LOAD SAFETY SERIES

March 2016

Information Sheet
Safe Load Securing of
Precast Concrete Loads
What the Law requires
Under Health and Safety Legislation, a vehicle is a place of work. The law
requires that workplaces are maintained in a condition that is safe and without
risk to safety and health. Employers have duties under the Safety, Health and
Welfare at Work Act 2005 to ensure, so far as is reasonably practicable, the
health and safety of their employees and others who may be affected by their
work activities (other road users). This includes providing systems of work
that are planned, organised, performed, maintained and revised.

Road Traffic law requires • Other road users including pedestrians, if the load shifts
sideways or slides backwards and falls off the vehicle.
Every load carried by a vehicle in a public place shall be
of such a weight and size and so distributed, packed, • Unloading personnel, if the load has become unstable
adjusted and attached to the vehicle that, so far as can during the journey and collapses during unloading.
reasonably be foreseen, no danger is liable to be caused
and that there is no interference with the stability of Load Restraint Methods
vehicle. In the case of mechanically propelled vehicles and Loads can be restrained by two basic methods, either
trailers, no load carried shall exceed a reasonable weight, indirectly or directly using ‘Tie-down’ or ‘Direct restraint’
having regard to the vehicles capability; brakes, tyres and methods respectively.
general construction of the vehicle.1
Tie-down is when the load is prevented from moving by
So, vehicle owners and operators need to ensure friction only, also called a ‘frictional lashing’.
compliance with both health and safety and road traffic
legislation if they are involved in loading, unloading or Direct restraint is when the load is prevented from moving
transporting loads of any type on their vehicles. by containing, blocking or attaching it to the vehicle.

Pre-cast Concrete Loads

Precast Concrete products are high-risk loads and the
consequences of load shift can be extremely serious.
Loads that are not firmly anchored to the load bed
may shift during transport. This can make them unsafe.
Movement of the load endangers:
• The driver, if the load slides forward during the
Safety Chain 2/3rds high
journey or shifts sideways and causes the driver to Note: Some load weight
lose control of the vehicle. is on blocking frame

1 S.I. No. 190/1963: ROAD TRAFFIC (CONSTRUCTION, EQUIPMENT Figure 1. Example of correctly secured Precast Concrete load
AND USE OF VEHICLES) REGULATIONS, 1963, Reg 96 using chains

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LOAD SAFETY SERIES | INFORMATION SHEET
Safe Load Securing of Precast Concrete Loads

Even though concrete is heavy, the weight of the load Use of Headboards
alone cannot not be relied on to hold it in place. If the Where possible, Precast Concrete components should be
load lifts off the bed, even momentarily, static friction is loaded so that they are positioned against the headboard
lost. Therefore friction alone cannot be relied upon to of the vehicle. This enables the headboard to become part
hold the load in place. For Precast Concrete loads the use of the load securing system by blocking the load from
of the ‘Tie-down’ method which relies on the combined moving forward under braking or emergency conditions.
friction generated by the weight of the load and the ‘Tie- This will also allow for fewer lashings being required. The
down’ force of the lashings alone is not recommended. headboard should be strong enough to prevent the load
The most appropriate approach to secure Precast from moving.2 The headboard gives critical protection to
Concrete Loads is using a combination of the ‘Tie-down’ the driver, so the load should not be loaded above the
and ‘Direct restraint’ methods. Combining these methods height of the headboard unless precautions have been
to use suitable lashings (to increase friction), suitable taken to stop it moving forward.
headboard (to provide blocking) and side stanchions (to
provide containment) is the optimal approach to secure
the load. The use of ‘Anti-slip’ load matting between the
load and the load bed can ensure maximum coefficient
of friction values are achieved for the calculation of the
number of lashings, and reduce the number of lashings
required.

