Safety Publication

Securing Loads on HGVs

Securing Loads Vehicles
and Goods on HGVs and
Goods Vehicles
DVSA Code of Practice

2
 Driver & Vehicle Standards Agency
Securing Loads on HGVs and Goods
Vehicles
CPA Introduction
The content of this publication has been extracted directly unchanged from the DVSA
website which as a code of practice, provides guidance on how to comply with the law and
transport, load and unload vehicles safely. It has been devised as a publication to allow
easier extraction of key and relevant information for CPA Members. It is acknowledged that
not all of the content is applicable, but that the general principles apply to all load and vehicle
types.
Latest information and updates can be viewed at:
https://www.gov.uk/guidance/securing-loads-on-hgvs-and-goods-vehicles
This content is subject to Crown Copyright but is available under the Open Government
Licence v3.0, except where otherwise stated.
NOTE: Whilst every care has been taken to ensure the accuracy of the extraction of the material contained
within this booklet, no liability is accepted by the Construction Plant-hire Association in respect of the
information given in this publication.

From the DVSA:

The code of practice applies to England, Scotland and Wales
When you transport goods in a heavy goods vehicle (HGV), trailer, van or car, you
need to make sure they are loaded, transported and unloaded safely.
This code of practice will help you:

• follow the law

• decide the best way to transport goods safely
• load and unload vehicles safely
It’s for:

• vehicle operators (whether you hold an operator licence or not)

• drivers
• companies loading vehicles (‘consignors’)
• This guide has replaced ‘Safety of loads on vehicles: code of practice’ and ‘Load
securing: vehicle operator guidance’.
Terms used in this guide-

In this guide, a vehicle can also mean a trailer or an articulated combination.

Following this guidance is only compulsory where it says you ‘must’ or ‘must not’ do something.
However, it’s your responsibility to assess the risks of your own operation and follow the law.

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 Content Page

1. Responsibility for load security 3

2. Load securing: the basics 9

3. What to do if a load becomes unstable during a journey 13

4. Ways to secure a load in an HGV or goods vehicle 14

5. How to load different HGVs, light goods vehicles, small vans and 29
cars
6. How to carry different types of loads in HGVs and goods vehicles 38

Reference No: CPA 2310

First Published: October 2023
Published by:
Construction Plant-hire Association
27/28 Newbury St
London
EC1A 7HU
www.cpa.uk.net
020 7796 3366
Email: enquiries@cpa.uk.net

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1. Responsibility for load security
Why load security is important, what operators, drivers and consignors must do when
loading and transporting goods, and how load security is enforced.
Why safe loading and load securing matters
All loads carried on vehicles must be secure regardless of:
• what vehicle they’re on
• the size or type of the load
• the length of the journey
This protects:
• the people involved in loading, unloading and driving the vehicle
• other road users and pedestrians

An example of a load secured correctly using lashing straps attached to the trailer chassis
rave.
The problems unsecured loads can cause
Unsecured loads can:
• affect the handling of the vehicle
• increase the braking distance
• increase the risk of a rollover
Items falling from the vehicle during the journey could:
• hit vehicles or pedestrians

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 • cause an obstruction in the road that causes other drivers to have to swerve or brake
• cause lane or full road closures
Even small, light items can kill someone if they fall from a vehicle travelling at speed.

Overview of load securing responsibilities

Everyone involved in loading a vehicle or managing a transport operation is responsible for
making sure the load is:
• safely loaded
• secure during transport
• safely unloaded
Operators, drivers and companies sending goods (‘consignors’) must:
• secure all loads carried on vehicles
• make sure loads are transported, loaded and unloaded safely
Watch a video about load securing roles and responsibilities
(https://youtu.be/PoVXOJXbMe4)
This short video explains the main roles and responsibilities in load securing, including:
• what operators, consignors and drivers are responsible for
• what the law says about load security
• assessing and managing risks during loading and unloading
• the benefits of using a load plan
Operator responsibilities
If you’re a vehicle operator, you must make sure vehicles are:
• suitable for the intended purpose
• safe to drive (roadworthy) (https://www.gov.uk/government/publications/guide-to-
maintaining-roadworthiness)

• driven by people who are qualified, trained and competent

If your drivers secure loads, you must provide them with:
• training
• equipment
• instructions
You must support drivers who raise concerns about the way goods are loaded or secured.
You must not pressure them to take out a vehicle or trailer if they think it’s unsafe.

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Driver responsibilities
You can get an unlimited fine, be banned from driving and get penalty points on your driving
licence for using a vehicle in a dangerous condition.
If you load vehicles
If you’re a driver who loads vehicles you must make sure any equipment you use is:
• in serviceable condition
• strong enough to prevent the load from moving
If you do not load vehicles
If you can, you should check that the load is secure before you set off. You can ask for a
copy of the load plan from the load consignor (the person or company putting the load on the
vehicle) if one is available.
Report concerns about loading or load securing to your employer or load consignor. You
should not proceed with a load if you have any doubts about its security.
During the journey
You should check load restraints regularly during the journey. This is particularly important
when:
• using webbing lashings - these may lose tension over time
• transporting loads that are likely to settle - for example, sand or aggregate
• after any harsh braking or if you have to swerve to avoid something
Consignor responsibilities
The load consignor is the person or company who puts the load onto the vehicle.
If you’re a load consignor you must make sure that the load is:
• in a suitable condition for transport
• stable before it’s loaded onto a vehicle or trailer
• packaged in a way that means it can be secured to the vehicle or trailer
If on-site loaders secure loads, you must provide:
• training
• equipment
• instructions
If the driver is not involved in loading the vehicle, you must:
• find them a safe place to wait
• make them aware of how the load has been loaded and secured
You may find a load plan helpful so everyone knows how the load has been loaded.

