Load securing and lashing according to rules
The forces acting on a load in transit — and how you secure it correctly
A car being loaded on a flatbed or hanging from a crane is one of the heaviest and most unstable loads you will ever need to secure in your working life. The laws of physics do not take a break because you are in a hurry — a load that is not correctly fastened can shift during braking, in a turn or with a sudden evasion manoeuvre, and in the worst case fall off the bed. Cargo securing is therefore not a formality but a calculation of forces you must understand.
§The forces acting on the load
The European standard EN 12195-1 on cargo securing in road transport describes the forces a lashing must withstand. As a rule of thumb, the securing must be able to withstand a force forward corresponding to approximately 0.8 times the cargo weight (typically in hard braking), around 0.5 times the weight backward and to the sides, and around 0.6 times the weight in case of risk of cargo tipping to the side. This means that a car weighing 1,500 kg can in principle exert a force of over one ton forward against the securing during hard braking.
§Friction — your invisible helper
Part of cargo securing is not solved by straps alone but by friction between load and bed. A rubber underlay or a ridged load surface dramatically increases friction and means less strap force is needed to keep the car in place. If the bed is smooth — wet metal or ice — friction drops dramatically and you must compensate with more or tighter straps. Never underestimate how much weather and surface change the calculation.
§Strapping vs. Blocking — two Methods that Work Together
There are basically two ways to secure a load: tiedown (lashing where straps press the load against the truck bed and increase friction) and blocking (where the load is prevented from moving by being locked in fixed points e.g. with chains or wheel chocks). In practice you often combine both methods: wheels are blocked or locked in load rails and the truck is also lashed down to secure attachment points so it can neither slide roll nor tip.
§Securing points and correct equipment
Always use the vehicle's calculated attachment points — recovery eyes axles or reinforced points that the manufacturer has designed for the purpose — rather than random parts of the bodywork that can bend or break. The securing gear must be sized for the job and without visible damage: a frayed wire a torn strap or a bent hook is not something you take a chance with. Check the equipment regularly and discard it at signs of wear.
§Inspection along the way
A load that is correctly secured at departure can shift during the first kilometers as the straps tighten around the vehicle's suspension and tires. That's why it's good practice to stop and re-tighten the securing shortly after starting especially for longer transports. A brief check en route takes a few minutes — a loose load at 80 km/h could cost lives.
| Direction | Requirements for securing (approx. proportion of load weight) |
|---|---|
| Forward (hard braking) | Approx. 0.8 × the weight of the load |
| Backwards and to the Sides | Approx. 0.5 × the weight of the load |
| Risk of tipping to the side | Approx. 0.6 × the weight of the load |
The rules on load securing are found in road transport legislation and are explained in handbooks and industry guidelines, which are taught on basic qualification courses for professional drivers. For the roadside assistant, the key point is simple: a secured load must be able to withstand the forces that traffic actually subjects it to – not just look secure.