Volvo - Transport Quality Manual - 2014-07-04

TRANSPORT QUALITY

MANUAL
Requirements for handling and transportation
of general cargo

Photo: Johann Ridder (http://www.tis‐gdv.de)

This manual was developed in cooperation between Volvo Group and MariTerm AB, July 2014
Content
1. Introduction ................................................................................................................. 3
1.1 National and regional standards ................................................................................. 3
2. General requirements .................................................................................................. 6
2.1 Weather protection ..................................................................................................... 6
2.2 Checking of transport documents ............................................................................... 6
2.3 Inspection of damages and loading of damaged cargo............................................... 6
2.4 Damaged wrapping...................................................................................................... 7
2.5 Damage routines ......................................................................................................... 7
2.6 Stacking ........................................................................................................................ 7
2.7 Load distribution and verified weight ......................................................................... 7
2.8 Collective consignment................................................................................................ 8
3. Basic principles for cargo securing ............................................................................... 8
3.1 Forces acting on the cargo during transport ............................................................... 8
3.2 Friction ....................................................................................................................... 10
3.3 Cargo dimensions and centre of gravity .................................................................... 11
4. Cargo securing methods ............................................................................................. 11
4.1 Blocking...................................................................................................................... 12
4.2 Lashing ....................................................................................................................... 12
4.3 Locking ....................................................................................................................... 13
5. Cargo securing equipment ......................................................................................... 13
5.1 Web lashings .............................................................................................................. 14
5.2 Chain lashings ............................................................................................................ 15
5.3 Corner protectors ...................................................................................................... 16
5.4 Dunnage bags ............................................................................................................ 16
6. Cargo transport units ................................................................................................. 17
6.1 Inspection of CTUs ..................................................................................................... 17
6.2 Requirements on swap bodies, trailers and other vehicles ...................................... 18
6.3 Requirements on containers ..................................................................................... 18
7. Dangerous goods ....................................................................................................... 19
Appendix 1 – Instructions for cargo securing of Volvo cargo ............................................. 20

Appendix 2 – Checklist for inspection of trailers and swap bodies .................................... 24
Appendix 3 – Checklist for inspection of containers .......................................................... 25
Appendix 4 – Quick Lashing Guide .................................................................................... 26
Appendix 5 – Strength in container lashing fittings ........................................................... 80
Appendix 6 – Blocking by timber ....................................................................................... 81
1. Introduction
These requirements are developed in cooperation between Volvo Group and MariTerm AB
and are valid for loading and securing of Volvo cargo for transports by road, rail and at sea
for all transporters, as well as subcontractors, involved in loading, unloading and
transportation of Volvo products. The quality managers at the transport companies are
responsible to make sure that all personnel involved have good knowledge regarding these
requirements.
The purpose with these requirements is to achieve the following:
 Uniform systems for loading

 Uniform and secure systems for cargo securing
 Avoiding transport damages
Random inspections or planned audits will be made continuously within areas where
loading/unloading takes place. This is regarding cargo securing in general but also securing of
dangerous goods. The purpose is to make sure that all the transporters are following these
requirements. Remarks will be reported to the actual transport company and to the
purchaser of the transport.
These requirements are based on the international IMO/ILO/UN ECE CTU Code of Safe
Practice for Packing Cargo Transport Units (CTU Code)1 and are Volvo’s minimum demands
to be fulfilled by the personnel and transporters handling Volvo cargo.
Please note that these requirements do not in any way supersede regulations stipulated by
various authorities. Where required by local legislation, national or regional regulations or
standards shall also be complied with, in addition to these requirements. Some of the
standards and regulations that may be applicable, as available on the date of publication of
this document, are listed in Appendix 3 for information purposes.
In case of air transports, each air line operator has their own requirements, which must be
complied with.
1.1 National and regional standards
Below national and regional standards are given for road, rail and sea transport respectively.
Road
Sweden ‐ TSVFS 1978:10, Föreskrifter om säkring av last på fordon under färd
‐ VVFS 1998:95, Föreskrifter om ändring i föreskrifterna (TSVFS 1978:10)
(TFK 1998:2 Kap 5)
Finland ‐ Förordning om användning av fordon på väg, 1992‐12‐04
1
IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code); final draft of Group of
Experts, 2014‐01‐31
3
Norway ‐ Bestemmelser om kjøretøj – Sikring av last, 1988‐06‐30
Great Britain ‐ Code of Practice – Safety of Loads on Vehicles, May 2002
Germany ‐ 22 StVO (Road Traffic Regulations)
Belgium ‐ Federale Overheidsienst Mobilteit en Vervoer – cross‐reference to EU Best Practice

Guidelines
Luxemburg ‐ Code de la Rutes, ver 6 maj 2010 – cross‐reference EN 12195‐1
Czech Republic ‐ Cross‐reference EN 12195‐1
EU ‐ EU Best Practice Guidelines on Cargo Securing for Road Transport, May 2006
(under revision 2014)
The EU Directive (2014/47/EU) about the technical roadside inspection of the roadworthi‐
ness of commercial vehicles came into force in May 2014. Member countries must
implement it into their national legislation within 36 months. Until then, the EU Best
Practice Guidelines may be used. In these guidelines there are cross‐references both to
the European standard EN 12195‐1 and to the IMO Guidelines.
http://bookshop.europa.eu/is‐bin/INTERSHOP.enfinity/WFS/EU‐Bookshop‐Site/en_GB/‐
/EUR/ViewPublication‐Start?PublicationKey=KO7606419
North America ‐ North American Cargo Securement Standard, September 2010
Australia ‐ National Road Commission – Load restrain Guide, 2nd edition 2004
New Zeeland ‐ Truck Loading Code, 2010
Railway
Europe - Based on cargo securing guidelines by the International Union of Railways (UIC).
North America - AAR Regulations
Australia - ARA Regulations
Sea
International – IMO
- IMO/ILO/UN ECE Guidelines for Packing of Cargo Transport Units (under revision 2014
to IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code))
- IMO Model course 3.18
Sweden - TSFS 2010:174, Transportstyrelsens föreskrifter och allmänna råd om transport av last
- IMO/ILO/UN ECE Guidelines for Packing of Cargo Transport Units
- IMO Quick Lashing Guides
- TYA Quick lashing Guides, www.tya.se, www.mariterm.se
Booklet www.containerhandbuch.de
Below a small compilation of the details regarding cargo securing of some of the regulations
for road mentioned above is shown.
4
Acceleration factors
Deviation from securing
Securing for road transport
Friction Safety factor regulations/ recommendations
requirements (in parts of gravity
allowed
acceleration 1g = 9.81 m/s2)
International Forward: 0.8 g
Arrangements to be individually
(revised IMO/ILO/ 0.3/0.2/0.1 or Rearward: 0.5 g Specified for top‐over
General designed; by detailed calculations or
UNECE Guidelines actual Sideways: 0.5 g lashing only
– CTU Code)
according to the Quick Lashing Guide
Vertical: ‐
Forward: 0.8 g
Actual may be Rearward: 0.5 g Specified in standard EN Yes, the system should be designed
Europe General
used Sideways: 0.5 g 12195‐1:2010 according to basic parameters
Vertical: ‐
Forward: 1.0 g
Rearward: 0.5 g Yes, if certificate available showing
Sweden 0.2 or actual Detailed Not specified
Sideways: 0.5 g that basic parameters are fulfilled
Vertical: ‐
Forward: 0.8 g
Actual may be Rearward: 0.5 g Not specified in VDI 2700 Arrangements should be designed
Germany General
used Sideways: 0.5 g part 2 according to VDI 2700 part 2
Vertical: ‐
Forward: 1.0 g
Rearward: 0.5 g
United Kingdom Not specified Detailed Not specified Yes, if following all basic principles
Sideways: 0.5 g
Vertical: ‐
Forward: 0.8 g
No values are Min four lashings Rearward: 0.5 g
North America Not specified Yes, as no detailed regulations exist
specified required Sideways: 0.5 g
Vertical: 0.2 g
Forward: 0.8 g
Actual or a Yes, if following the basic
Rearward: 0.5 g
Australia conservative Detailed Not specified accelerations and meeting the
Sideways: 0.5 g
value performance standards
Vertical: 0.2 g
Forward: 1.0 g
Actual may be Rearward: 0.5 g Yes, if loaded on a special purpose
New Zealand Detailed Not specified
used Sideways: 0.5 g vehicle
Vertical: 0.2 g
5
2. General requirements
The cargo should always be loaded in a way that makes the unloading easy. Cargo handling
symbols shall always be taken into consideration at the loading. Pallets and boxes must be
loaded with the right side up, as indicated for example by arrow symbols.
Volvo cargo shall always be secured in accordance with applicable regulations as well as
these requirements. Note that the sum of void spaces in any horizontal direction shall not
exceed 15 cm.
2.1 Weather protection
When loading cargo it is important to make sure that the cargo is weather protected. It is
also important to notice that the cargo can be affected by local weather conditions with
various temperature, precipitation and humidity of the air.
The Cargo Transport Unit (CTU) should be closed in such a way that water can’t come
through during the transport. When it is an open CTU the cargo should be covered with
plastic wrapping or a tarpaulin. Covering with plastic wrapping or walking boards can
eliminate leakage from below.
It is important that the cargo in closed CTUs is protected not only from exposure to water
but also from condense that may occur during transports through different climatic regions.
Condense may cause rust and mould damages, it may weaken cardboard boxes and can
cause important signs to fall off. Damages by condense can be eliminated by good
ventilation or by the use of moist absorbers.
2.2 Checking of transport documents
The transport company is responsible for checking that the transport documents
(consignment note) are corresponding with the loaded cargo. Changes in the transport
documents are never to be done by the transport company.
2.3 Inspection of damages and loading of damaged cargo
The transport company shall inspect the cargo for damages prior to loading. Attention
should be drawn to external damages, deformations, moisture etc. If damaged cargo are to
be loaded, the damage should be noted in the transport documents or in a special damage
report, issued by the shipper. The transport company shall never load damaged cargo if the
damage hasn’t been documented.
6
2.4 Damaged wrapping
It is not allowed to use damaged wrapping. The wrapping shall be in good condition without
damaged corners, cracks or holes. Damaged or worn out wrapping must be changed. (See
“Emballagehandbok Kvalitet, Februari 1995”. Volvo Logistics AB Wrapping administration).
2.5 Damage routines
According to SOP.
2.6 Stacking
In general, heavy cargo should never be loaded on top of light cargo or cargo packaged in
corrugated cardboard or plastic boxes. Heavy cargo and light cargo should be secured
separately, not together.
2.7 Load distribution and verified weight
Cargo shall be loaded and transported in such a way that neither the cargo transport unit,
the carrying vehicle nor the infrastructure is overloaded. Thus, the following limitations shall
be observed:
 Concentrated load restriction on platform floor

 Axle loads
 Vehicle gross weight
In ISO containers, the eccentricity of the cargoes combined centre of gravity shall not exceed
5% of the containers length or width. As a rule of thumb, this may be achieved by not
loading more than 60% of the cargo weight in one half and not less than 40% in the other.
Furthermore, transport operators may request a verified gross weight of containers. This
may be provided either by weighing the container after loading or by summarizing the tare
7
weight of the container, the weight of all cargo items as well as any additional securing or
packing material used.
2.8 Collective consignment
Other consignor that has collective consignment with Volvo shall also have its cargo secured
according to valid regulations as well as the instructions found herein.
3. Basic principles for cargo securing
In order to prevent accidents, injuries, cargo damages and delays, all cargoes shall be
secured during transport so that they are prevented from sliding and tipping in all
directions. When dimensioning cargo securing arrangements so that these movements are
prevented, the following aspects shall be given due consideration:
 The mode of transport and the expected accelerations throughout the journey
 The weight of the cargo
 The friction between the cargo and the platform as well as between layers
 The cargo’s dimensions and centre of gravity
 The rigidity of the cargo and the integrity of the packing material
 The strength of the cargo securing equipment
 The strength of the walls of the cargo transport unit
3.1 Forces acting on the cargo during transport
During transportation, the cargo and the CTU are exposed to forces, which, depending on
the transport, differ in magnitude in different directions. In case of a combined transport,
the most critical combinations of horizontal and vertical acceleration in each direction for
any leg of the journey must be observed.
Cargo securing arrangements shall be designed to at least withstand the accelerations given
for different modes of transport in the table below2. The accelerations in the table are
expressed in parts of g (gravity acceleration: 1 g = 9.81 m/s2).
2
Experts; 2014‐01‐31, Chapter 5.5
8
The different sea areas are defined according to the table below:
9
3.2 Friction
Good friction helps preventing the cargo from sliding and reduces the demand for other
cargo securing measures. Thus, in order to achieve as high friction factor as possible, the
following measures should, when practicable, be taken:
 Keep the platform dry and clean