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What to include in the load plan
The load plan could include:
• the weight of the load
• where the load has been placed on the load bed, if the vehicle is a closed body
• how the load has been secured
• any special instructions for unloading
• precautions to take when unloading
• a photo of the secured load, including a date and time taken
Agree a system with the vehicle operator to keep the load secure
You must agree on a system with the operator to make sure the load is secure throughout its
journey.
Load securing and the law
Load securing is covered by both road traffic and workplace safety legislation and
regulations.
Make sure you understand any legislation that applies to your business.
The Road Traffic Act 1988 (as amended), section 40A - Using vehicle in dangerous condition
etc.
Road Vehicles (Construction and Use) Regulations 1986, section 100 - Maintenance and
use of vehicle so as not to be a danger etc.
The Health and Safety at Work etc. Act 1974, section 2 - General duties of employers to their
employees
The Management of Health and Safety at Work Regulations 1999
Lifting Operations and Lifting Equipment Regulations 1998
Provision and Use of Work Equipment Regulations 1998
Work at Height Regulations 1995
Guidance on health and safety at work
You can read guidance on the Health and Safety Executive website about:
• lifting equipment at work
• making the best use of lifting and handling aids
• manual handling at work
• preventing slips and trips at work
• providing and using work equipment safely
• working at height

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 • workplace transport safety - an overview
• workplace transport safety - employer’s guide
How load securing rules are enforced
If you’re driving any vehicle on a public road, you may be stopped by the police. Commercial
vehicles may also be stopped by the Driver and Vehicle Standards Agency (DVSA).
This short video explains: (https://youtu.be/cjeBg4SABZw)
• what DVSA examiners look for
• what a load securing system needs to do
• the benefits of using a load plan
• what happens if the examiner decides the vehicle is not safe to continue its journey
What police officers and DVSA examiners look for
When assessing if a load is secure, examiners will look at whether:
• any part of the load could slide, topple or bounce in any direction
• the load could make the vehicle unstable
• the load could affect the handling of the vehicle
• any part of the load could fall off during transit or during the unloading process
• the load security equipment is in poor condition or not appropriate for the load
• any part of the load or the way in which it is secured could present an immediate
danger to road users during transit
What happens if the load is not secure
If the police officer or DVSA examiner finds an insecure load, they will use the categorisation
of vehicle defects to decide what action to take.
Depending on the circumstances, driving with an insecure load can be classed as careless
or dangerous driving. It could result in a custodial sentence, particularly in the most serious
cases where someone is killed or injured. This applies to:
• the driver
• consignors
• the vehicle operator
• company directors or partners in the business
Defects that put people at immediate risk
If the police officer or DVSA examiner finds defects that put you or others in immediate
danger, they can issue an immediate prohibition. This means:
• you will not be able to continue the journey until the vehicle is made safe
• you may be given a fixed penalty notice or traffic offence report - this could be a fine
or points on your driving licence

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If the defects cannot be fixed within a reasonable time period (usually one hour after the
prohibition was issued), the officer or examiner may immobilise your vehicle.
In more serious cases, DVSA or the police may decide to prosecute. The Traffic
Commissioners can also take direct actions against commercial drivers and operators who
fail to meet the required standards.
Minor defects
The officer or examiner will advise what you need to do about any minor defects they find.
You will usually be able to fix these at the roadside before continuing your journey.

2. Load securing: the basics

How to decide on a load securing system, what to check before loading a vehicle, and how
to stabilise a load.
What a load securing system is
A load securing system is the method you use to secure the load.
Depending on the type of load and vehicle, the load securing system can consist of:
• the structure of the vehicle or trailer
• physical barriers to movement such as coil wells, internal bulkheads, stanchions, pins
and chocks
• lashings
• friction matting, a high-friction floor or surface
Choosing a load securing system
There is no single solution that will work for every load and vehicle combination. Drivers and
vehicle operators should choose the most suitable securing system for their load and
vehicle.
It’s important to think about how the load securing system will work in practice and whether
there are other risks like working at height.
Operators and consignors can make sure that the securing system is working effectively by:
• assessing the risks
• monitoring and evaluating different securing solutions
British (BS EN) Standards
You can use load securing technical standards published by the British Standards Institution
(BSI) to help you decide on a load securing system.
The standards are not legal requirements under road traffic law, but they are used as
recognised reference standards. This means:
• you can use them as a reference when deciding on a suitable securing system
• regulators will refer to them when deciding whether a load securing system is
suitable

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If you choose to buy equipment constructed to a BS EN standard, you can be sure of how
strong it is and whether it’s suitable for its intended purpose.
You can buy copies of the British Standards from the British Standards Institution. The most
important British Standards for load securing purposes are:

Standard Title

BS EN 12195-
Load restraining on road vehicles. Safety - calculation of securing forces
1:2010

BS EN 12195- Load restraint assemblies on road vehicles. Safety - web lashing made from
2:2001 man-made fibres

BS EN 12195-
Load restraint assemblies on road vehicles. Safety - lashing chains
3:2001

BS EN Intermodal loading units and commercial vehicles. Lashing points for cargo
12640:2019 securing. Minimum requirements and testing

BS EN 12641- Intermodal loading units and commercial vehicles. Tarpaulins - minimum

1:2019 requirements

BS EN 12641- Intermodal loading units and commercial vehicles. Tarpaulins - minimum

2:2019 requirements for curtainsiders

BS EN Securing of cargo on road vehicles. Body structure of commercial vehicles.

