security, an additional point is due. A criminal offense (e.g. traffic accident with personal injury) is punishable by a fine or imprisonment.
The VDI guideline series VDI 2700 "Load securing on road vehicles" has been a recognized basic work for load securing for many years. It describes the forces that act on a load while it is being driven and how the load can be secured on road vehicles.
The guidelines are used for monitoring measures by the traffic police, but also for disputes in court.
No distinction between private and commercial
Guidelines and regulations from the transport trade and industry for securing loads are also binding for private transport. The operators of DIY stores are now indirectly encouraged through the joint liability of the dispatcher to note exact weight information on the delivery papers so that private drivers can quickly and reliably see whether they are still within the range of the permissible payload of their vehicle or trailer.
Judgments on cargo and transport safety
According to Section 412 I 1 of the German Commercial Code (HGB) , the sender is obliged to load or stow and secure and unload the goods safely for transport, unless the circumstances or customary practice indicate otherwise. The carrier may only take part in public road traffic with safe loading. The loading is to be regarded as safe for transport if the cargo is e.g. B. was stowed and secured in the truck on the loading area so that it is not affected by other influences such. B. is damaged in traffic. Above all, the freight must be secured against all possibilities in the course of the transport in accordance with the contract.
In the case law, some prerequisites have been worked out in terms of load and transport security:
- The load must withstand an emergency braking triggered by a third party (OLG Düsseldorf, judgment of April 2, 1984, AZ: 1 U 116/83)
- Loads must be adequately secured against centrifugal force in the curves (OLG Hamburg, judgment of February 15, 1990, AZ: 6 U 240/89; OLG Düsseldorf, judgment of April 21, 1994, AZ: 18 U 53/93)
- Heavy goods have to be wedged and lashed in boxes on the loading surfaces of the trucks because of the danger of slipping (OLG Hamm, judgment of March 31, 1980, AZ: 18 U 34/78)
- The goods must be protected against normal transport, but not against accidents (OLG Cologne, judgment of 23 September 1997, AZ: 22 U 93/97)
- The steel coil must not only be firmly lashed to a special iron plate, but must also be secured against slipping on the loading area of the truck (OLG Düsseldorf, judgment of April 21, 1994, AZ: 18 U 53/93)
- The control cabinets must be adequately secured against slipping and against vertical forces triggered by the lane joints (OLG Hamburg, judgment of December 18, 1986, AZ: 6 U 36/86)
- The required fastening must not be dispensed with, if z. B. the carrier does not carry the necessary fastening material ( straps ) with him (LG Gießen, judgment of November 20, 2002, AZ: 1 S 233/02)
Web links
- Load securing portal Network for load securing
- Königsberg load securing group with an informative picture gallery
- Transport Information Service: GDV load securing manual
- Load securing information system: training manual for load securing of general cargo from the German BAM
- Load securing specialist committee of the Association of German Engineers (VDI)
- Dekra / load securing
- Guidelines for securing loads with nets
Individual evidence
- ↑ www.klsk.info: Curtainsider , accessed November 27, 2013.
- ^ Options for securing loads , Freek, Joachim (2013): Securing loads in containers, p. 70.
- ↑ www.ladungssicherung.de: Load securing , accessed August 12, 2009.
- ↑ www.bgbau-medien.de: Lashing means ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. , Accessed August 11, 2009.
- ↑ New specifications for the calculation of lashing down , Berufskraftfahrer-Zeitung 11/04.
- ↑ https://www.yumpu.com/de/document/view/24759882/falsche-lastgabe-ladungssicherungde Cause of the accident Incorrect load distribution
- ↑ Professional driver newspaper No. 7-2009, pages 6–9.
- ↑ www.ladungssicherung.de ( Memento of the original from August 10, 2009 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. .
- ↑ www.vdi.de . VDI 2700 series of guidelines of the FA308.2 technical committee, accessed on June 23, 2014.
- ↑ Responsibility + liability for securing loads (PDF; 261 kB).
- ↑ Article in VerkehrsRundschau No. 33 of August 17, 2007 - judgments on cargo and transport safety
- ↑ Ordinances, judgments and guidelines for securing loads ( memento of the original of October 21, 2014 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. .