 Avoid snow and ice on platform and cargo
 Avoid steel to steel contact surfaces
 Use, where feasible, friction enhancing material such as friction boards or rubber
mats
Friction factors for different material combinations may be taken from the table below3.
3
Experts, 2014‐01‐31, Annex 2 – Appendix 2
10
Friction factors (μ) should be applicable to the actual conditions of transport. When a
combination of contact surfaces is missing in the table above or if its friction factor cannot
be verified in another way, the maximum allowable friction factor of 0.3 should be used. If
the surface contacts are not swept clean, the maximum allowable friction factor of 0.3 or,
when lower, the value in the table should be used. If the surface contacts are not free from
frost, ice and snow a static friction factor of 0.2 should be used, unless the table shows a
lower value. For oily and greasy surfaces or when slip sheets have been used a friction factor
of 0.1 applies.
3.3 Cargo dimensions and centre of gravity
In order to avoid tipping, the dimensions of the cargo as well as it’s centre of gravity must be
considered when deciding on the cargo securing method. High and narrow stows of cargo is
more sensitive to tipping than low and wide ones.
Also, cargoes of irregular shape must be specially considered, since those may have a centre
of gravity which is displaced towards the top or either side or a narrow base and therefore
have an increased risk of tipping.
4. Cargo securing methods
Cargo is to be secured by blocking, lashing or mechanical locking or by a combination of

these methods, in such a way that it is sufficiently prevented from sliding and tipping in all
directions.
11
4.1 Blocking
Blocking is the primary method for securing cargoes and it is achieved by placing cargo in
tight stows between strong walls of the cargo transport unit, stanchions or other blocking
devices. If the cargo is blocked at the bottom only, it is prevented from sliding but not
tipping. As rules of thumb, bottom blocking devices should cover a height of at least 5 cm of
the cargo. If the blocking device reaches up to the cargo’s centre of gravity, the cargo is also
secured against tipping.
In the case of form locking, void spaces should be filled and may be favourably stuffed by
dunnage bags, empty pallets inserted vertically or battens as necessary. Small gaps between
unit loads and similar cargo items, which cannot be avoided and which are necessary for the
smooth loading and unloading of the goods, are acceptable and need not to be filled. The
sum of void spaces in any horizontal direction shall not exceed 15 cm4. However, between
fragile cargoes or dense and rigid cargo items, such as steel, concrete or stone, void spaces
should be further minimized, as far as possible.
In case cargo is intended to be blocked against walls of road vehicles, these shall have a
documented strength. This is extra important to observe for curtainsided vehicles.
4.2 Lashing
Cargo may be secured by several different lashing methods, as shown in the examples in the
figures below.
Top‐over lashing Spring lashing
4
Experts, 2014‐01‐31, Annex 7 Section 2.3.6
12
Loop lashing Straight lashing
It must be noted that top‐over lashing is a frictional lashing method which is designed to
increase the pressure between the cargo and the platform, whereas the other methods are
direct lashings. Top‐over lashings utilize the pre‐tension in the equipment achieved by the
tensioning device. The other methods on the other hand, make full use of the safe working
load in the lashings, since they are further tightened if the cargo begins to move.
4.3 Locking
Cargo securing by mechanical locking requires that both the cargo and the CTU have locking
devices that are strong enough and suitable for each other. The locking devices must be able
to withstand the forces on the cargo that results from the accelerations given in chapter 3.1.
Consideration shall be given to the fact that due to the tolerances between the fittings and
the locking device, not all devices are engaged simultaneously. For example, if four locking
devices are used only two may be considered to take up any forces simultaneously in any
direction.
5. Cargo securing equipment
When securing Volvo cargo, only cargo securing equipment of known strength and quality
may be used. All equipment shall be in good, fully working condition and inspected prior to
use.
Care shall be taken not to combine, in an inappropriate way, lashing equipment with
different strength and elongation characteristics on the same cargo unit. Furthermore, the
equipment may not be applied in such a way that it damages the cargo.
The strength of cargo securing equipment may be expressed in various ways, depending on
the manufacturer and the country of origin, as shown in the table below.
13
Strength Explanation Common denominations
Breaking strength The load at which new, unused BL ‐ Breaking Load
equipment of that kind may break at MBL ‐ Minimum Break Load
testing BS ‐ Breaking Strength
Safe working load The load to which the equipment may LC ‐ Lashing Capacity
safely be subjected when applied MSL ‐ Minimum Securing Load
SWL ‐ Safe Working Load
WLL –Working Load Limit
Pre‐tension The tension achieved in a lashing STF ‐ Standard Tension Force
when applying normal hand force to
the tensioning device or by applying a
powered tensioning device according
to suppliers instruction
When unknown, the MSL, i.e. the safe working load, may be determined from the
equipment’s breaking strength load according to the following table:5
Material MSL
shackles, rings, deck eyes, turnbuckles of mild steel 50% of breaking strength
fibre ropes 33% of breaking strength
web lashings (single use) 75% of breaking strengtha
web lashings (reusable) 50% of breaking strength
wire ropes (single use) 80% of breaking strength
wire ropes (reusable) 30% of breaking strength
steel band (single use) 70% of breaking strengthb
chains 50% of breaking strength
a
Maximum allowed elongation 9% at MSL.
b
It is recommended to use 50%.
The transport company should provide all cargo securing equipment necessary, unless
otherwise agreed.
5.1 Web lashings
Web lashings are produced in a great variety of material, dimensions and strengths. Both
single use and re‐usable equipment is available. Lashings intended for single use are
delivered with a detachable tensioning device and loose hooks and locking devices. They are
most commonly used in containers and on flat racks.
Lashings intended for re‐use are delivered as a complete set and this equipment is the most
common on trucks and trailers. When securing Volvo cargo with re‐usable equipment, all
lashings shall be in good condition and show limited wear only, without any significant tears,
5
Experts, 2014‐01‐31, Annex 7, section 2.4.2
14
clear cut marks or severe discoloration. Knots may not be used to fasten or repair re‐usable
lashings.
Lashing shall be applied and, where possible, checked during the voyage in such a way that it
is ensured that they remain well tightened throughout the transport. Web lashings must be
protected from sharp corners.
5.2 Chain lashings
Chain lashings are typically used for securing vehicles and heavy machinery. The lashing
fittings to which the chain is fastened must have at least the same strength as the chain
itself.
Just as web lashings, chain lashings come in a variety of dimensions and sizes. Their strength
is decided by the link diameter and the steel grade. Chain lashings may be tightened either
with a turn buckle or a lever arm.
Chain with lever arm tensioner Chain with turn buckle
Short linked chains are heavier per meter but are useful if the lashing have to pass over a
sharp corner since the short links bend less easily than those on a long linked chain.
Broken links due to bending over at sharp corners
Before use, chain lashings used to secure Volvo cargo shall be inspected for any visible
damages that may weaken the lashing, such as bent links, deformed hooks or significant link
wear. Any deficiencies found should result in the lashing being rejected.
15
Lashing shall be applied and, where possible, checked during the voyage in such a way that it
is ensured that they remain well tightened throughout the transport. Where short and
vertical chain lashings are used on machinery fitted with rubber tyres, shock absorbers may
be used to reduce of the effect of sudden jerks and thereby limit the risk of the chains
snapping off.
5.3 Corner protectors
Corner protections are typically made of rigid plastic, plastic‐coated cardboard or light metal
and they shall be used to perform any of the following functions:
 To protect the lashings from sharp corners

 To protect fragile cargo from being damaged by the lashings
 To spread out the effect of the lashings over several cargo sections
In case corner protectors are used to protect the cargo they should rest against a sufficiently
large area on the cargo. The weaker the cargo, the bigger area is needed. An empty pallet
turned upside down may be used to the same effect.
When corner protectors are used to spread the effect of the lashing over several cargoes,
they must be made of strong plastic profiles or wooden boards (25x100 mm) nailed
together.
5.4 Dunnage bags
Dunnage bags may be used to fill out gaps between cargo units and ensure a tight stow to
immobilize the cargo in cargo transport units with strong walls. The size and strength of the
dunnage bag should be chosen in consultation with the supplier.
The supplier’s instructions shall also be observed to ensure correct filling pressure. If the
pressure is too low the bag might fall down and if it is too high the bag may burst or it may
damage the cargo or cargo transport unit.
Dunnage bags are sensitive to sharp edges and must be protected from these by means of
thick cardboard or wooden boards.
16
6. Cargo transport units
Below are shown some different types of vehicles and CTUs that could be used when
transporting Volvo cargo.
Different types of vehicles and CTUs
The transport operator shall provide a CTU that:

 Is in good condition
 Is suitable for the intended voyage
 Is suitable for the cargo and weather proof when so required
 Provides suitable access to the cargo for loading and unloading
 Has a floor which is strong enough to support the cargo and any equipment needed
to load or unload the cargo
 Provides suitable means of securing the cargo
 Have sufficiently strong walls with a documented strength if it is intended to use
these to block the cargo any direction.
6.1 Inspection of CTUs
The CTU shall be checked before the loading of the goods is started. The check is performed
according to the checklists in Appendix 2 and 3 and errors or deficiencies are noted. When
anything is unclear the person responsible at the shipping department shall be consulted for
decision on whether the CTU can be accepted, has to be rectified or refused. If the CTU is
refused the transport company has to be informed accordingly.
In general, the CTU shall be in good condition and have functioning cargo securing gear. The
cargo space shall be clean and free from fixed or loose protruding details that can damage
the cargo.
Closed CTUs must be sufficiently weatherproof to minimize the risk of damaging the cargo.
17
6.2 Requirements on swap bodies, trailers and other vehicles
 The CTU shall have an undamaged platform, landing legs and headboard.
 The CTU shall be weatherproof and it shall be possible to close and seal it, which
means that drop sides, tarpaulins, laths and tarpaulin sealings shall be undamaged.
 Any structure used for blocking of the cargo shall have sufficient strength6.
 The cargo area including the platform shall be undamaged.
 The cargo area shall be clean, dry and free from odour.
 The load carrier shall be equipped with sufficient amount of cargo securing
equipment.
 Securing points intended for internal securing of the goods shall be sufficiently strong
for the intended lashing equipment.
 In case of sea transport, trailers shall be equipped with required amount of 12‐tons
external securing fittings for the securing of the unit in ferry traffic.
Minimum amount of ferry eyes per trailer side:

total weight up to 20 ton ‐ 2 pcs
total weight between 20 and 30 ton ‐ 3 pcs
total weight between 30 and 40 ton ‐ 4 pcs
 Corner castings and other bottom fittings on swap bodies shall be undamaged.
 Invalid labels shall be removed or masked.
 CTU, which shall be transported by rail, shall be marked with the required code sign.
 CTU, which shall be transported by rail, shall fulfil the requirements from the rail
administrations and/or rail operator regarding the strength of the stake body
structure.
6.3 Requirements on containers
 The container shall be of type 1AA or 1CC and fulfil standard ISO 1496 for containers.
 The frame work of the container shall be undamaged.
 The container shall be weather tight and it shall be possible to seal it when closed.
This means that walls, floor, roof, doors, door sealing as well as possible tarpaulin
cover with sealing shall be undamaged.
 The cargo area including the floor shall be undamaged.
 The cargo area shall be clean, dry and free from odour.
 Ventilation openings shall be undamaged.
 Corner castings shall be undamaged.
 The container shall be marked with safety plate in accordance with the Container
Safe Convention (CSC).
 Invalid labels shall be removed or masked.
6
For European transport, the strength of headboard, drop sides and rear wall should fulfil the European
standards CEN 283, CEN 12642 L or CEN 12642 XL. Curtainsiders shall be built and marked according to CEN
12642 XL.
18
7. Dangerous goods
Each mode of transport has its own regulation for transport of dangerous goods (DG). While
some of the DG regulations are for a certain region, e.g. ADR for road transport in Europe,
others are global like the IMDG Code for sea transport. The transport operator shall follow
the DG regulations valid for the actual transport.
However, the basic requirements for cargo securing of dangerous goods are more or less the
same in the different DG regulations, see example below from the IMDG Code7:
“Packages containing dangerous goods and unpackaged dangerous articles shall be secured
by suitable means capable of restraining the goods (such as fastening straps, sliding
slatboards, adjustable brackets) in the cargo transport unit in a manner that will prevent any
movement during transport which would change the orientation of the packages or cause
them to be damaged…”
In the different DG regulations there are references to different standards or guidelines to

further explain “Suitable means” in the text above.
When dangerous goods are packed or loaded into any container or vehicle for a sea
transport, those responsible for packing the container or vehicle shall provide a CPC
(Container/Vehicle Packing Certificate) specifying the container/vehicle identification
number(s) and certifying that the operation has been carried out in accordance with the
conditions in section 5.4.2 in the IMDG Code. One of the points in section 5.4.2.1 is regarding
cargo securing:
“.4 Drums have been stowed in an upright position, unless otherwise authorized by the
competent authority, and all goods have been properly loaded and, where necessary,
adequately braced with securing material to suit the mode(s)† of transport for the
intended journey.
† See IMO/ILO/UNECE Guidelines for packing of cargo transport units.”
All personnel involved in handling or transporting dangerous goods shall have proper
training according to applicable DG regulations.
7
IMDG Code Amdt 36‐12; Section7.3.3.6
19
Appendix 1 – Instructions for cargo securing of Volvo cargo
20
21
22
23
Appendix 2 – Checklist for inspection of trailers and swap bodies
B
C
CHECKLIST TRAILERS AND SWAP BODIES YES NO COMMENTS