12642:2016 Minimum requirements

BS 7121-
Code of practice for safe use of cranes - lorry loaders
4:2010

(Specification for webbing load restraint assemblies for use in surface

transport) has been withdrawn. If you have webbing ratchet straps made to this
BS 5759:1987
standard, you should replace them with straps made to the current standard,
BS EN 12195-2:2001.

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What a load securing system needs to do
The load securing system you use must be able to withstand forces equivalent to:
• the entire weight of the load in the forward direction
• half the weight of the load to the sides
• half the weight of the load to the rear

The forces required to prevent a load from moving under normal driving conditions.
This is the minimum requirement for normal driving on the road. It applies to all vehicles and
all loads regardless of size or weight.
A load secured to this standard should be able to withstand foreseeable emergency
manoeuvres like:
• an emergency stop
• swerving to avoid an obstruction on the road
Additional load security
There may be circumstances where extra load security is needed.
If the journey is partly by sea, you may need to use additional securing methods to comply
with maritime regulations.
Weather can affect the security of your load. You should think about using additional
securing in:
• snow or ice

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 • wet weather
• strong winds
What to check before loading a vehicle
Before you load a vehicle, you should check its:
• load platform
• bodywork
• anchorage points
• twist locks (where fitted)
Make sure that they’re appropriate for the load and that they’re in good condition.
Check that the load will not exceed the vehicle’s maximum permitted axle and gross weight
limits.
If a part of the load is going to be picked up or removed during the journey, you should
consider how it will affect:
• gross weight
• individual axle weights
• securing and stability of the load
Removing part of the load will reduce the gross vehicle weight, but the change in weight
distribution may overload individual axles. This is also known as the diminishing load effect.
How to stabilise the load
You must make sure that the load is stable on the vehicle or trailer before securing it for
transport.
Unstable loads may move during the journey or fall from the vehicle or trailer once the
lashings are removed for unloading.
It may be necessary to transport some loads in a:
• transport frame
• box
• stillage
• cage
Where to put the load
You should:
• put the load near to the vehicle’s centre line and keep its centre of gravity as low as
possible - this helps to keep the load and the vehicle stable
• spread the load to give an even weight distribution over the whole floor area
• put lighter items near the sides of the vehicle

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 • distribute the weight of small but heavy loads across the vehicle platform using load
spreading devices (for example pallets or large wooden boards)
• secure the heaviest items on the lower deck or swan-neck for multi-deck trailers
• make sure all wheeled loads, such as plant equipment, are entirely supported by the
load bed
• arrange the load so that it does not obstruct the driver’s field of vision, including the
rear view through the driving mirrors
Stacking items
When stacking items, you should:
• put larger and heavier items at the bottom of the stack
• put heavier items nearer to the centre line of the vehicle
• make sure lower items in the stack are strong enough to support the others when the
vehicle is braking, cornering, or accelerating
Watch a video on load security good practice
(https://youtu.be/HXVQxn24kiw)
This short video shows some of the basics of load securing, including:
• what a load securing system must do
• some methods of load securing
• how to secure stacked loads
• what a load plan is

3. What to do if a load becomes unstable during a journey

How to safely decide whether you can continue your journey or take other action.
If the load shifts during the journey
If you become aware that part of your load has shifted but is still on the vehicle or trailer, you
should:
• slow down
• avoid heavy braking and steering
• look for a safe place to stop and resecure the load if it’s safe to do so
You should not continue the journey until the load is secure.
If the load comes off the vehicle
Follow these steps if all or part of the load comes off the vehicle and is any of the following:
• obstructing traffic or likely to obstruct it
• in a dangerous position

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 • likely to put people in danger while being recovered
1. Stop in a safe place as soon as possible.
2. Call 999 and report it to the police.
3. Wait until the emergency services or highway authorities arrive.
You must not try to retrieve any part of the load from the road if you’re on a dual
carriageway, motorway, or any other road where you might be in danger.
If the load is unstable when you arrive at your destination
Your vehicle should be quarantined on site until a plan for safe unloading has been made if:
• you become aware that the load has shifted when you arrive
• the load shift becomes apparent while the vehicle is being unloaded
The receiving site should work with your operator to make sure that the vehicle can be
unloaded safely. It is not acceptable to take a vehicle with a known unstable load (a “shot
load”) back onto the public highway.
Do not continue the rest of the journey until any remaining load is secure or safely unloaded.
Checking the load
Open vehicles
It’s usually easy to see if the load has shifted on an open vehicle.
Do not:
• walk under a load that’s leaning to one side of an open trailer
• release any lashings over the load until you’re sure that it’s stable or you’ve taken
steps to stop it falling
Closed vehicles
On a closed vehicle, such as a curtainsider or box van, you should check the load from the
rear doors. Check from the side if you think the load might be leaning against the rear doors.
Rearranging the load
Before you start to reload or rearrange a shifted load, you need to:
• consider risks such as working at height and manual handling
• put suitable controls in place
Drivers must not be put at additional risk to correct a shifted load. Working at height in
particular puts drivers at serious risk.
Extend any stabiliser legs that are fitted when you rearrange a shifted load.
An exclusion zone must be put in place around the vehicle.
If the vehicle is on the road or hard shoulder
Contact the police or highway authority if the vehicle is in a live lane or on a hard shoulder.
They can then help you.