TIE - DOWN DIRECT RESTRAINT

FRICTION CONTAINING BLOCKING ATTACHING

Weight of load
+ Figure 2. Load
Tie-down Tankers, Headboards, Twist locks, restraint methods
lashings tipper bodies side/tail gates direct lashings (To control
forward motion)

Suggested alternative is to
use a moveable ‘blocking
frame’ at front of panels.
Top corner protectors Note that some panel weight is
under each chain resting on the frame base

Figure 3. Example of a Concrete

Panel Load, Blocked to a
“temporary” headboard
Anti-slip mat (Friction mat) placed
High-friction matting is under timber load bearers
recommended when
using steel on steel

2 Best practice suggests that the strength of the superstructure should meet the requirements laid down in EN 12642 (L-XL).
In addition, the end wall should be able to withstand 40% of the payload, up to a maximum of 50 KN

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LOAD SAFETY SERIES | INFORMATION SHEET
Safe Load Securing of Precast Concrete Loads

If it is not possible to load to the headboard, or: This will usually lead to the requirement to use more
lashings on the load or, in conjunction, use alternatives
• there is no headboard in place,
such as blocking, loop lashings, or construction of an
• the headboard strength is inadequate, or intermediate bulkhead at the front end of the load to stop
• the load is designed for loading away from headboard, it moving forward.

then there is a need to ensure that the load is secured

adequately to stop it sliding forward uncontrollably.

Figure 5. Example of moveable Blocking Frame to prevent forward

movement

Figure 4. No Blocking Capacity

Lashings
Very rigid loads, such as pre-cast floor sections and
concrete beams, should be supported in only two
positions to allow the vehicle to flex. If the lashings are
placed between the dunnage3 positions they can break
or loosen when the vehicle and/or the load flexes. This
could allow the load to move. Note: In these cases the
Lashings (x2) must be of sufficient capacity to prevent Lashing position Lashing position
the load from moving or alternatively be supplemented
by use of Headboard, Side stanchions, End protection or
moveable blocking frame.
Once loaded, the load should be secured with a suitable
number of lashings. It is very important to ensure that
all parts of the load are secured. Building the load into
a ‘pyramid’ shape can help to ensure that the lashings
remain in contact with the whole load and prevent
individual items from sliding or toppling. Lashing position Lashing position

Figure 6. Positioning of Dunnage

3 loose wood, matting, or similar material used to support and/or keep a cargo in position.

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LOAD SAFETY SERIES | INFORMATION SHEET
Safe Load Securing of Precast Concrete Loads

Webbing straps and ratchets Requirements for webbing straps

When designing a Direct restraint system and • Straps must comply with the EN12195-2 standard,
determining the required number of restraints, it is the by means of a label on the web strap and a
lashing capacity (LC) and not the breaking force which classification on the ratchet.
must be taken into account.
• The strap must have a hand-operated ratchet
When designing an indirect (tie-down) restraint system, tensioner.
it is the standard tension force (STF), not the lashing
• The length of the straps has to be sufficient for
capacity of the strap, which is relevant for the calculation
the securing method.
of the number of straps needed.
• Straps should be visually inspected before
Lashing capacity = Maximum allowable tension in the
every journey.
strap.
• The end fitting of the strap (Web Lashing) must
Breaking force = Maximum force the web lashing
be suitable for the type of lashing point used5.
withstands when tested complete with ratchet and end
fittings. The breaking force of the lashing assembly will • They must not be attached to rope hooks.
be twice the lashing capacity.
Edge protection is required to protect the strap from
• Lashing capacity is NOT to be mistaken for sharp or abrasive edges of the product or trailer. Failure to
the allowable weight of product the lashing can apply appropriate edge protection to the strap introduces
safely restrain. the risk of cutting the strap and losing some or all of the
• A 2-tonne lashing capacity webbing strap will be restraint on the product. Edge protection also reduces
denoted by LC 2000daN. the stress on the outer fibres of the strap by increasing
the radius of the corner. Using the strap over a tight
• A 2-tonne lashing capacity webbing strap will corner without edge protection will reduce strap strength
typically allow an STF of between 300 – 600kg4.
significantly.

Lashing capacity LC.... daN

Standard hand force* SHF 50 daN
Standard tension force STF .... daN
Webbing material POLYESTER
Length ...m
“NOT FOR LIFTING”
Name of manufacturer
or supplier
Manufacturer’s CODE NR
traceability code #### ####
Year of manufacture DD MM YYYY
Standard BS EN 12195-2

Figure 8. Load secured with chain and tensioners

Figure 7. Webbing strap with label description

4 See Table 1 for examples using an STF of 300kg at differing strap angles, friction coefficients and presence of blocking.