1 Are the platform, landing legs, the head board,
alongside and crossways beams undamaged? (A)
2 Are sideboards, cover laths, canopy, canopy seal
and possible centre and side stanchions
undamaged and complete? (B and C)
3 Is the CTU weatherproof?
4 Is the cargo area undamaged?
5 Is the cargo area clean, dry and free from residue
and odour?
6 Does the CTU have functioning and undamaged
cargo securing equipment?
7 Is the CTU equipped with unbroken internal lashing
points for securing of cargo?
8 Does the CTU have enough numbers of unbroken
external lashing points?
9 Are the corner castings on the swap body
undamaged?
10 Are there pockets for dangerous goods labels? Are
non‐actual labels removed or masked?
EXTRA CHECK POINTS FOR TRANSPORT BY RAILWAY
11 Is there a UIC code number plate?
12 Are the TIR‐line and the sealing line correctly
applied?
13 Does the lock for the landing legs function and is
the canopy unsplit?
Date _____________ Number of CTU ____________ Sign _____________
24
Appendix 3 – Checklist for inspection of containers
F E
D
A
B C
CHECKLIST CONTAINERS YES NO COMMENTS
1 Is the framework undamaged? (A)
2 Are the corner castings undamaged? (B)
Are the walls, floor, roof, doors, door sealing’s and

3
possible canopy and canopy seal undamaged? (C)
4 Is the CTU weatherproof?
Are the doors possible to close and are the

5
packing’s unbroken and soft? (D)
6 Is the cargo area undamaged?
Is the cargo area clean, dry and free from residue

7
and odour from previous cargoes?
8 Are the ventilation devices open and undamaged?
Is the CTU equipped with undamaged and

9
functioning lashing points? (E)
Is the container marked with a safety approved
10
plate, CSC? (F)
11 Are non‐actual labels removed and marked?
Date ______________ Number of CTU ______________ Sign ______________
25
Appendix 4 – Quick Lashing Guide
26
Quick Lashing Guide Road, Combined Rail and Sea Area A, B & C
CONTENT
CONTENT ........................................................................................................................... I
CARGO SECURING METHODS .............................................................................................1

Blocking and Bracing .............................................................................................................. 1
Top-over lashing ..................................................................................................................... 1
Half loop lashing ..................................................................................................................... 2
Straight lashing ....................................................................................................................... 2
Spring lashing ......................................................................................................................... 3
BASIC CARGO SECURING REQUIREMENTS ..........................................................................4

Non-rigid goods ...................................................................................................................... 4
Rolling units ............................................................................................................................ 4
Bottom blocking ..................................................................................................................... 4
Supporting edge beam ........................................................................................................... 4
Blocking against the doors ..................................................................................................... 4
Nailing..................................................................................................................................... 4
SLIDING - FRICTION ............................................................................................................5
TIPPING - DIMENSIONS ......................................................................................................6
CARGO SECURING EQUIPMENT ..........................................................................................7

Labelling ................................................................................................................................. 7
Maximum Securing Load, MSL ............................................................................................... 7
Lashing eyes ........................................................................................................................... 8
CONVERSION FACTORS FOR OTHER TYPES OF LASHING EQUIPMENT ..................................8
REQUIRED NUMBER OF LASHINGS .....................................................................................9
CARGO STOWED IN MORE THAN ONE LAYER......................................................................9

Method 1 (simple) .................................................................................................................. 9
Method 2 (advanced) ............................................................................................................. 9
QUICK LASHING GUIDE A ................................................................................................. 10

Top-over lashings ............................................................................................................ 11
Half-loop lashings............................................................................................................ 12
Straight lashings .............................................................................................................. 13
Spring lashings ................................................................................................................ 14
TAG WASHERS AND NAILS ............................................................................................... 15
QUICK LASHING GUIDE B.................................................................................................. 16
WEBBING......................................................................................................................... 17
-i-
27
Spring lashings ................................................................................................................ 20
CHAIN .............................................................................................................................. 21
Spring lashings ................................................................................................................ 24
STEEL STRAPPING ............................................................................................................ 25

Spring lashings ................................................................................................................ 28
WIRE ............................................................................................................................... 29
Spring lashings ................................................................................................................ 32
QUICK LASHING GUIDE C .................................................................................................. 34
WEBBING......................................................................................................................... 35
Spring lashings ................................................................................................................ 38
CHAIN .............................................................................................................................. 39
Spring lashings ................................................................................................................ 42
STEEL STRAPPING ............................................................................................................ 43

Spring lashings ................................................................................................................ 46
WIRE ............................................................................................................................... 47
Spring lashings ................................................................................................................ 50
- ii -
28
CARGO SECURING METHODS

Goods shall be prevented from sliding and tipping in forward, backward and
sideways directions by locking, blocking, lashing or a combination of these
methods.
Blocking and Bracing

Blocking means that the cargo is stowed against fixed blocking structures and
fixtures on the CTU. Clumps, wedges, dunnage, stanchions, inflatable dunnage
bags and other devices which are supported directly or indirectly by fixed
blocking structures are also considered as blocking.
Blocking is primarily a method to prevent the cargo from sliding, but if the
blocking reaches high enough, it also prevents tipping. Blocking is the primary
method for cargo securing and should be used as far as possible.
The sum of void spaces in any direction should not exceed 15 cm. However,
between dense rigid cargo items, such as steel, concrete or stone, the void
spaces should be further minimized, as far as possible.
Top-over lashing
When using the tables for top-over lashing the angle
between the lashing and the platform bed is of great
importance. The tables are valid for an angle between
75° - 90°. If the angle is between 30° - 75° twice the
number of lashings are needed (alternatively the table
values are halved). If the angle is less than 30°,
another cargo securing method should be used.
Top-over lashings preventing tipping forward and
backward should be placed symmetrically on the
cargo.
IM5 Page 1 - Draft

29
Half loop lashing

A pair of half loop lashings prevents cargo
from sliding and tipping sideways.
Minimum one pair of half loop lashings per
section should be used.
When long cargo units are secured with half

loop lashings, at least two pairs should be used
For tipping half the MSL value is to be used to prevent the cargo from twisting.
for design purposes.
Straight lashing
The tables are valid for an angle of 30° - 60°
between the lashing and the platform bed.
Sideways and lengthways the lashing angle
should also lie between 30° - 60°.
The allowable areas for fixing the lashings

on the cargo unit are bounded by straight
lines (one for each side), drawn through
the centre of gravity in an angle of 45°.
When the lashings are fixed above the centre of gravity, the unit may also have to be
blocked in the bottom to prevent sliding.
IM5 Page 2 - Draft

30
Spring lashing
A spring lashing is used to prevent cargo from sliding and tipping forward or
backward.
The values in the tables for spring lashings are valid when the diagonal parts of
the lashing are close to parallel to the long sides of the CTU
The angle between the lashing and the platform bed should be maximum 45°.
There are a number of ways to apply spring lashings, as illustrated below.
A.
B.
C.
Observe:
• Alternative A is not fully effective for tipping avoidance.
• Alternative C has two parts per side and thus secures twice the cargo mass
given in the lashing tables.
If the spring lashing doesn’t act on the top of the cargo the mass prevented
from tipping is decreased. E.g. if the spring lashing acts at half the cargo height,
it secures half the cargo mass given in the tipping tables.
For cargo units with the centre of gravity above their half height, the table
values for tipping should be halved.
To prevent tipping, the spring lashing needs to be dimensioned for the mass of
the outer section only.
IM5 Page 3 - Draft

31
BASIC CARGO SECURING REQUIREMENTS

Non-rigid goods
If the goods are not rigid in form (bags, bales etc.) more lashings than
prescribed in this quick lashing guide may be needed.
Rolling units
If rolling units aren’t blocked, chocks with a height of at
least 1/3 of the radius, shall be used.
If the unit is secured by lashings ensuring that the unit
cannot roll over the chocks, the chock height need not to be
greater than 20 cm.
Bottom blocking
Bottom blocking preventing cargo from sliding must have a height of at least 5 cm, if the
cargo isn’t prevented from climbing over the blocking by suitable lashings.
Supporting edge beam

In some cases fewer lashings are needed than the number of
sections that are to be secured. Since each unit has to be
secured, the lashing effect may in these cases be spread out
by supporting edge beams. For each end section one lashing
shall be used as well as at least one lashing per every other
section.
These edge beams can be manufactured profiles or deals
(minimum 25x100 mm) nailed together.
Blocking against the doors

When the door end of a CTU is designed to provide a defined wall resistance
(e.g. the doors of a general cargo container) the doors may be considered as a
strong cargo space boundary and used for cargo securing, provided the cargo is
stowed to avoid impact loads to the door end and to prevent the cargo from
falling out when the doors are opened.
Nailing
Nailing to the floor should not be done unless agreed with
the CTU supplier.
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32
SLIDING - FRICTION
Different material contacts have different friction factors (µ). The table below
shows recommended values for the friction factor (92.5% of the static friction).
The values are valid provided that both contact surfaces are “swept clean” and
free from any impurities. In case of direct lashings, where the cargo may move
a little before the elongation of the lashings provides the desired restraint
force, the dynamic friction applies, which is to be taken as 75 % of the friction
factor. This effect is included in the lashing tables.
Friction factor µ
Material combination in contact surface
Dry Wet
SAWN TIMBER/WOODEN PALLET
Sawn timber/wooden pallet – fabric base laminate / plywood 0.45 0.45
Sawn timber/wooden pallet - grooved aluminium 0.4 0.4
Sawn timber/wooden pallet - stainless steel sheet 0.3 0.3
Sawn timber/wooden pallet - shrink film 0.3 0.3
PLANED WOOD
Planed wood – fabric base laminate / plywood 0.3 0.3
Planed wood - grooved aluminium 0.25 0.25
Planed wood - stainless steel sheet 0.2 0.2
PLASTIC PALLETS
Plastic pallet – fabric base laminate / plywood 0.2 0.2
Plastic pallet - grooved aluminium 0.15 0.15
Plastic pallet – stainless steel sheet 0.15 0.15
CARDBOARD (UNTREATED)
Cardboard - cardboard 0.5 -
Cardboard - wooden pallet 0.5 -
BIG BAG
Big bag - wooden pallet 0.4 -
STEEL AND SHEET METAL
Unpainted metal with rough surface - unpainted rough metal 0.4 -
Painted metal with rough surface - painted rough metal 0.3 -
Unpainted metal with smooth surface - unpainted smooth metal 0.2 -
Painted metal with smooth surface - painted smooth metal 0.2 -
STEEL CRATES
Steel crate – fabric base laminates / plywood 0.45 0.45
Steel crate - grooved aluminium 0.3 0.3
Steel crate – stainless steel 0.2 0.2
IM5 Page 5 - Draft

33
Friction factor µ
Material combination in contact surface
Dry Wet
CONCRETE
Concrete with rough surface - sawn timber 0.7 0.7
Concrete with smooth surface - sawn timber 0.55 0.55
ANTI-SLIP MATERIAL
Rubber against other materials when contact surfaces are clean 0.6 0.6
Materials other than rubber against other materials as certified
Friction factors (µ) should be applicable to the actual conditions of transport.

When a combination of contact surfaces is missing in the table above or if its
friction factor cannot be verified in another way the maximum allowable
friction factor of 0.3 should be used. If the surfaces are not swept clean, the
maximum allowable friction factor of 0.3 or, when lower, the value in the
tableshould be used. If the surface contacts are not free from frost, ice and
snow a static friction factor of 0.2 should be used, unless the table shows a
lower value. For oily and greasy surfaces or when slip sheets have been used a
friction factor of 0.1 applies. 1
TIPPING - DIMENSIONS
The definition of H, B and L as

shown to the right are to be
used in the tables for tipping for
cargo units with the centre of
gravity close to its geometrical
centre.
The definition of H, B and L as shown to the left are to be

used in the tables for tipping for cargo units with the
centre of gravity away from its geometrical centre.
For defining required number of lashings to prevent tipping, H/B and H/L is
calculated. The obtained values are to be rounded up to the nearest higher
value shown in the tables.
1
For sea transport please also see CSS Code Annex 13 sub-section 7.2 Balance of forces and moments.
IM5 Page 6 - Draft

34
CARGO SECURING EQUIPMENT

Labelling
Cargo securing equipment may be labelled with one or more of the following
quantities:
• MBL = Minimum Break Load
• MSL = Maximum Securing Load
• LC = Lashing Capacity(generally used for road transport in Europe)
• STF = Standard Tension Force = Pre-tension
• BS = Breaking Strength
The unit daN, where 1 daN = 1 kg, is sometimes used to indicate the LC and STF
for cargo securing equipment. MBL and MSL are usually stated in kN, kg or
tons.
Maximum Securing Load, MSL

• During sea transport the cargo securing arrangements are designed with
respect to the MSL in the equipment.
• If labelling of MSL is missing MSL is primarily taken as LC when
dimensioning according to the tables in this Quick Lashing Guide.
• Alternatively the MSL for different types of equipment is calculated from
the Breaking Strength (BS), according to the table below:
Equipment MSL
Web lashing, reusable 50% of BS
Web lashing, single use 75 % *) of BS
Chain lashing (class 8), speed lash, turnbuckle 50% of BS
Wire, new 80% of BS
Wire, used 30% of BS
Steel strapping 70% of BS
Tag washer 50% of BS
Air bag, reusable 50% of BS
Airbag, single use 75% of BS
*)
Maximum 9 % elongation at MSL
If labelling of the pre-tension force is missing 10% of Breaking Strength (BS),

although not more than 1,000 kg, may be used as pre-tension when
dimensioning according to the tables in this Quick Lashing Guide.
IM5 Page 7 - Draft