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4. Ways to secure a load in an HGV or goods vehicle
Equipment and methods you can use to secure a load in a goods vehicle and how to use it
safely.
The equipment and methods in this section are listed in alphabetical order.
Attachment points
Side raves
A side rave is the steel edging of a vehicle chassis.
You can use side raves to attach securing equipment to the vehicle.
Check that the raves are compatible with the type of securing equipment you’re using.
Visually check the raves regularly for signs of:
• damage
• distortion
• corrosion
Arrange for the raves to be repaired as soon as possible if you notice any damage.
The raves may not be strong enough to use if they’re in poor condition.
Anchorage points
Check that:
• the anchorage points are compatible with the type of securing equipment you’re
using
• there’s as little movement as possible in the anchorage point - restraints will not work
as well if the anchorage point can move
• there are no signs of damage or distortion

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Examples of acceptable anchorage points.
Sheeting hooks
You should only use sheeting hooks to tie a sheet over the load to:
• cover loose loads
• protect the load from the weather
You must not use sheeting hooks or rope hooks as an anchor for straps or chains,
even if they’re attached to side raves. They’re not designed for load securing.

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An example of rope hooks.
Buckle straps and internal nets
You can use buckle straps (hanging black straps) and internal nets on roof rails to contain
loads on standard curtainsiders.

Left: example of black buckle straps hanging from the side of the vehicle roof.Right: example
of black buckle straps hanging from a central track.
The individual load items or stacks being secured must weigh less than 400kg. You must not
use buckle straps and internal nets to secure items or stacks weighing 400kg or over.
If the load does not fill the load bed, you should either:

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 • secure the last row using a ratchet strap, with the load blocked to fill the gap
• use buckle straps or an internal net to form a rear bulkhead
You can use buckle straps and internal nets as a secondary securing method in case the
main securing method fails. They’re generally not as strong as other securing methods and
may not be suitable for all loads.
Bungee securing systems and kites
You can use bungee securing systems and kites to secure fragile or crushable loads that
might be damaged by webbing straps.
Bungee securing systems
Bungee securing systems consist of ratchet straps, nets, or sheets that are:
• held into the roof of the vehicle or trailer
• brought down over the load
• secured in the same way as a normal ratchet strap
The straps should be manufactured to BS EN 12195-2.
Although the system might be held into the roof when it’s not in use, its strength does not
rely on the roof structure.

An example of normal lashing straps suspended by a bungee system.

Kites
You can suspend kites vertically to reduce the effect of gaps in a load. This will stop the load
moving up and down the length of the vehicle or trailer.
When deciding whether to use kites you should make sure they’re strong enough for the
forces likely to be exerted on them.

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An example of a kite providing security at the rear of a load.
Chains
Chains are usually much stronger than webbing ratchet straps and less vulnerable to
damage.
You should:
• check the condition of the chains before using them and visually inspect them for
damage on a regular basis
• store chains in a compartment or a box with a lid when they’re not being used - this
protects them from environmental damage and stops them sliding or bouncing off the
load bed
When you use chains to secure heavy equipment like engineering plant and machinery, you
must:
• use at least 4 chains when securing it with direct lashing
• attach each chain to different points on both the equipment and the vehicle or trailer
• attach the chains to suitable attachment points to secure the load properly
Chains are only as strong as the weakest component in the restraint system. You must not:
• use straps as anchor points for chains
• use chains as anchor points for straps
Coil wells, chocks and cradles
You can stop loads moving by using:
• coil wells
• rubber, plastic, or wooden chocks

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 • cradles
These pieces of equipment work by providing a physical barrier to movement. You will
normally need to use an additional method of securing the load, but you may not need to use
as many lashings.

An example of a trailer with a coil well - this can help to secure loads that can roll.
You may need to use wheel chocks or timbers in addition to lashings when you
transport plant equipment on flatbed, lowloader, and curtainsider vehicles or trailers. Make
sure that the chocks or timbers are also secured to the load bed.
You may not need to use separate chocks if the vehicles are fitted with wheel recesses or an
auto-chock system.
Friction and friction matting
Do not rely on friction alone for load securing.
The friction between most loads and the standard load beds of most vehicles and trailers is
generally low. The weight of a load alone cannot be relied on to keep it in place once the
vehicle is moving, even if the load is very heavy and cannot be moved by hand when the
vehicle is stationary.
Make sure you use enough lashings to prevent load movement under normal driving
conditions. If there is a serious load shift, enforcement agencies will refer to BS EN 12195 1:
2010 Load restraining on road vehicles Safety Part 1: Calculation of securing forces when
deciding if you have used enough lashings. (https://knowledge.bsigroup.com/products/load-
restraining-on-road-vehicles-safety-calculation-of-securing-forces)

You can get advice about using lashings from manufactures, suppliers, and trade
associations.
If you decide to do the calculation yourself, you must use a coefficient of friction of 0.2 in the
calculation unless:

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 • testing has been carried out to establish the specific coefficient of friction for that load
and vehicle combination
• a high-friction surface with a certified coefficient of friction is used between the load
and load bed
You should use friction matting or a high-friction floor for some load types, for example paper
reels or work cabins not transported on twist locks. This will increase the coefficient of
friction between the load and the load bed, so you will need fewer lashings.
Coefficient of friction explained
The ‘coefficient of friction’ is a way to measure how easy it is for 2 surfaces to slide against
each other.
The lower the coefficient of friction, the easier it is for the objects to slide against each other.
For example, a load will be more likely to move on a wet or icy load bed.
Headboards and bulkheads
If the vehicle or trailer has a headboard or bulkhead that is used as part of the load securing
system, you must place the load in contact with the headboard or bulkhead or within 30cm of
it wherever possible. This will stop the load moving forward when the vehicle brakes.
If this is not possible (for example, if it would overload an axle), you must use an additional
method of securing. You could:
• fit an obstacle, such as stacked timbers strapped to the vehicle - this effectively
moves the headboard towards the back
• use blocks, timbers, dunnage, or chocks to prevent items moving forward - make
sure that they’re properly secured to the vehicle
• use additional lashing