5 The lashing points should comply with EN 12640 and must be attached to the vehicle at approximately 50cm intervals.

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LOAD SAFETY SERIES | INFORMATION SHEET
Safe Load Securing of Precast Concrete Loads

Transport chains and tensioners Requirements

When designing a restraint system and determining the • Lashing chains must comply with the
required number of restraints, it is the lashing capacity EN12195-3 standard, confirmed by means of a
and not the breaking force which must be taken into metal tag attached to the chain containing details.
account.
• Lashing chains should be visually inspected before
• Lashing capacity = the maximum allowable tension in every journey.
the chain.
• The use of spring links (over centre load binders) is
• Lashing capacity is NOT to be mistaken for the not advised due to kick back hazard. (Figure 9 and 10).
allowable weight of product the lashing can
• The end fitting of the chain must be suitable for the
safely restrain.
type of securing point used.
• A 4-tonne lashing capacity chain will be denoted by
LC 40kN or LC 4000dan
Breaking force = Maximum force the complete chain
lashing, including load binder and connection components,
can withstand. The breaking force of the lashing assembly
will be twice the lashing capacity.

Figure 9. Over centre load binder (Not Recommended) Figure 10. Bottle tensioner (Recommended)

Number of Lashings required

The number of lashings required can be calculated using
WARNING: Because of different behaviour
the procedures outlined in the EN 12195 standard6. This
and elongation under load conditions, chain
will depend on the nature of the load (weight, dimensions,
centre of gravity), the static friction between the load and
lashings and web lashings must not be used to
the load bed, the securing method employed (Direct, secure the same load. Consideration shall also
Indirect or combination of both) and the rated capacity be given to ancillary fittings (components) and
of the lashings employed. The following tables give an lashing devices in the load restraint assembly,
indication7 of lashings required when using selected to ensure compatibility with the lashings being
chain and web lashings using two different friction values used.
when the load is blocked and unblocked in the forward
direction.

6 The European Standard EN 12195 (1-4) as amended, “Load restraint assemblies on road vehicles”

7 For detailed calculations refer to EN 12195 and associated guidance

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Safe Load Securing of Precast Concrete Loads

MAXIMUM WEIGHT EACH 50mm WEBBING STRAP CAN RESTRAIN

FRONT OF LOAD BLOCKED? NO YES FRONT

HOW MUCH FRICTION? MEDIUM HIGH MEDIUM HIGH HOW M

µ = 0.4 µ = 0.6 µ = 0.4 µ = 0.6
(Smooth Steel on Timber) (Rubber Load Mat) (Smooth Steel on Timber) (Rubber Load Mat)

Minimum average strap Minimu

tension 300kg tension

STRAP ANGLE ANGLE EFFECT (E) CHAIN

900 1.0 600kg 1800kg 2400kg 3000kg 900

600 to 900 approx. 0.85 to 1.0 510kg 1530kg 2040kg 2550kg 600 to
450 to 600 approx. 0.70 to 0.84 420kg 1260kg 1680kg 2100kg 450 to
300 to 450 approx. 0.50 to 0.69 300kg 900kg 1200kg 1500kg 300 to
150 to 300 approx. 0.25 to 0.49 150kg 450kg 600kg 750kg 150 to

Table 1. Max load restrained by one 50mm Strap Web lashing; Tie-down system

MAXIMUM WEIGHT EACH 8mm CHAIN CAN RESTRAIN

FRONT OF LOAD BLOCKED? NO YES

H HOW MUCH FRICTION? MEDIUM HIGH MEDIUM HIGH

.6 µ = 0.4 µ = 0.6 µ = 0.4 µ = 0.6
ad Mat) (Smooth Steel on Timber) (Rubber Load Mat) (Smooth Steel on Timber) (Rubber Load Mat)

Minimum average chain

tension 750kg

CHAIN ANGLE ANGLE EFFECT (E)

0kg 900 1.0 1500kg 4500kg 6000kg 7500kg

0kg 600 to 900 approx. 0.85 to 1.0 1275kg 3825kg 5100kg 6375kg
0kg 450 to 600 approx. 0.70 to 0.84 1050kg 3150kg 4200kg 5250kg
0kg 300 to 450 approx. 0.50 to 0.69 750kg 2250kg 3000kg 3750kg
0kg 150 to 300 approx. 0.25 to 0.49 375kg 1125kg 1500kg 1875kg

Table 2. Max load restrained by one 8mm chain; Tie-down system

Load Securing Standards Further information and Guidance

The European Standard EN 12195 (1-4) as amended, The following website contains links to further
“Load restraint assemblies on road vehicles” is accepted information, including European Community “Best
as giving a safe level of cargo securing for road transport Practice” and International Industry guidelines:
operations. www.loadsafe.ie

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