35
Lashing eyes
The lashing eyes should have at least the same strength in MSL as the lashings.
For a half loop lashing the lashing eye should have at least the strength of 1.4 ×
MSL of the lashing if both ends of the lashing are fixed to the same eye.
CONVERSION FACTORS FOR OTHER TYPES OF LASHING EQUIPMENT

For lashing equipment with MSL and pre-tension other than those shown in
tables in this quick lashing guide, the table values should be multiplied by a
conversion factor corresponding to the actual lashing method and type of
equipment (see the table below). All values used should be taken in daN,
where 1 daN ≈ 1 kg.
Lashing method Webbing Chain Steel strapping Wire

Top-over Pre- Pre- Pre- Pre-
lashing tension*/400 tension*/1,000 tension*/240 tension*/1,000
Half loop
lashing
Spring
MSL*/2,000 MSL*/5,000 MSL*/1,700 MSL*/9,100
lashing
Straight
lashing
* Pre-tension and MSL are the values for the lashing equipment intended to be used
Example: A cargo unit is intended to be transported in Sea Area C. How many

tons are prevented from sliding sideways by a pair of half loop web lashings
with MSL 4 ton, if the friction factor is 0.3?
The quick lashing guide shows that a pair of half loop web
lashings with MSL 2,000 daN prevents 4.3 ton of cargo
from sliding sideways in Sea Area C, when the friction
factor is 0.3.
MSL for the current web lashing is 4 ton ≈ 4,000 daN.
According to the table above, the conversion factor for half loop lashings is;
MSL/2,000 = 4,000/2,000 = 2. The cargo mass prevented from sliding according
to the lashing table shall be multiplied by the conversion factor and each pair of
half loop web lashings thus prevents 2 × 4.3 = 8.6 ton of cargo from sliding
sideways. This means that the cargo mass prevented from sliding by a pair of
half loop lashings can be doubled when the MSL value for the lashing is
doubled as long as the lashing eyes are strong enough.
IM5 Page 8 - Draft

36
REQUIRED NUMBER OF LASHINGS

The lashing tables in this quick lashing guide show the cargo mass in ton (1000
kg) prevented from sliding or tipping per lashing. The values in the tables are
rounded to two significant figures.
The required number of lashings to prevent sliding and tipping is calculated by
the help of the tables on the following pages according to the following
procedure:
1. Calculate the required number of lashings to prevent sliding
2. Calculate the required number of lashings to prevent tipping
3. The largest number of the above is selected
Even if there is neither sliding nor tipping risk, it is recommended to always use
at least one top-over lashing per every 4 ton of cargo or similar arrangement to
avoid wandering for non-blocked cargo due to vibrations.
CARGO STOWED IN MORE THAN ONE LAYER
Method 1 (simple)
1. Determine the number of lashings to prevent sliding using the mass of
the entire section and the lowest friction of any
of the layers.
2. Determine the number of lashings to prevent
tipping.
3. The largest number of lashings in step 1 and 2 is
to be used.
Method 2 (advanced)
the entire section and the friction for the bottom layer.
the section’s upper layer and the friction between the layers.
3. Determine the number of lashings for the entire section which is
required to prevent tipping.
The largest number of lashings in steps 1 to 3 should be used.
IM5 Page 9 - Draft

37
Quick Lashing Guide A Road, Combined Rail and Sea Area A
QUICK LASHING GUIDE A

Cargo securing on CTUs for transports on
Road, Combined Rail and in Sea Area A
Accelerations to be expected expressed in parts of the gravity acceleration

(1g = 9.81 m/s2).
Transport mode/ Sideways Forward Backward

Sea area S V F V B V
Road 0.5 1.0 0.8 1.0 0.5 1.0
Combined Rail 0.5 1.0 0.5 1.0 0.5 1.0
Sea Area A 0.5 1.0 0.3 0.5 0.3 0.5
V = Vertical acceleration in combination with longitudinal or transverse acceleration
Goods; not rigid in form

If the goods aren’t rigid in form, more lashings than stipulated in this quick
lashing guide could be required.
• All dimensions referred to as ton are equal to metric ton of 1000 kg.
• Sideways, forward and backward refers to a fore-and-aft stowed CTU.
IM5 Page 10 - Draft

38
WEBBING Top-over lashings

The tables are valid for webbing with an MSL of 20 kN or 2,000
daN - (2,000 kg = 2 ton) and a pre-tension of minimum 4 kN or
400 daN - (400 kg).
The values in the tables are proportional to the pre-tension in
the lashings.
The masses in the tables are valid for one top-over lashing.
TOP-OVER LASHING Cargo mass in ton prevented from sliding
per top-over lashing
µ SIDEWAYS FORWARD BACKWARD
0.00 0.00 0.00 0.00
0.05 0.08 0.05 0.08
0.10 0.18 0.10 0.18
0.15 0.30 0.16 0.30
0.20 0.47 0.24 0.47
0.25 0.71 0.32 0.71
0.30 1.1 0.43 1.1
0.35 1.7 0.55 1.7
0.40 2.8 0.71 2.8
0.45 6.4 0.91 4.3
0.50 no slide 1.2 7.1
0.55 no slide 1.6 16
0.60 no slide 2.1 no slide
Cargo mass in ton prevented from tipping per top-over lashing
SIDEWAYS FORWARD BACKWARD
H/B 1 row 2 rows 3 rows 4 rows 5 rows H/L per section per section
0.6 no tip no tip no tip 6.3 2.9 0.6 no tip no tip
0.8 no tip no tip 5.4 2.1 1.4 0.8 no tip no tip
1.2 no tip 4.5 1.3 0.90 0.72 1.2 no tip no tip
1.4 no tip 2.2 0.98 0.70 0.58 1.4 5.9 no tip
1.6 no tip 1.5 0.77 0.57 0.48 1.6 2.5 no tip
1.8 no tip 1.1 0.63 0.48 0.41 1.8 1.6 18
2.0 no tip 0.89 0.54 0.42 0.36 2.0 1.2 7.1
2.2 7.1 0.74 0.47 0.37 0.32 2.2 0.93 4.4
2.4 3.5 0.64 0.41 0.33 0.29 2.4 0.77 3.2
2.6 2.4 0.56 0.37 0.30 0.26 2.6 0.66 2.4
2.8 1.8 0.50 0.34 0.27 0.24 2.8 0.57 1.8
3.0 1.4 0.45 0.31 0.25 0.22 3.0 0.51 1.4
IM5 Page 11 - Draft

39
WEBBING Half-loop lashings

The tables are valid for webbing with an MSL of 20 kN or
2,000 daN - (2,000 kg = 2 ton) and a pre-tension of minimum
4 kN or 400 daN - (400 kg).
The masses in the tables below are valid for one pair of half
loop lashings.
The values in the tables are proportional to the maximum securing load (MSL) in the
lashings.
HALF LOOP LASHING Cargo mass in ton prevented from sliding

SLIDING per pair of half loop lashing
µ SIDEWAYS
0.00 4.1
0.05 4.6
0.10 5.2
0.15 5.9
0.20 6.7
0.25 7.7
0.30 9.1
0.35 11
0.40 13
0.45 17
0.50 no slide
0.55 no slide
0.60 no slide
0.65 no slide
0.70 no slide
Cargo mass in ton prevented from tipping
per pair of half loop lashing
SIDEWAYS
H/B 1 row 2 rows 3 rows 4 rows 5 rows
0.6 no tip no tip no tip 18 8.2
0.8 no tip no tip 15 5.9 4.1
1.0 no tip no tip 6.1 3.6 2.7
1.2 no tip 13 3.8 2.5 2.0
1.4 no tip 6.4 2.8 2.0 1.6
1.6 no tip 4.2 2.2 1.6 1.4
1.8 no tip 3.2 1.8 1.4 1.2
2.0 no tip 2.5 1.5 1.2 1.0
2.2 20 2.1 1.3 1.0 0.91
2.4 10 1.8 1.2 0.94 0.82
2.6 6.8 1.6 1.1 0.85 0.74
2.8 5.1 1.4 0.96 0.78 0.68
3.0 4.1 1.3 0.87 0.71 0.63
IM5 Page 12 - Draft

40
WEBBING Straight lashings

400 daN - (400 kg).
All masses are valid for one straight lashing.
lashings.
STRAIGHT LASHING Cargo mass in ton prevented from sliding

SLIDING per straight lashing
SIDEWAYS BACKWAR
µ FORWARD
per side D
0.00 1.0 0.64 1.0
0.05 1.2 0.76 1.2
0.10 1.5 0.89 1.5
0.15 1.8 1.0 1.8
0.20 2.2 1.2 2.2
0.25 2.7 1.4 2.7
0.30 3.3 1.6 3.3
0.35 4.1 1.8 4.1
0.40 5.2 2.1 5.2
0.45 6.8 2.4 6.8
0.50 no slide 2.8 10
0.55 no slide 3.2 13
Cargo mass in ton prevented from tipping per straight lashing
SIDEWAYS
H/B H/L FORWARD BACKWARD
per side
0.6 no tip 0.6 no tip no tip
1.4 no tip 1.4 10 no tip
1.6 no tip 1.6 4.7 no tip
1.8 no tip 1.8 3.2 36
2.0 no tip 2.0 2.5 15
2.2 16 2.2 2.1 10
2.4 8.7 2.4 1.9 7.9
2.6 6.1 2.6 1.7 6.1
2.8 4.8 2.8 1.6 4.8
3.0 4.1 3.0 1.5 4.1
IM5 Page 13 - Draft

41
WEBBING Spring lashings

400 daN - (400 kg).
The masses in the tables are valid for one spring lashing.
lashings.
SPRING LASHING Cargo mass in ton prevented from sliding

per spring lashing
µ FORWARD BACKWARD
0.00 3.6 5.8
0.05 3.9 6.5
0.10 4.3 7.3
0.15 4.7 8.3
0.20 5.1 9.5
0.25 5.6 11
0.30 6.1 13
0.35 6.8 15
0.40 7.5 19
0.45 8.3 24
0.50 9.3 35
0.55 11 43
0.60 12 no slide
0.65 14 no slide
0.70 16 no slide

per spring lashing
H/L FORWARD REARWARD
0.6 no tip no tip
0.8 no tip no tip
1.0 no tip no tip
1.2 no tip no tip
1.4 67 no tip
1.6 33 no tip
1.8 24 259
2.0 19 115
2.2 17 79
2.4 15 63
2.6 14 50
2.8 13 40
3.0 12 35
IM5 Page 14 - Draft

42
TAG WASHERS AND NAILS

TAG WASHER
Approximate cargo mass in ton prevented from sliding by one tag washer
for wood on wood in combination with top-over lashing only
SIDEWAYS
µ\**
∅ 48 ∅ 62 ∅ 75 ∅ 95 30×57 48×65 130×130
MBL (ton) 0.5 0.7 0.9 1.2 0.5 0.7 1.5
0.10 0.31 0.44 0.56 0.75 0.31 0.44 0.94
0.20 0.42 0.58 0.75 1.00 0.42 0.58 1.3
0.30 0.63 0.88 1.1 1.5 0.63 0.88 1.9
FORWARD
0.10 0.18 0.25 0.32 0.43 0.18 0.25 0.54
0.20 0.21 0.29 0.38 0.50 0.21 0.29 0.63
0.30 0.25 0.35 0.45 0.60 0.25 0.35 0.75
BACKWARD
0.10 0.31 0.44 0.56 0.75 0.31 0.44 0.94
0.20 0.42 0.58 0.75 1.00 0.42 0.58 1.3
0.30 0.63 0.88 1.1 1.5 0.63 0.88 1.9
\**
Between tag washer and platform bed/cargo.
4” – NAIL
Approximate cargo mass in ton prevented from sliding by one nail
µ \*** per side
blank galvanised blank galvanised blank galvanised
MBL (ton) 0.22 0.32 0.22 0.32 0.22 0.32
0.00 0.22 0.32 0.14 0.20 0.22 0.32
0.05 0.24 0.36 0.15 0.21 0.24 0.36
0.10 0.28 0.40 0.16 0.23 0.28 0.40
0.15 0.31 0.46 0.17 0.25 0.31 0.46
0.20 0.37 0.53 0.18 0.27 0.37 0.53
0.25 0.44 0.64 0.20 0.29 0.44 0.64
0.30 0.55 0.80 0.22 0.32 0.55 0.80
0.35 0.73 1.1 0.24 0.36 0.73 1.1
0.40 1.1 1.6 0.28 0.40 1.1 1.6
0.45 2.2 3.2 0.31 0.46 1.5 2.1
0.50 no slide no slide 0.37 0.53 2.2 3.2
0.55 no slide no slide 0.44 0.64 4.4 6.4
0.60 no slide no slide 0.55 0.80 no slide no slide
\***
Between cargo and platform bed.
IM5 Page 15 - Draft

43
Quick Lashing Guide B Road, Combined Rail and Sea Area B
QUICK LASHING GUIDE B

Road, Combined Rail and in Sea Area B

(1g = 9.81 m/s2).