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An example of blocking placed between the load and the headboard to prevent the load from
moving forward.
If you are carrying the load in a van, you should use straps secured to the vehicle body or
pack any gaps between the load and the vehicle body.
Loading over the headboard
Divisible loads
A divisible load is a load that can be broken down into multiple smaller parts, such as a
bundle of pipes or bars.
You must secure any divisible load that is higher than the headboard. You can use additional
lashings to stop the load moving forward when the vehicle brakes.
Indivisible loads
An indivisible load is a load that cannot be broken down into smaller parts.
You should only load an indivisible load higher than the headboard if the headboard is as
high as the centre of gravity of the load. This will stop the load toppling forward over the
bulkhead when the vehicle brakes.
Positive fit
Positive fit is a way of securing a load inside a trailer or vehicle body that’s strong enough to
withstand the forces likely to be exerted on it during the journey, for example a vehicle or
trailer constructed to the BS EN 12642 XL standard.
The load itself should fill the load bed with minimal gaps wherever possible.
For effective positive fit, the load must be:
• against or within 30cm of the headboard
• loaded tightly along the length so the cumulative gap is no more than 30cm
• within 30cm of the rear doors
• within 8 cm of either side
If you cannot achieve this with the load alone, you can fill the gaps with:
• packing material
• dunnage
• empty pallets
• timbers
If you cannot fill the gaps, you must secure the load as in any non-XL rated vehicle or trailer.
You can achieve positive fit with cylindrical loads (such as paper reels) when the extremity of
either one reel or two reels side by side is within 8cm of the side of the vehicle or trailer.

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An example of a load that positively fits the trailer.

An example of a load that does not positively fit the trailer - there are gaps in the load and
different types of goods which will move during transit.
Ropes
You can use rope for:
• sheeting or netting a light load to prevent it moving upwards or being shed
• attaching weather protection on loads that have already been secured
You can also use strong rope to secure light loads on roof racks.

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Rope is not suitable for other types of load because it’s difficult to establish its load capacity
and age. Ropes can also wear or deteriorate more quickly than webbing straps.
You may decide to use rope to increase safety when unloading, but it cannot be used for
load securing for the journey.
Sheeting and netting
You must use sheeting and netting to stop loads bouncing upwards on open vehicles (for
example sided flatbeds and bulk tippers) unless the load is secured by other means.
Sheets and nets used for load securing must:
• be in good condition - there must be no rips or tears
• be suitable for the load carried
• cover the entire load bed so that no part of the load can escape
• be secured down to the vehicle or trailer
Vehicle mounted equipment
Some flatbed vehicles have a crane fitted for loading and unloading. You must not use the
crane or any lifting accessories to secure a load.
If you lay down a crane, grab arm or boom over a load, you must secure it separately with
lashings. You can use the rigid sides of a tipper if:
• the boom sits well below the vehicle sides
• it has been designed to withstand this kind of force
You should not use a loader crane attachment (such as a brick grab) to clamp a load as a
securing method. Failure to strap down the loader crane for travel could result in
uncontrolled slewing from side to side, putting other road users and pedestrians at risk.
You must stow and lock any stabiliser legs before the start of the journey.
Lifting equipment must be maintained and regularly inspected as required by the Lifting
Operations and Lifting Equipment Regulations (LOLER). It should only be operated by
people who are trained and competent to do so. (https://www.legislation.gov.uk/uksi/1998/2307)
Webbing ratchet straps
You can use webbing ratchet straps to secure a wide variety of loads.
They’re an effective load securing method when used correctly, but they can be damaged
easily.
Keeping straps in good condition
The webbing material is vulnerable to damage from many sources, including:
• sharp or abrasive edges
• the weather
• contamination by oil and dirt

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You can keep your straps in good condition by using sleeves or protectors over corners and
sharp or abrasive edges.
You should:
• store your straps somewhere dry and covered when they’re not being used
• use a storage box or compartment on the vehicle or trailer wherever possible
• check all straps at least every 6 months and record the condition
• look for any signs of damage on the straps before using them - you must replace any
straps that are significantly damaged
• inspect any straps involved in a load shift incident - do not use them if they’re worn or
damaged, even if the damage appears to be minor
Lashing method
Webbing straps are most effective when a suitable lashing method is used.
The most common lashing methods are:
• frictional (tie-down)
• direct - where one end of the lashing is attached to the load and the other end is
attached to the vehicle or trailer
• loop (choke) - where the lashing wraps around the load

An example of the tie down method using lashing straps.

Frictional lashing
Frictional lashing is most effective when the angle of the lashing relative to the load bed is as
close to vertical as possible. If the angle is less than 30°, the lashing will not be effective.

Page | 25
Left: A 90° strap angle provides more security.Right: A 30° strap angle provides less security.
When securing a load in the middle of the load bed, or a load that is not very tall, you should
either:
• increase the height of the load (for example, by placing empty pallets or other
suitable item on top of it)
• change the angle of the strap using a pallet to the side

Page | 26
An example of pallets being used to change the angle of the strap to make the load more
secure.
Alternatively, you could use a different method of securing.
Loop (choke) lashing
You can use loop (choke) lashing for loads such as:
• wooden boards
• planks
• poles
• pipes
Loop (choke) lashing is particularly effective when these loads are carried at an angle over
the headboard of a vehicle or trailer. You must use a minimum of 2 loop (choke) lashings for
this type of load unless each item is individually clamped to the headboard.

An example of choke lashing - the most effective way to secure loads that extend over the
headboard.
Understanding the strap label
Most ratchet straps used in the UK have a label attached to them with information about their
strength and how they can be used.
Check the label to make sure you’re using the best strap for the load you want to secure.
Any lashing is only as strong as its weakest component, so you need to make sure that all
parts of the lashings and the attachment points are suitable for what you intend to use them
for.

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An example of a label attached to a lashing strap.
Strap labels often get damaged or torn off, so it’s a good idea to keep a record of the strap
rating in case you need to check it later.
The most important information on the label is the:
• lashing capacity (LC) in decaNewtons (daN)
• standard tension force (STF) in daN
Lashing capacity (LC)
The LC is the maximum force the lashing can safely withstand without damage when pulled
in a straight line. It’s only used to calculate the number of lashings needed in direct lashing.
Standard tension force (STF)
The STF is the working tension in the strap created when the lashing is ratcheted down over
the load. It’s only used to calculate the number of lashings needed in frictional lashing.
The number of straps needed for frictional lashing will also depend on:
• whether the load is loaded to the headboard or blocked from forward movement
• the friction between the load and the load bed
• the angle of the straps relative to the load bed
Straps used in the UK usually have an STF of 350daN or lower. For some loads, you may
need to use straps with an STF of 500daN or more to reduce the number of lashings
required.

Page | 28
Other information on the strap
The strap label should also tell you:
• when the strap was manufactured
• that it was manufactured in accordance with BS EN 12195-2
Some strap labels have a ‘breaking strength’ or ‘breaking force’, but you do not need this to
work out how many straps you need to secure the load.
Ratchets
Make sure that the ratchet is locked once you’ve applied the correct tension. Depending on
how much friction is needed to secure a load, it may be better to use a downward pull
ratchet, which allows you to apply more pressure, rather than an upward push ratchet.

An example of a downward pull ratchet and strap.

5. How to load different HGVs, light goods vehicles, small vans and cars
How to secure loads on different types of vehicle.
Agricultural vehicles and loads
You must secure agricultural loads in the same way as any other load when travelling on a
public road, even if the journey is short and the vehicle is travelling at low speed.
Box pushers
A box pusher uses a hydraulic press to force a box or load towards the headboard or
bulkhead of a vehicle or trailer.
In order to stop the load from moving during transit, you should:

Page | 29
 • check that the box or container, the headboard and the box pusher are in good
working order
• keep the journey relatively short (for example, from the field to a storage place)
You should not:
• double or triple-stack the boxes vertically
• exceed the speed limits for agricultural vehicles
Use extra securing methods (like over-the-top lashings) if any of these conditions are not
possible.
Open vehicles and trailers
Bulk tippers
You can use bulk tippers to carry a variety of loose loads, including:
• sand
• soil
• aggregate
• construction waste
• scrap metal
• sugar beet or other crops
The body of the tipper will prevent the load moving forwards, backwards, and to the side.
You must cover the load before you take the vehicle on the road.
You must:
• use a tarpaulin or net if the load sits below the height of the vehicle sides - a tarpaulin
provides better containment
• use a tarpaulin if the load sits above the height of the vehicle sides - it must
completely cover the load bed with no gaps to any side
• use a rated sheet or a solid cover if you’re transporting divisible loads like aggregate
or scrap metal items that are higher than the vehicle’s sides
You must not:
• rely on the load settling below the height of the sides
• use a net if the load is higher than the vehicle sides
Flatbeds and lowloaders
You can use flatbeds and lowloaders to transport many different load types.
They have no body structure (sometimes not even a headboard), so they offer flexibility in
loading and unloading.
However, this also means:

Page | 30
 • it can be difficult to secure some heavy load types, such as some steel loads
• the load will not be contained if the securing system fails
You should load against the headboard or within 30cm of it wherever possible. If this is not
possible for weight distribution reasons, you can:
• use blocks, timbers, dunnage, or chocks to prevent items moving forward - make
sure that they’re properly secured to the vehicle platform
(https://www.gov.uk/guidance/securing-loads-on-hgvs-and-goods-vehicles/4-ways-to-secure-
a-load-in-an-hgv-or-goods-vehicle#chocks)

• fit an obstacle, such as stacked timber secured by lashing, across the load bed and
attach it firmly to the vehicle - this effectively moves the headboard towards the back
You should reverse plant equipment onto the trailer if possible and place it against the step,
for example on a low loader, to stop it moving forward. (https://www.gov.uk/guidance/securing-
loads-on-hgvs-and-goods-vehicles/6-how-to-carry-different-types-of-load-in-hgvs-and-goods-
vehicles#plant-equipment)

Vehicles carried on flatbed vehicles and trailers such as car transporters and recovery
trailers must be restrained for transport. (https://www.gov.uk/guidance/securing-loads-on-hgvs-
and-goods-vehicles/6-how-to-carry-different-types-of-load-in-hgvs-and-goods-vehicles#vehicles)

Drop and fixed sided flatbeds

You cannot rely on the sides of drop or fixed sided flatbeds to secure a load by themselves.
In some circumstances, load items could bounce over the sides.
You must:
• secure individual items using lashings wherever possible
• cover the load bed with a net or tarpaulin
• place items against the headboard or within 30cm of it wherever possible
• attach lashings to the vehicle chassis before fixing the vehicle sides
Most of these vehicles have a gate-type sided system. The sides are secured by being
locked to anchor stanchions fitted to the bed of the trailer. These must be kept in good
condition. You must repair any defects as soon as possible if the load securing relies on the
sides of the vehicle.
You must make sure that the load cannot move backwards if the vehicle or trailer has sides
but not a rear bulkhead. You can do this by using:
• additional lashing
• another method such as a rear tarpaulin secured by lashing
Unloading from the rear of a drop or fixed sided flatbed
When unloading from the rear of the vehicle at the side of the road, you should:
• park so the vehicle is facing oncoming traffic
• put the vehicle hazard warning lights on
• wear a hi-vis jacket or vest - this applies to anyone involved in loading and unloading