Road 0.5 1.0 0.8 1.0 0.5 1.0
Combined Rail 0.5 1.0 0.5 1.0 0.5 1.0
Sea Area B 0.7 1.0 0.3 0.3 0.3 0.3

If the goods aren’t rigid in form, more lashings than stipulated in this
quick lashing guide could be required.
• All dimensions referred to as ton are equal to metric tonne of 1000 kg.
IM5 Page 16 - Draft

44

2,000 daN - (2,000 kg = 2 ton) and a pre-tension of
minimum 4 kN or 400 daN - (400 kg).
The values in the tables are proportional to the pre-tension
in the lashings.
0.00 0.00 0.00 0.00
0.05 0.05 0.05 0.08
0.10 0.12 0.10 0.18
0.15 0.19 0.16 0.30
0.20 0.28 0.24 0.47
0.25 0.39 0.32 0.71
0.30 0.53 0.43 1.0
0.35 0.71 0.55 1.3
0.40 0.95 0.71 1.6
0.45 1.3 0.91 1.9
0.50 1.8 1.2 2.4
0.55 2.6 1.6 2.9
0.60 4.3 2.1 3.5
0.65 9.2 3.1 4.4
0.70 no slide 5.0 5.5
1.2 no tip 1.3 0.71 0.53 0.45 1.2 12 12
1.4 no tip 0.93 0.55 0.43 0.37 1.4 5.9 5.9
1.6 5.9 0.72 0.46 0.36 0.31 1.6 2.5 3.9
1.8 2.7 0.59 0.39 0.31 0.27 1.8 1.6 3.0
2.0 1.8 0.50 0.34 0.27 0.24 2.0 1.2 2.4
2.2 1.3 0.43 0.30 0.24 0.22 2.2 0.93 2.0
2.4 1.0 0.38 0.27 0.22 0.19 2.4 0.77 1.7
2.6 0.86 0.34 0.24 0.20 0.18 2.6 0.66 1.5
2.8 0.74 0.31 0.22 0.18 0.16 2.8 0.57 1.3
3.0 0.64 0.28 0.20 0.17 0.15 3.0 0.51 1.2
IM5 Page 17 - Draft

45

2,000 daN - (2,000 kg = 2 ton) and a pre-tension of minimum
4 kN or 400 daN - (400 kg).
loop lashings.
lashings.

µ SIDEWAYS
0.00 2.9
0.05 3.2
0.10 3.5
0.15 3.9
0.20 4.3
0.25 4.7
0.30 5.3
0.35 5.9
0.40 6.6
0.45 7.5
0.50 8.6
0.55 10
0.60 12
0.65 14
0.70 no slide
SIDEWAYS
0.6 no tip no tip 12 5.2 3.7
0.8 no tip 21 4.5 2.9 2.3
1.0 no tip 6.4 2.8 2.0 1.6
1.2 no tip 3.7 2.0 1.5 1.3
1.4 no tip 2.7 1.6 1.2 1.0
1.6 17 2.1 1.3 1.0 0.89
1.8 7.8 1.7 1.1 0.88 0.77
2.0 5.1 1.4 0.96 0.78 0.68
2.2 3.8 1.2 0.84 0.69 0.61
2.4 3.0 1.1 0.76 0.62 0.55
2.6 2.5 0.97 0.69 0.57 0.50
2.8 2.1 0.87 0.63 0.52 0.46
3.0 1.9 0.80 0.58 0.48 0.43
IM5 Page 18 - Draft

46

400 daN - (400 kg).
lashings.

SIDEWAYS
µ FORWARD BACKWARD
per side
0.00 0.73 0.64 1.0
0.05 0.87 0.76 1.2
0.10 1.0 0.89 1.5
0.15 1.2 1.0 1.8
0.20 1.4 1.2 2.2
0.25 1.6 1.4 2.7
0.30 1.9 1.6 3.3
0.35 2.2 1.8 4.1
0.40 2.6 2.1 4.9
0.45 3.0 2.4 5.6
0.50 3.6 2.8 6.2
0.55 4.3 3.2 7.0
0.60 5.2 3.7 7.9
0.65 6.4 4.4 8.9
0.70 no slide 5.2 10.0
SIDEWAYS
per side
1.2 no tip 1.2 19 19
1.4 no tip 1.4 10 10
1.6 11 1.6 4.7 7.4
1.8 5.5 1.8 3.2 5.9
2.0 3.8 2.0 2.5 5.1
2.2 3.0 2.2 2.1 4.5
2.4 2.5 2.4 1.9 4.1
2.6 2.2 2.6 1.7 3.8
2.8 2.0 2.8 1.6 3.6
3.0 1.9 3.0 1.5 3.4
IM5 Page 19 - Draft

47

400 daN - (400 kg).
lashings.

per spring lashing
µ FORWARD BACKWARD
0.00 3.6 5.8
0.05 3.9 6.5
0.10 4.3 7.3
0.15 4.7 8.3
0.20 5.1 9.5
0.25 5.6 11
0.30 6.1 13
0.35 6.8 15
0.40 7.5 18
0.45 8.3 19
0.50 9.3 21
0.55 11 23
0.60 12 25
0.65 14 28
0.70 16 31

per spring lashing
0.6 no tip no tip
0.8 no tip no tip
1.0 no tip no tip
1.2 115 115
1.4 67 67
1.6 33 51
1.8 24 43
2.0 19 38
2.2 17 35
2.4 15 33
2.6 14 31
2.8 13 30
3.0 12 29
IM5 Page 20 - Draft

48
CHAIN Top-over lashings

The tables are valid for chain (∅ 9 mm, class 8) with an MSL of
50 kN or 5,000 daN - (5,000 kg = 5 ton) and a pre-tension of
minimum 10 kN or 1000 daN - (1000 kg = 1 ton).
the lashings.
0.00 0.00 0.00 0.00
0.05 0.14 0.12 0.20
0.10 0.30 0.25 0.44
0.15 0.48 0.41 0.76
0.20 0.71 0.59 1.2
0.25 0.98 0.81 1.8
0.30 1.3 1.1 2.5
0.35 1.8 1.4 3.2
0.40 2.4 1.8 3.9
0.45 3.2 2.3 4.8
0.50 4.4 3.0 5.9
0.55 6.5 3.9 7.2
0.60 11 5.3 8.9
0.65 23 7.7 11
0.70 no slide 12 14
0.6 no tip no tip 10 4.6 3.3 0.6 no tip no tip
0.8 no tip 19 4.0 2.5 2.0 0.8 no tip no tip
1.2 no tip 3.3 1.8 1.3 1.1 1.2 30 30
1.4 no tip 2.3 1.4 1.1 0.92 1.4 15 15
1.6 15 1.8 1.1 0.90 0.78 1.6 6.3 9.8
1.8 6.8 1.5 0.97 0.78 0.68 1.8 4.0 7.4
2.0 4.4 1.2 0.84 0.68 0.60 2.0 3.0 5.9
2.2 3.3 1.1 0.74 0.61 0.54 2.2 2.3 4.9
2.4 2.6 0.95 0.67 0.55 0.49 2.4 1.9 4.2
2.6 2.2 0.85 0.60 0.50 0.45 2.6 1.6 3.7
2.8 1.8 0.76 0.55 0.46 0.41 2.8 1.4 3.3
3.0 1.6 0.70 0.51 0.43 0.38 3.0 1.3 3.0
IM5 Page 21 - Draft

49
CHAIN Half-loop lashings

minimum 10 kn or 1,000 daN - (1,000 kg = 1 ton).
The masses in the tables below are valid for one pair of half loop
lashings.
lashings.

µ SIDEWAYS
0.00 7.3
0.05 8.0
0.10 8.8
0.15 9.7
0.20 11
0.25 12
0.30 13
0.35 15
0.40 17
0.45 19
0.50 22
0.55 25
0.60 30
0.65 36
0.70 no slide
SIDEWAYS
0.6 no tip no tip 29 13 9.3
0.8 no tip 53 11 7.2 5.7
1.0 no tip 16 7.0 5.0 4.1
1.2 no tip 9.4 5.0 3.8 3.2
1.4 no tip 6.6 3.9 3.1 2.6
1.6 42 5.1 3.2 2.6 2.2
1.8 20 4.2 2.8 2.2 1.9
2.0 13 3.5 2.4 1.9 1.7
2.2 9.4 3.1 2.1 1.7 1.5
2.4 7.5 2.7 1.9 1.6 1.4
2.6 6.2 2.4 1.7 1.4 1.3
2.8 5.3 2.2 1.6 1.3 1.2
3.0 4.6 2.0 1.4 1.2 1.1
IM5 Page 22 - Draft

50
CHAIN Straight lashings

50 kN or 5000 daN - (5000 kg = 5 ton) and a pre-tension of
minimum 10 kN or 1000 daN - (1000 kg = 1 ton).

lashings.
SIDEWAYS
µ FORWARD BACKWARD
per side
0.00 1.8 1.6 2.5
0.05 2.2 1.9 3.1
0.10 2.6 2.2 3.8
0.15 3.0 2.6 4.6
0.20 3.5 3.0 5.5
0.25 4.1 3.4 6.7
0.30 4.8 3.9 8.2
0.35 5.6 4.5 10
0.40 6.5 5.2 12
0.45 7.6 6.0 14
0.50 9.0 6.9 16
0.55 11 8.0 18
0.60 13 9.3 20
0.65 16 11 22
0.70 no slide 13 25
SIDEWAYS
per side
1.2 no tip 1.2 47 47
1.4 no tip 1.4 25 25
1.6 28 1.6 12 18
1.8 14 1.8 8.1 15
2.0 9.6 2.0 6.4 13
2.2 7.6 2.2 5.4 11
2.4 6.4 2.4 4.7 10
2.6 5.6 2.6 4.2 9.6
2.8 5.0 2.8 3.9 9.0
3.0 4.6 3.0 3.6 8.5
IM5 Page 23 - Draft

51
CHAIN Spring lashings

The tables are valid for chain (∅ 9 mm, class 8) with an MSL of 50
kN or 5,000 daN - (5,000 kg = 5 ton) and a pre-tension of
minimum 10 kN or 1,000 daN - (1,000 kg = 1 ton).
lashings.

per spring lashing
µ FORWARD BACKWARD
0.00 9.0 14
0.05 9.8 16
0.10 11 18
0.15 12 21
0.20 13 24
0.25 14 27
0.30 15 32
0.35 17 38
0.40 19 45
0.45 21 49
0.50 23 53
0.55 26 58
0.60 30 63
0.65 34 70
0.70 40 77

per spring lashing
0.6 no tip no tip
0.8 no tip no tip
1.0 no tip no tip
1.2 288 288
1.4 168 168
1.6 82 128
1.8 59 108
2.0 48 96
2.2 42 88
2.4 38 82
2.6 35 78
2.8 33 75
3.0 31 72
IM5 Page 24 - Draft

52
STEEL STRAPPING Top-over lashings
The tables are valid for steel strapping (32 × 0.8 mm) with an
MSL of 17 kN or 1,700 daN - (1,700 kg = 1.7 ton) and a pre-
tension of minimum 2.4 kN or 240 daN - (240 kg).
the lashings.
0.00 0.00 0.00 0.00
0.05 0.03 0.03 0.05
0.10 0.07 0.06 0.11
0.15 0.12 0.10 0.18
0.20 0.17 0.14 0.28
0.25 0.24 0.19 0.43
0.30 0.32 0.26 0.61
0.35 0.43 0.33 0.76
0.40 0.57 0.43 0.95
0.45 0.77 0.55 1.2
0.50 1.1 0.71 1.4
0.55 1.6 0.94 1.7
0.60 2.6 1.3 2.1
0.65 5.5 1.8 2.6
0.70 no slide 3.0 3.3
1.2 no tip 0.79 0.42 0.32 0.27 1.2 7.1 7.1
1.4 no tip 0.56 0.33 0.26 0.22 1.4 3.5 3.5
1.6 3.5 0.43 0.27 0.22 0.19 1.6 1.5 2.4
1.8 1.6 0.35 0.23 0.19 0.16 1.8 0.97 1.8
2.0 1.1 0.30 0.20 0.16 0.14 2.0 0.71 1.4
2.2 0.79 0.26 0.18 0.15 0.13 2.2 0.56 1.2
2.4 0.63 0.23 0.16 0.13 0.12 2.4 0.46 1.0
2.6 0.52 0.20 0.14 0.12 0.11 2.6 0.39 0.89
2.8 0.44 0.18 0.13 0.11 0.10 2.8 0.34 0.79
3.0 0.39 0.17 0.12 0.10 0.09 3.0 0.30 0.71
IM5 Page 25 - Draft

53
STEEL STRAPPING Half-loop lashings

The tables are valid for steel strapping (32 × 0.8 mm) with
an MSL of 17 kN or 1,700 daN - (1,700 kg = 1.7 ton) and a
pre-tension of minimum 2.4 kN or 240 daN - (240 kg).
loop lashings.
lashings.
HALF LOOP LASHING Cargo mass in ton prevented from sliding per pair of half
SLIDING loop lashing
µ SIDEWAYS
0.00 2.5
0.05 2.7
0.10 3.0
0.15 3.3
0.20 3.6
0.25 4.0
0.30 4.5
0.35 5.0
0.40 5.6
0.45 6.4
0.50 7.3
0.55 8.5
0.60 10
0.65 12
0.70 no slide
SIDEWAYS
0.6 no tip no tip 10.0 4.5 3.2
0.8 no tip 18 3.8 2.4 1.9
1.0 no tip 5.4 2.4 1.7 1.4
1.2 no tip 3.2 1.7 1.3 1.1
1.4 no tip 2.3 1.3 1.0 0.89
1.6 14 1.7 1.1 0.87 0.75
1.8 6.7 1.4 0.94 0.75 0.65
2.0 4.3 1.2 0.81 0.66 0.58
2.2 3.2 1.0 0.72 0.59 0.52
2.4 2.5 0.92 0.64 0.53 0.47
2.6 2.1 0.82 0.58 0.48 0.43
2.8 1.8 0.74 0.53 0.44 0.39
3.0 1.6 0.68 0.49 0.41 0.36
IM5 Page 26 - Draft

54
STEEL STRAPPING Straight lashings

lashings.