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You should only park against the traffic flow for the shortest time possible to allow safe
unloading. You should not obstruct traffic or cause danger to other road users.
Soft-sided vehicles and trailers
Standard curtainsiders (Tautliners)
Standard curtainsiders are designed to keep the load out of sight and protect it from the
weather. The superstructure is not designed to be load securing.
You can only use anything attached to it (such as buckle straps or internal nets hanging from
roof rails) to secure light loads up to 400kg.( https://www.gov.uk/guidance/securing-loads-on-
hgvs-and-goods-vehicles/4-ways-to-secure-a-load-in-an-hgv-or-goods-vehicle#buckle-straps)

XL curtainsiders
Trailers and vehicles built to the BS EN 12642 XL standard can withstand a minimum of 40%
of the rated payload to the side without additional load securing if they’re loaded to the
manufacturer’s specification.
However, for enforcement purposes, an XL vehicle or trailer is accepted as restraining 50%
of the rated payload to the side without any extra securing if the load fills the entire load
area:
• to the front
• to the rear
• within 8cm of either side.
This is often referred to as ‘positive fit’. (https://www.gov.uk/guidance/securing-loads-on-hgvs-and-
goods-vehicles/4-ways-to-secure-a-load-in-an-hgv-or-goods-vehicle#positive-fit)

The BS EN 12642 XL standard

BS EN 12642 is a build standard for the entire trailer or vehicle body. It applies to the whole
vehicle structure, including the:
• curtains
• doors
• headboard
The strength of the body must be verified by the manufacturer and the trailer or vehicle
should be clearly marked as an XL body. It must be supplied with a certificate or other
documentation to confirm that the body is rated for load securing. The curtains of an XL
trailer or vehicle must also be manufactured to BS EN 12641.

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A vehicle built to BS EN 12642 standard will always display a label with build details.
When the standard is not met
Fitting XL rated curtains to a standard or ‘L’ rated vehicles does not meet the standard. You
would need additional load security even if the load meets the positive fit requirements.
The XL rating is not effective if:
• the front of the load is more than 30cm away from the headboard
• the rear of the load is more than 30cm away from the rear doors
• there is a gap between the load of more than 30cm along the length of the load bed
• there are significant gaps along the length of the load that are cumulatively more than
30cm
• there is a gap, to the side, between the load and the vehicle/trailer side of more than
8cm
Diminishing or part loads
You can fit lateral bulkheads or use packing material to fill gaps in the load to guarantee
positive fit.
You can transport diminishing or part loads in an XL vehicle or trailer as long as:
• any gaps created by a diminishing load are blocked to maintain positive fit
• a partial load which does not fill the load area has extra securing
For example, lashing straps across the rear of the load must provide security for 50% of the
entire load. This will secure the load in the same way as the rear of the vehicle would for a
full load. Or, the load can be secured as it would in a non-XL rated vehicle.

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Chipliners
Chipliners are a special type of curtainsider used to transport woodchip. They have more
buckles in the curtains than a standard curtainsider.
They do not usually require additional securing.
Make sure that they’re well-maintained and repair any damage to the curtains, including to
the buckles, as soon as possible.
Tilts and Euroliners
Euroliner semi-trailers have an internal frame running down their length, usually hidden by
standard curtain sides. Different sized beams (made of aluminium or wood) can be placed in
the frame. These can be:
• lengthways - this strengthens the side
• across the width of the vehicle - this separates the load
Tilt trailers also have an internal frame, but they do not have the same structure as a
standard curtainsided trailer. UK-based vehicle operators do not usually use them.
Light palletised goods (where each item or stack of items weighs less than 400kg) can be
transported inside a Euroliner or tilt without additional securing as long as:
• the load bed is filled to prevent the contents from moving when in transit (positive fit)
• the load is stacked against the headboard, or with any gap between the front of the
load and the headboard packed to prevent it sliding forward
• the gap between the sides of the load and the frame or beams is less than 8cm
(approximately 3 inches)
• additional measures are in place to stop rearward movement if the load does not
reach the rear doors or within 30cm of them
• the beams and frame are in a serviceable condition - there are no cracks or obvious
signs of damage, decay, or rot
• the beams contain the load so that there is no risk of items falling from the trailer
when the curtains are pulled back - the load cannot escape under, through or over
the beams
Additional securing will be needed if:
• the vehicle is used to carry palletised or stacked loads which weigh 400kg or more
• the goods do not fill the load area (positive fit)
Multi-deck trailers
Multi-deck trailers have three deck areas:
• the main deck
• the swan neck
• the upper (or lift) deck

Page | 34
There are specific risks to using multi-deck trailers because of the height of the upper deck.
When loading a multi-deck trailer, you need to consider the risks of working at height on the
upper deck and load items falling from the upper deck.
Items, boxes, or palletised goods carried on the upper deck must:
• be loaded in a single layer - do not stack them
• be stable without lashings
• weigh less than 400kg
You must secure palletised goods to the pallet and to each other before loading and
securing them on the vehicle. (https://www.gov.uk/guidance/securing-loads-on-hgvs-and-goods-
vehicles/6-how-to-carry-different-types-of-load-in-hgvs-and-goods-vehicles#securing-loads-to-pallets)

Use a ground-operated internal net or securing system to protect drivers and site personnel
from items falling from the upper deck when the curtain is pulled back for unloading.
Internal nets or roof-mounted buckle straps must not be used for items or stacks weighing
400kg or more. You must load heavier items and stacks on the main deck or swan neck and
secure them as you would on a single-deck trailer.