SIDEWAYS
µ FORWARD BACKWARD
per side
0.00 0.62 0.54 0.87
0.05 0.74 0.64 1.1
0.10 0.87 0.75 1.3
0.15 1.0 0.88 1.6
0.20 1.2 1.0 1.9
0.25 1.4 1.2 2.3
0.30 1.6 1.3 2.8
0.35 1.9 1.5 3.5
0.40 2.2 1.8 4.2
0.45 2.6 2.0 4.7
0.50 3.1 2.3 5.3
0.55 3.7 2.7 6.0
0.60 4.4 3.2 6.7
0.65 5.5 3.7 7.6
0.70 no slide 4.4 8.5
SIDEWAYS
per side
1.2 no tip 1.2 16 16
1.4 no tip 1.4 8.7 8.7
1.6 9.4 1.6 4.0 6.3
1.8 4.7 1.8 2.8 5.1
2.0 3.2 2.0 2.2 4.3
2.2 2.6 2.2 1.8 3.9
2.4 2.2 2.4 1.6 3.5
2.6 1.9 2.6 1.4 3.2
2.8 1.7 2.8 1.3 3.0
3.0 1.6 3.0 1.2 2.9
IM5 Page 27 - Draft

55
STEEL STRAPPING Spring lashings

The tables are valid for steel strapping (32 × 0.8 mm) with an
MSL of 17 kN or 1,700 daN - (1,700 kg = 1.7 ton) and a pre-
tension of minimum 2.4 kN or 240 daN - (240 kg).
lashings.

per spring lashing
µ FORWARD BACKWARD
0.00 3.1 4.9
0.05 3.3 5.5
0.10 3.6 6.2
0.15 4.0 7.0
0.20 4.3 8.1
0.25 4.8 9.3
0.30 5.2 11
0.35 5.8 13
0.40 6.4 15
0.45 7.1 16
0.50 7.9 18
0.55 8.9 20
0.60 10 22
0.65 12 24
0.70 14 26

per spring lashing
0.6 no tip no tip
0.8 no tip no tip
1.0 no tip no tip
1.2 98 98
1.4 57 57
1.6 28 44
1.8 20 37
2.0 16 33
2.2 14 30
2.4 13 28
2.6 12 27
2.8 11 25
3.0 11 25
IM5 Page 28 - Draft

56
WIRE Top-over lashings

The tables are valid for steel wire rope (∅ 16 mm/144 wires)
with an MSL of 91 kN or 9100 daN - (9,100 kg = 9.1 ton) and a
pre-tension of minimum 10 kN or 1,000 daN - (1000 kg = 1 ton).
the lashings.
0.00 0.00 0.00 0.00
0.05 0.14 0.12 0.20
0.10 0.30 0.25 0.44
0.15 0.48 0.41 0.76
0.20 0.71 0.59 1.2
0.25 0.98 0.81 1.8
0.30 1.3 1.1 2.5
0.35 1.8 1.4 3.2
0.40 2.4 1.8 3.9
0.45 3.2 2.3 4.8
0.50 4.4 3.0 5.9
0.55 6.5 3.9 7.2
0.60 11 5.3 8.9
0.65 23 7.7 11
0.70 no slide 12 14
0.6 no tip no tip 10 4.6 3.3 0.6 no tip no tip
0.8 no tip 19 4.0 2.5 2.0 0.8 no tip no tip
1.2 no tip 3.3 1.8 1.3 1.1 1.2 30 30
1.4 no tip 2.3 1.4 1.1 0.92 1.4 15 15
1.6 15 1.8 1.1 0.90 0.78 1.6 6.3 9.8
1.8 6.8 1.5 0.97 0.78 0.68 1.8 4.0 7.4
2.0 4.4 1.2 0.84 0.68 0.60 2.0 3.0 5.9
2.2 3.3 1.1 0.74 0.61 0.54 2.2 2.3 4.9
2.4 2.6 0.95 0.67 0.55 0.49 2.4 1.9 4.2
2.6 2.2 0.85 0.60 0.50 0.45 2.6 1.6 3.7
2.8 1.8 0.76 0.55 0.46 0.41 2.8 1.4 3.3
3.0 1.6 0.70 0.51 0.43 0.38 3.0 1.3 3.0
NOTE: WIRES OF THIS SIZE ARE NOT SUITABLE FOR SECURING CARGO WITHIN
CONTAINERS AS STRENGTH OF ANCHOR AND LASHING POINTS ARE LIKELY TO BE
EXCEEDED.
IM5 Page 29 - Draft

57
WIRE Half-loop lashings

with an MSL of 91 kN or9,100 daN - (9,100 kg = 9.1 ton) and a
pre-tension of minimum 10 kN or 1,000 daN - (1,000 kg = 1 ton).
lashings.
lashings.

µ SIDEWAYS
0.00 13
0.05 15
0.10 16
0.15 18
0.20 19
0.25 21
0.30 24
0.35 27
0.40 30
0.45 34
0.50 39
0.55 46
0.60 54
0.65 65
0.70 no slide
SIDEWAYS
0.6 no tip no tip 54 24 17
0.8 no tip 97 20 13 10
1.0 no tip 29 13 9.0 7.4
1.2 no tip 17 9.2 6.9 5.8
1.4 no tip 12 7.2 5.6 4.8
1.6 77 9.4 5.9 4.7 4.0
1.8 36 7.6 5.0 4.0 3.5
2.0 23 6.4 4.3 3.5 3.1
2.2 17 5.6 3.8 3.1 2.8
2.4 14 4.9 3.4 2.8 2.5
2.6 11 4.4 3.1 2.6 2.3
2.8 9.7 4.0 2.9 2.4 2.1
3.0 8.4 3.6 2.6 2.2 2.0
IM5 Page 30 - Draft

58
WIRE Straight lashings

with an MSL of 91 kN or 9,100 daN - (9,100 kg = 9.1 ton) and a
pre-tension of minimum 10 kN or 1,000 daN - (1,000 kg = 1
ton).
lashings.

SIDEWAYS
µ FORWARD BACKWARD
per side
0.00 3.3 2.9 4.6
0.05 4.0 3.4 5.7
0.10 4.7 4.0 6.9
0.15 5.5 4.7 8.3
0.20 6.4 5.4 10
0.25 7.5 6.2 12
0.30 8.7 7.2 15
0.35 10 8.2 19
0.40 12 9.5 23
0.45 14 11 25
0.50 16 13 28
0.55 20 15 32
0.60 24 17 36
0.65 29 20 41
0.70 no slide 23 45
SIDEWAYS
per side
1.2 no tip 1.2 85 85
1.4 no tip 1.4 46 46
1.6 50 1.6 22 33
1.8 25 1.8 15 27
2.0 17 2.0 12 23
2.2 14 2.2 9.8 21
2.4 12 2.4 8.6 19
2.6 10 2.6 7.7 17
2.8 9.2 2.8 7.1 16
3.0 8.4 3.0 6.6 15
IM5 Page 31 - Draft

59
WIRE Spring lashings

lashings.

per spring lashing
µ FORWARD BACKWARD
0.00 16 26
0.05 18 29
0.10 19 33
0.15 21 38
0.20 23 43
0.25 25 50
0.30 28 58
0.35 31 70
0.40 34 81
0.45 38 88
0.50 42 96
0.55 48 105
0.60 54 115
0.65 62 127
0.70 73 140

per spring lashing
0.6 no tip no tip
0.8 no tip no tip
1.0 no tip no tip
1.2 525 525
1.4 306 306
1.6 150 233
1.8 107 197
2.0 87 175
2.2 76 160
2.4 68 150
2.6 63 142
2.8 59 136
3.0 56 131
IM5 Page 32 - Draft

60

TAG WASHER
SIDEWAYS
µ\**
∅ 48 ∅ 62 ∅ 75 ∅ 95 30×57 48×65 130×130
MBL (ton) 0.5 0.7 0.9 1.2 0.5 0.7 1.5
0.10 0.21 0.29 0.38 0.50 0.21 0.29 0.63
0.20 0.25 0.35 0.45 0.60 0.25 0.35 0.75
0.30 0.31 0.44 0.56 0.75 0.31 0.44 0.94
FORWARD
0.10 0.18 0.25 0.32 0.43 0.18 0.25 0.54
0.20 0.21 0.29 0.38 0.50 0.21 0.29 0.63
0.30 0.25 0.35 0.45 0.60 0.25 0.35 0.75
BACKWARD
0.10 0.31 0.44 0.56 0.75 0.31 0.44 0.94
0.20 0.42 0.58 0.75 1.00 0.42 0.58 1.3
0.30 0.60 0.83 1.1 1.4 0.60 0.83 1.8
\**
4” – NAIL
µ\*** per side
MBL (ton) 0.22 0.32 0.22 0.32 0.22 0.32
0.00 0.16 0.23 0.14 0.20 0.22 0.32
0.05 0.17 0.25 0.15 0.21 0.24 0.36
0.10 0.18 0.27 0.16 0.23 0.28 0.40
0.15 0.20 0.29 0.17 0.25 0.31 0.46
0.20 0.22 0.32 0.18 0.27 0.37 0.53
0.25 0.24 0.36 0.20 0.29 0.44 0.64
0.30 0.28 0.40 0.22 0.32 0.52 0.76
0.35 0.31 0.46 0.24 0.36 0.56 0.82
0.40 0.37 0.53 0.28 0.40 0.61 0.89
0.45 0.44 0.64 0.31 0.46 0.67 0.97
0.50 0.55 0.80 0.37 0.53 0.73 1.1
0.55 0.73 1.1 0.44 0.64 0.81 1.2
0.60 1.1 1.6 0.55 0.80 0.92 1.3
0.65 2.2 3.2 0.73 1.1 1.0 1.5
0.70 no slide no slide 1.1 1.6 1.2 1.8
\***
IM5 Page 33 - Draft

61
Quick Lashing Guide C Road, Combined Rail and Sea Area C
QUICK LASHING GUIDE C

Road, Combined Rail and in Sea Area C

(1g = 9.81 m/s2).

Road 0.5 1.0 0.8 1.0 0.5 1.0
Combined Rail 0.5 1.0 0.5 1.0 0.5 1.0
Sea Area C 0.8 1.0 0.4 0.2 0.4 0.2

If the goods aren’t rigid in form, more lashings than stipulated in this quick
lashing guide could be required.
• All dimensions referred to as ton are equal to metric ton of 1000 kg.
IM5 Page 34 - Draft

62

2,000 daN - (2,000 kg = 2 ton) and a pre-tension of
minimum 4 kN or 400 daN - (400 kg).
The values in the tables are proportional to the lashings’
pre-tension.
0.00 0.00 0.00 0.00
0.05 0.05 0.05 0.08
0.10 0.10 0.10 0.18
0.15 0.16 0.16 0.29
0.20 0.24 0.24 0.39
0.25 0.32 0.32 0.51
0.30 0.43 0.43 0.63
0.35 0.55 0.55 0.75
0.40 0.71 0.71 0.89
0.45 0.91 0.91 1.0
0.50 1.2 1.2 1.2
0.55 1.6 1.3 1.3
0.60 2.1 1.5 1.5
0.65 3.1 1.7 1.7
0.70 5.0 1.9 1.9
0.6 no tip no tip 2.4 1.4 1.0 0.6 18 18
0.8 no tip 3.2 1.2 0.81 0.66 0.8 5.9 5.9
1.0 no tip 1.5 0.77 0.57 0.48 1.0 3.5 3.5
1.2 no tip 0.97 0.57 0.44 0.38 1.2 2.5 2.5
1.4 5.9 0.72 0.46 0.36 0.31 1.4 2.0 2.0
1.6 2.5 0.57 0.38 0.31 0.27 1.6 1.6 1.6
1.8 1.6 0.47 0.32 0.26 0.23 1.8 1.4 1.4
2.0 1.2 0.41 0.28 0.23 0.21 2.0 1.2 1.2
2.2 0.93 0.35 0.25 0.21 0.18 2.2 0.93 1.0
2.4 0.77 0.31 0.23 0.19 0.17 2.4 0.77 0.93
2.6 0.66 0.28 0.21 0.17 0.15 2.6 0.66 0.84
2.8 0.57 0.26 0.19 0.16 0.14 2.8 0.57 0.77
3.0 0.51 0.23 0.17 0.15 0.13 3.0 0.51 0.71
IM5 Page 35 - Draft

63

400 daN - (400 kg).
lashings.
lashings.

µ SIDEWAYS
0.00 2.5
0.05 2.8
0.10 3.0
0.15 3.3
0.20 3.6
0.25 4.0
0.30 4.3
0.35 4.8
0.40 5.3
0.45 5.9
0.50 6.6
0.55 7.4
0.60 8.4
0.65 9.7
0.70 11
SIDEWAYS
0.6 no tip no tip 7.0 3.9 2.9
0.8 no tip 9.1 3.3 2.3 1.9
1.0 no tip 4.2 2.2 1.6 1.4
1.2 no tip 2.8 1.6 1.3 1.1
1.4 17 2.1 1.3 1.0 0.89
1.6 7.3 1.6 1.1 0.87 0.76
1.8 4.6 1.4 0.92 0.75 0.66
2.0 3.4 1.2 0.80 0.66 0.58
2.2 2.7 1.0 0.71 0.59 0.52
2.4 2.2 0.90 0.64 0.53 0.47
2.6 1.9 0.81 0.58 0.49 0.43
2.8 1.6 0.73 0.53 0.45 0.40
3.0 1.5 0.67 0.49 0.41 0.37
IM5 Page 36 - Draft

64

400 daN - (400 kg).
lashings.
SIDEWAYS
µ FORWARD BACKWARD
per side
0.00 0.64 0.64 1.0
0.05 0.76 0.76 1.2
0.10 0.89 0.89 1.5
0.15 1.0 1.0 1.8
0.20 1.2 1.2 2.1
0.25 1.4 1.4 2.3
0.30 1.6 1.6 2.6
0.35 1.8 1.8 2.8
0.40 2.1 2.1 3.1
0.45 2.4 2.4 3.3
0.50 2.8 2.8 3.6
0.55 3.2 3.2 3.9
0.60 3.7 3.7 4.2
0.65 4.4 4.4 4.5
0.70 5.2 4.8 4.8
SIDEWAYS
per side
0.6 no tip 0.6 20 20
0.8 no tip 0.8 7.6 7.6
1.0 no tip 1.0 5.1 5.1
1.2 no tip 1.2 4.0 4.0
1.4 10 1.4 3.4 3.4
1.6 4.7 1.6 3.0 3.0
1.8 3.2 1.8 2.7 2.7
2.0 2.5 2.0 2.5 2.5
2.2 2.1 2.2 2.1 2.4
2.4 1.9 2.4 1.9 2.3
2.6 1.7 2.6 1.7 2.2
2.8 1.6 2.8 1.6 2.1
3.0 1.5 3.0 1.5 2.0
IM5 Page 37 - Draft

65

400 daN - (400 kg).
lashings.

per spring lashing
µ FORWARD BACKWARD
0.00 3.6 5.8
0.05 3.9 6.5
0.10 4.3 7.3
0.15 4.7 8.3
0.20 5.1 9.0
0.25 5.6 9.4
0.30 6.1 9.9
0.35 6.8 10
0.40 7.5 11
0.45 8.3 12
0.50 9.3 12
0.55 11 13
0.60 12 13
0.65 14 14
0.70 15 15

per spring lashing
0.6 86 86
0.8 38 38
1.0 29 29
1.2 25 25
1.4 22 22
1.6 21 21
1.8 20 20
2.0 19 19
2.2 17 19
2.4 15 18
2.6 14 18
2.8 13 18
3.0 12 17
IM5 Page 38 - Draft

66
CHAIN Top-over lashings

the lashings.
0.00 0.00 0.00 0.00
0.05 0.12 0.12 0.20
0.10 0.25 0.25 0.44
0.15 0.41 0.41 0.72
0.20 0.59 0.59 0.98
0.25 0.81 0.81 1.3
0.30 1.1 1.1 1.6
0.35 1.4 1.4 1.9
0.40 1.8 1.8 2.2
0.45 2.3 2.3 2.6
0.50 3.0 3.0 3.0
0.55 3.9 3.4 3.4
0.60 5.3 3.8 3.8
0.65 7.7 4.3 4.3
0.70 12 4.8 4.8
0.6 no tip no tip 6.1 3.4 2.6 0.6 44 44
0.8 no tip 8.0 2.9 2.0 1.6 0.8 15 15
1.0 no tip 3.7 1.9 1.4 1.2 1.0 8.9 8.9
1.2 no tip 2.4 1.4 1.1 0.95 1.2 6.3 6.3
1.4 15 1.8 1.1 0.90 0.78 1.4 4.9 4.9
1.6 6.3 1.4 0.95 0.76 0.67 1.6 4.0 4.0
1.8 4.0 1.2 0.81 0.66 0.58 1.8 3.4 3.4
2.0 3.0 1.0 0.71 0.58 0.52 2.0 3.0 3.0
2.2 2.3 0.89 0.63 0.52 0.46 2.2 2.3 2.6
2.4 1.9 0.79 0.57 0.47 0.42 2.4 1.9 2.3
2.6 1.6 0.71 0.51 0.43 0.38 2.6 1.6 2.1
2.8 1.4 0.64 0.47 0.40 0.35 2.8 1.4 1.9
3.0 1.3 0.59 0.43 0.37 0.33 3.0 1.3 1.8
IM5 Page 39 - Draft

67
CHAIN Half-loop lashings

lashings.
lashings.

µ SIDEWAYS
0.00 6.4
0.05 6.9
0.10 7.6
0.15 8.2
0.20 9.0
0.25 9.9
0.30 11
0.35 12
0.40 13
0.45 15
0.50 16
0.55 19
0.60 21
0.65 24
0.70 28
SIDEWAYS
0.6 no tip no tip 17 9.7 7.3
0.8 no tip 23 8.3 5.7 4.6
1.0 no tip 11 5.5 4.1 3.4
1.2 no tip 6.9 4.1 3.1 2.7
1.4 42 5.1 3.2 2.6 2.2
1.6 18 4.1 2.7 2.2 1.9
1.8 12 3.4 2.3 1.9 1.6
2.0 8.5 2.9 2.0 1.7 1.5
2.2 6.7 2.5 1.8 1.5 1.3
2.4 5.5 2.2 1.6 1.3 1.2
2.6 4.7 2.0 1.5 1.2 1.1
2.8 4.1 1.8 1.3 1.1 1.00
3.0 3.6 1.7 1.2 1.0 0.93
IM5 Page 40 - Draft

68
CHAIN Straight lashings

lashings.
SIDEWAYS
µ FORWARD BACKWARD
per side
0.00 1.6 1.6 2.5
0.05 1.9 1.9 3.1
0.10 2.2 2.2 3.8
0.15 2.6 2.6 4.6
0.20 3.0 3.0 5.2
0.25 3.4 3.4 5.8
0.30 3.9 3.9 6.4
0.35 4.5 4.5 7.0
0.40 5.2 5.2 7.6
0.45 6.0 6.0 8.3
0.50 6.9 6.9 9.0
0.55 8.0 8.0 9.7
0.60 9.3 9.3 11
0.65 11 11 11
0.70 13 12 12
SIDEWAYS
per side
0.6 no tip 0.6 51 51
0.8 no tip 0.8 19 19
1.0 no tip 1.0 13 13
1.2 no tip 1.2 10 10
1.4 25 1.4 8.5 8.5
1.6 12 1.6 7.5 7.5
1.8 8.1 1.8 6.9 6.9
2.0 6.4 2.0 6.4 6.4
2.2 5.4 2.2 5.4 6.0
2.4 4.7 2.4 4.7 5.7
2.6 4.2 2.6 4.2 5.5
2.8 3.9 2.8 3.9 5.3
3.0 3.6 3.0 3.6 5.1
IM5 Page 41 - Draft

69
CHAIN Spring lashings
minimum 10 kN or 1000 daN - (1,000 kg = 1 ton).
lashings.

per spring lashing
µ FORWARD BACKWARD
0.00 9.0 14
0.05 9.8 16
0.10 11 18
0.15 12 21
0.20 13 22
0.25 14 24
0.30 15 25
0.35 17 26
0.40 19 28
0.45 21 29
0.50 23 30
0.55 26 32
0.60 30 34
0.65 34 35
0.70 37 37

per spring lashing
0.6 216 216
0.8 96 96
1.0 72 72
1.2 62 62
1.4 56 56
1.6 52 52
1.8 50 50
2.0 48 48
2.2 42 47
2.4 38 46
2.6 35 45
2.8 33 44
3.0 31 43
IM5 Page 42 - Draft

70
STEEL STRAPPING Top-over lashings

The tables are valid for steel strapping (32 × 0.8 mm) with an MSL
of 17 kN or 1700 daN - (1,700 kg = 1.7 ton) and a pre-tension of
minimum 2.4 kN or 240 daN - (240 kg).
The values in the tables are proportional to the pre-tension in the
lashings.

0.00 0.00 0.00 0.00
0.05 0.03 0.03 0.05
0.10 0.06 0.06 0.11
0.15 0.10 0.10 0.17
0.20 0.14 0.14 0.24
0.25 0.19 0.19 0.30
0.30 0.26 0.26 0.38
0.35 0.33 0.33 0.45
0.40 0.43 0.43 0.53
0.45 0.55 0.55 0.62
0.50 0.71 0.71 0.71
0.55 0.94 0.81 0.81
0.60 1.3 0.91 0.91
0.65 1.8 1.0 1.0
0.70 3.0 1.1 1.1
0.6 no tip no tip 1.5 0.82 0.62 0.6 11 11
0.8 no tip 1.9 0.70 0.48 0.39 0.8 3.5 3.5
1.0 no tip 0.89 0.46 0.34 0.29 1.0 2.1 2.1
1.2 no tip 0.58 0.34 0.27 0.23 1.2 1.5 1.5
1.4 3.5 0.43 0.27 0.22 0.19 1.4 1.2 1.2
1.6 1.5 0.34 0.23 0.18 0.16 1.6 0.97 0.97
1.8 0.97 0.28 0.19 0.16 0.14 1.8 0.82 0.82
2.0 0.71 0.24 0.17 0.14 0.12 2.0 0.71 0.71
2.2 0.56 0.21 0.15 0.13 0.11 2.2 0.56 0.63
2.4 0.46 0.19 0.14 0.11 0.10 2.4 0.46 0.56
2.6 0.39 0.17 0.12 0.10 0.09 2.6 0.39 0.51
2.8 0.34 0.15 0.11 0.09 0.08 2.8 0.34 0.46
3.0 0.30 0.14 0.10 0.09 0.08 3.0 0.30 0.43
IM5 Page 43 - Draft

71
STEEL STRAPPING Half-loop lashings

loop lashings.
lashings.

µ SIDEWAYS
0.00 2.2
0.05 2.4
0.10 2.6
0.15 2.8
0.20 3.1
0.25 3.4
0.30 3.7
0.35 4.1
0.40 4.5
0.45 5.0
0.50 5.6
0.55 6.3
0.60 7.2
0.65 8.2
0.70 9.6
SIDEWAYS
0.6 no tip no tip 5.9 3.3 2.5
0.8 no tip 7.7 2.8 1.9 1.6
1.0 no tip 3.6 1.9 1.4 1.2
1.2 no tip 2.4 1.4 1.1 0.91
1.4 14 1.7 1.1 0.87 0.75
1.6 6.2 1.4 0.92 0.74 0.64
1.8 3.9 1.2 0.78 0.64 0.56
2.0 2.9 0.98 0.68 0.56 0.50
2.2 2.3 0.86 0.61 0.50 0.44
2.4 1.9 0.76 0.55 0.45 0.40
2.6 1.6 0.69 0.50 0.41 0.37
2.8 1.4 0.62 0.45 0.38 0.34
3.0 1.2 0.57 0.42 0.35 0.32
IM5 Page 44 - Draft

72
STEEL STRAPPING Straight lashings

lashings.

SIDEWAYS
µ FORWARD BACKWARD
per side
0.00 0.54 0.54 0.87
0.05 0.64 0.64 1.1
0.10 0.75 0.75 1.3
0.15 0.88 0.88 1.6
0.20 1.0 1.0 1.8
0.25 1.2 1.2 2.0
0.30 1.3 1.3 2.2
0.35 1.5 1.5 2.4
0.40 1.8 1.8 2.6
0.45 2.0 2.0 2.8
0.50 2.3 2.3 3.1
0.55 2.7 2.7 3.3
0.60 3.2 3.2 3.6
0.65 3.7 3.7 3.9
0.70 4.4 4.1 4.1
SIDEWAYS
per side
0.6 no tip 0.6 17 17
0.8 no tip 0.8 6.5 6.5
1.0 no tip 1.0 4.3 4.3
1.2 no tip 1.2 3.4 3.4
1.4 8.7 1.4 2.9 2.9
1.6 4.0 1.6 2.6 2.6
1.8 2.8 1.8 2.3 2.3
2.0 2.2 2.0 2.2 2.2
2.2 1.8 2.2 1.8 2.0
2.4 1.6 2.4 1.6 1.9
2.6 1.4 2.6 1.4 1.9
2.8 1.3 2.8 1.3 1.8
3.0 1.2 3.0 1.2 1.7
IM5 Page 45 - Draft

73
STEEL STRAPPING Spring lashings

lashings.

per spring lashing
µ FORWARD BACKWARD
0.00 3.1 4.9
0.05 3.3 5.5
0.10 3.6 6.2
0.15 4.0 7.0
0.20 4.3 7.6
0.25 4.8 8.0
0.30 5.2 8.5
0.35 5.8 8.9
0.40 6.4 9.4
0.45 7.1 9.9
0.50 7.9 10
0.55 8.9 11
0.60 10 11
0.65 12 12
0.70 13 13

per spring lashing
0.6 74 74
0.8 33 33
1.0 25 25
1.2 21 21
1.4 19 19
1.6 18 18
1.8 17 17
2.0 16 16
2.2 14 16
2.4 13 15
2.6 12 15
2.8 11 15
3.0 11 15
IM5 Page 46 - Draft

74
WIRE Top-over lashings

with an MSL of 91 kN or 9,100 daN - (9,100 kg = 9.1 ton) and
a pre-tension of minimum 10 kN or 1,000 daN - (1,000 kg = 1
ton).
The values in the tables are proportional to the pre-tension
in the lashings.
0.00 0.00 0.00 0.00
0.05 0.12 0.12 0.20
0.10 0.25 0.25 0.44
0.15 0.41 0.41 0.72
0.20 0.59 0.59 0.98
0.25 0.81 0.81 1.3
0.30 1.1 1.1 1.6
0.35 1.4 1.4 1.9
0.40 1.8 1.8 2.2
0.45 2.3 2.3 2.6
0.50 3.0 3.0 3.0
0.55 3.9 3.4 3.4
0.60 5.3 3.8 3.8
0.65 7.7 4.3 4.3
0.70 12 4.8 4.8
0.6 no tip no tip 6.1 3.4 2.6 0.6 44 44
0.8 no tip 8.0 2.9 2.0 1.6 0.8 15 15
1.0 no tip 3.7 1.9 1.4 1.2 1.0 8.9 8.9
1.2 no tip 2.4 1.4 1.1 0.95 1.2 6.3 6.3
1.4 15 1.8 1.1 0.90 0.78 1.4 4.9 4.9
1.6 6.3 1.4 0.95 0.76 0.67 1.6 4.0 4.0
1.8 4.0 1.2 0.81 0.66 0.58 1.8 3.4 3.4
2.0 3.0 1.0 0.71 0.58 0.52 2.0 3.0 3.0
2.2 2.3 0.89 0.63 0.52 0.46 2.2 2.3 2.6
2.4 1.9 0.79 0.57 0.47 0.42 2.4 1.9 2.3
2.6 1.6 0.71 0.51 0.43 0.38 2.6 1.6 2.1
2.8 1.4 0.64 0.47 0.40 0.35 2.8 1.4 1.9
3.0 1.3 0.59 0.43 0.37 0.33 3.0 1.3 1.8
IM5 Page 47 - Draft

75
WIRE Half-loop lashings

lashings.
lashings.

µ SIDEWAYS
0.00 12
0.05 13
0.10 14
0.15 15
0.20 16
0.25 18
0.30 20
0.35 22
0.40 24
0.45 27
0.50 30
0.55 34
0.60 38
0.65 44
0.70 51
SIDEWAYS
0.6 no tip no tip 32 18 13
0.8 no tip 41 15 10 8.4
1.0 no tip 19 9.9 7.4 6.2
1.2 no tip 13 7.4 5.7 4.9
1.4 77 9.4 5.9 4.7 4.0
1.6 33 7.4 4.9 3.9 3.4
1.8 21 6.2 4.2 3.4 3.0
2.0 15 5.3 3.7 3.0 2.7
2.2 12 4.6 3.3 2.7 2.4
2.4 10 4.1 2.9 2.4 2.2
2.6 8.6 3.7 2.7 2.2 2.0
2.8 7.5 3.3 2.4 2.0 1.8
3.0 6.6 3.1 2.2 1.9 1.7
IM5 Page 48 - Draft

76
WIRE Straight lashings

ton).
lashings.

SIDEWAYS
µ FORWARD BACKWARD
per side
0.00 2.9 2.9 4.6
0.05 3.4 3.4 5.7
0.10 4.0 4.0 6.9
0.15 4.7 4.7 8.3
0.20 5.4 5.4 9.5
0.25 6.2 6.2 11
0.30 7.2 7.2 12
0.35 8.2 8.2 13
0.40 9.5 9.5 14
0.45 11 11 15
0.50 13 13 16
0.55 15 15 18
0.60 17 17 19
0.65 20 20 21
0.70 23 22 22
SIDEWAYS
per side
0.6 no tip 0.6 93 93
0.8 no tip 0.8 35 35
1.0 no tip 1.0 23 23
1.2 no tip 1.2 18 18
1.4 46 1.4 15 15
1.6 22 1.6 14 14
1.8 15 1.8 12 12
2.0 12 2.0 12 12
2.2 9.8 2.2 9.8 11
2.4 8.6 2.4 8.6 10
2.6 7.7 2.6 7.7 9.9
2.8 7.1 2.8 7.1 9.6
3.0 6.6 3.0 6.6 9.3
IM5 Page 49 - Draft

77
WIRE Spring lashings

ton).
lashings.
per spring lashing
µ FORWARD BACKWARD
0.00 16 26
0.05 18 29
0.10 19 33
0.15 21 38
0.20 23 41
0.25 25 43
0.30 28 45
0.35 31 48
0.40 34 50
0.45 38 53
0.50 42 56
0.55 48 58
0.60 54 61
0.65 62 65
0.70 68 68

per spring lashing
0.6 394 394
0.8 175 175
1.0 131 131
1.2 112 112
1.4 102 102
1.6 95 95
1.8 91 91
2.0 87 87
2.2 76 85
2.4 68 83
2.6 63 81
2.8 59 80
3.0 56 79
IM5 Page 50 - Draft

78

TAG WASHER
SIDEWAYS
µ\**
∅ 48 ∅ 62 ∅ 75 ∅ 95 30×57 48×65 130×130
MBL (ton) 0.5 0.7 0.9 1.2 0.5 0.7 1.5
0.10 0.18 0.25 0.32 0.43 0.18 0.25 0.54
0.20 0.21 0.29 0.38 0.50 0.21 0.29 0.63
0.30 0.25 0.35 0.45 0.60 0.25 0.35 0.75
FORWARD
0.10 0.18 0.25 0.32 0.43 0.18 0.25 0.54
0.20 0.21 0.29 0.38 0.50 0.21 0.29 0.63
0.30 0.25 0.35 0.45 0.60 0.25 0.35 0.75
BACKWARD
0.10 0.31 0.44 0.56 0.75 0.31 0.44 0.94
0.20 0.35 0.49 0.63 0.83 0.35 0.49 1.0
0.30 0.37 0.51 0.66 0.88 0.37 0.51 1.1
\**
4” – NAIL
µ\*** per side
MBL (ton) 0.22 0.32 0.22 0.32 0.22 0.32
0.00 0.14 0.20 0.14 0.20 0.22 0.32
0.05 0.15 0.21 0.15 0.21 0.24 0.36
0.10 0.16 0.23 0.16 0.23 0.28 0.40
0.15 0.17 0.25 0.17 0.25 0.30 0.43
0.20 0.18 0.27 0.18 0.27 0.31 0.44
0.25 0.20 0.29 0.20 0.29 0.31 0.46
0.30 0.22 0.32 0.22 0.32 0.32 0.47
0.35 0.24 0.36 0.24 0.36 0.33 0.48
0.40 0.28 0.40 0.28 0.40 0.34 0.50
0.45 0.31 0.46 0.31 0.46 0.35 0.52
0.50 0.37 0.53 0.37 0.53 0.37 0.53
0.55 0.44 0.64 0.38 0.55 0.38 0.55
0.60 0.55 0.80 0.39 0.57 0.39 0.57
0.65 0.73 1.1 0.41 0.59 0.41 0.59
0.70 1.1 1.6 0.42 0.62 0.42 0.62
\***
IM5 Page 51 - Draft

79
Appendix 5 – Strength in container lashing fittings
For general purpose containers, cargo securing fittings are optional. However, when fitted,
they shall comply with the requirements of Annex F of the container standard ISO 1496‐1.
This standard makes a separation between two types of fittings:
 Anchor points – Securing devices located in the base structure

 Lashing points – Securing devices located in any other part of the container
Each anchor point shall provide a minimum rated load of 1 000 kg in any direction.
Each lashing point shall provide a minimum rated load of 500 kg in any direction
Lashing points
Anchor points
80
Appendix 6 – Blocking by timber
If there is a risk that the cargo will slide and/or tip, some type of cargo securing arrangement
should be used to prevent the motion. Due to the limited strength in container lashing
fittings, see Appendix 5, they cannot be used for securing of heavy cargo.
Thus, heavy cargo has to be blocked to the framework of the container. And, when it comes
to heavy cargo any void space should be avoided.
To prevent sliding the cargo may be bottom blocked by H‐frames according to the principle
in the figure to the left below.
The total compressive force, P, in ton of the blocking timber is derived from the following
table. If the spacer battens are nailed to the platform and buckling is avoided, the blocking
strength can be found in the column for L = 0.5.
Spacer battens
b
t
Laying double H‐frame Standing double H‐frame
Timber
Compressive force P (ton) of blocking for 2 spacer battens with varying lengths L
design
t × b mm 0.5 m 1.0 m 1.5 m 2.0 m 2.5 m 3.0 m
25 × 50 2.6
25 × 75 4.0
50 × 50 7.5 5.3 3.0 1.7
50 × 75 11.3 7.9 4.6 2.6 1.7
50 × 100 15.1 10.6 6.1 3.4 2.2
50 × 150 22.6 15.9 9.1 5.1 3.3 2.3
75 × 75 18.6 15.3 11.9 8.5 5.6 3.9
75 × 100 24.8 20.3 15.9 11.4 7.4 5.1
75 × 150 30.5 23.8 17.1 11.1 7.7
75 × 200 31.7 22.7 14.8 10.3
100 × 100 30.1 25.6 21.2 16.7 12.2
125 × 125 33.4 27.4
The compressive force P in above table is valid for two spacer battens. If three spacer
battens are used instead of two the compressive force will increase the compressive force
with 40 %, i.e. the values in above table will increase with a factor 1.4.
81
Required compressive force P is calculated according to the following formula:
P  m  cx  g  m  cz  g  μ
where m is the weight of the cargo, cx the horizontal acceleration in longitudinal direction, g
the gravity acceleration, cz the vertical acceleration and μ the friction factor.
To prevent sliding the H‐frames between the cargo and the container sides can be replaced
by air bags or sound timber filling the entire space.
To prevent tipping in longitudinal and transverse direction, diagonal timber supports could
be applied according to the principle in the figure below. To save space, these supports
could alternatively be horizontal and be placed between cargo and the corner posts of the
container.
As an alternative to diagonal timber supports to prevent tipping sideways the gap between
the container sides and the cargo can be filled out. Note that vertical timbers must be placed
from floor to roof against the container sides to avoid spot loads on the sides.
Accordingly, the best way of securing cargo in containers is to block it against the long sides
and gables. Also the doors may be used for blocking but note that the cargo must be
prevented from falling out when the doors are opened.
82

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TRANSPORT QUALITY

Photo: Johann Ridder (http://www.tis‐gdv.de)

Appendix 1 – Instructions for cargo securing of Volvo cargo ............................................. 20

The purpose with these requirements is to achieve the following:

 Uniform systems for loading

1.1 National and regional standards

Finland ‐ Förordning om användning av fordon på väg, 1992‐12‐04

Great Britain ‐ Code of Practice – Safety of Loads on Vehicles, May 2002

Germany ‐ 22 StVO (Road Traffic Regulations)

Belgium ‐ Federale Overheidsienst Mobilteit en Vervoer – cross‐reference to EU Best Practice

Luxemburg ‐ Code de la Rutes, ver 6 maj 2010 – cross‐reference EN 12195‐1

Czech Republic ‐ Cross‐reference EN 12195‐1

North America ‐ North American Cargo Securement Standard, September 2010

New Zeeland ‐ Truck Loading Code, 2010

North America - AAR Regulations

Australia - ARA Regulations

2.1 Weather protection

2.2 Checking of transport documents

2.3 Inspection of damages and loading of damaged cargo

2.5 Damage routines

2.7 Load distribution and verified weight

 Concentrated load restriction on platform floor

2.8 Collective consignment

3. Basic principles for cargo securing

3.1 Forces acting on the cargo during transport

 Keep the platform dry and clean

3.3 Cargo dimensions and centre of gravity

4. Cargo securing methods

Cargo is to be secured by blocking, lashing or mechanical locking or by a combination of

Top‐over lashing Spring lashing

5. Cargo securing equipment

5.1 Web lashings

5.2 Chain lashings

Chain with lever arm tensioner Chain with turn buckle

Broken links due to bending over at sharp corners

5.3 Corner protectors

 To protect the lashings from sharp corners

5.4 Dunnage bags

Different types of vehicles and CTUs

The transport operator shall provide a CTU that:

6.1 Inspection of CTUs

Minimum amount of ferry eyes per trailer side:

6.3 Requirements on containers

In the different DG regulations there are references to different standards or guidelines to

† See IMO/ILO/UNECE Guidelines for packing of cargo transport units.”

CHECKLIST TRAILERS AND SWAP BODIES YES NO COMMENTS

Date _____________ Number of CTU ____________ Sign _____________

CHECKLIST CONTAINERS YES NO COMMENTS

1 Is the framework undamaged? (A)

2 Are the corner castings undamaged? (B)

Are the walls, floor, roof, doors, door sealing’s and

4 Is the CTU weatherproof?

Are the doors possible to close and are the

6 Is the cargo area undamaged?

Is the cargo area clean, dry and free from residue

8 Are the ventilation devices open and undamaged?

Is the CTU equipped with undamaged and

11 Are non‐actual labels removed and marked?

Date ______________ Number of CTU ______________ Sign ______________

CARGO SECURING METHODS .............................................................................................1

Date _ Number of CTU Sign _

Date Number of CTU Sign __