A fully loaded double deck XL rated trailer - the pallets on the upper deck weigh less than
400kg and the heavier pallets are on the main and swan deck.
You should take the same precautions against items falling from the upper deck for trailers
constructed to the BS EN 12642 XL standard, even if the trailer body structure is sufficient to
provide on-road load securing. You may want to use additional securing methods if the load
does not fill the entire upper deck (positive fit).
Solid-sided vehicles and trailers, including passenger cars and light vans
Boxsiders
You can use box-sided vehicles and trailers to transport a wide variety of goods.

Page | 35
The rigid sides are usually enough to prevent the load moving sideways. However,
unsecured loads can still increase the risk of rollover or affect vehicle handling, including
braking performance.
This is particularly important with hanging or live loads, such as animal carcasses hanging
from rails. The movement of this type of load can create a pendulum effect. Your risk
assessment should consider the risk presented by this type of load. You should take
appropriate steps to manage these risks.
You should consider how to unload safely without the flexibility that flatbed or curtainsider
bodies allow. This is particularly important where drivers are making kerbside deliveries
using a body-mounted tail lift, as there is a risk of the load or the driver falling from height.
Cars
Loads carried in passenger cars must be loaded and secured so there is no risk of harm to:
• the driver
• passengers
• other road users
This applies whether you’re driving for work or leisure.
Wherever possible, you should place loads in the boot of the car, against the bulkhead. Fill
any gaps so the load cannot slide around.
Always load hazardous, sharp, or heavy items in the boot if possible.
Roof racks
Do not put loads heavier than the manufacturer’s recommended maximum weight limit on
roof racks.
You must secure the load to the roof rack with:
• cargo ratchet straps
• strong ropes in good condition
• effective clamping
Effective clamping is generally provided by specific products used to secure loads, such as
bike roof bars.
Do not use bungee cords or other cords or cables. They will not secure the load effectively.
You should tie down any loads that project significantly in front of the support of the roof
rack, like ladders and canoes. Use strong rope to tie them to the front of the vehicle.
You should never load items directly onto the roof of a car, because:
• it is not designed for this purpose
• friction between the roof and the load is likely to be very low
• there will not be enough suitable attachment points to secure the load properly

Page | 36
Refrigerated vehicles (reefers)
Refrigerated vehicles have rigid sides that are usually enough to prevent the load moving
sideways. However, unsecured loads can still increase the risk of rollover or affect vehicle
handling, including braking performance. You can use cargo bars or restraint poles to reduce
load movement.
Ice can build up in the vehicle, which could reduce the coefficient of friction between the
goods and the load bed.
(Coefficient of friction explained -The ‘coefficient of friction’ is a way to measure how easy it is for 2
surfaces to slide against each other.)

The lower the coefficient of friction, the easier it is for the objects to slide against each other.
For example, a load will be more likely to move on a wet or icy load bed.
Vans
This section applies to any type of van (from small car derived vans up to larger box vans)
used by tradespeople, couriers, or for delivering goods of any kind.
The rigid sides of a box van will usually be enough to prevent the load moving sideways.
However, unsecured loads can still increase the risk of rollover or affect vehicle handling,
including braking performance.
Where possible, you should:
• load items against a bulkhead
• group smaller items together within a box or container
• secure large or heavy items to the vehicle
• use positive fit
Fit a bulkhead between the load compartment and the cab to protect the driver and any
passengers from load movement under heavy braking. This should be strong enough to stop
whatever is in the load compartment coming forward. It should not have any gaps in it that
could allow a load item into the cab.
If there is no bulkhead, you must use other measures to stop the load coming forward. For
example, you could use extra strapping.
If you’re carrying out multi-drop deliveries, check that the load is still in a safe condition to
minimise any movement that might affect vehicle handling.
Do not store load items, including work tools and gas cylinders, in the cab.
Roof racks
If you load ladders or other work equipment on a roof rack, you must:
• not exceed the manufacturer’s recommended weight limit
• clamp the load or secure it to the roof rack with cargo ratchet straps
You must not use rope as the main method of securing. However, you can use it to tie down
the front of a long load to stop it lifting off the roof rack once the vehicle is moving.

Page | 37
6. How to carry different types of load in HGVs and goods vehicles
Ways to load items on a goods vehicle safely.
Abnormal loads
Abnormal loads are generally large or heavy. There are specific rules for transporting
abnormal loads to make sure that the load is restrained properly and keep other road users
safe. (An ‘abnormal load’ is a vehicle that has any of the following: a weight of more than 44,000kg,
an axle load of more than 10,000kg for a single non-driving axle and 11,500kg for a single driving
axle, a width of more than 2.9 metres, a rigid length of more than 18.65 metres)

You must secure abnormal loads with a combination of physical restraints to movement such
as:
• bulkheads
• chocks
• cradles
• lashings
The load must be stable on the load bed without lashings.
The operator and consignor must agree on the loading and securing scheme before
transporting abnormal loads. If you are an operator or consignor, you must give your drivers
or loaders appropriate training on how to load and secure unusual load types if they secure
abnormal loads.
You must provide clear instructions on:
• suitable methods of loading and securing for each load type
• how to check tension in the lashings at regular intervals
• what to do if the load shifts during the journey
You must ensure that the load complies with Road Vehicles Lighting Regulations 1989 (SI
No 1796) if it obscures: (https://www.legislation.gov.uk/uksi/1989/1796)
• obligatory lights
• reflectors
• rear markings
• registration plates
Bales and boxes
You should secure hay and straw bales carried on vehicles or open trailers using:
• webbing ratchet straps that pass over the top of the bales and additional strapping at
the front and the rear of the load
• rated nets or tarpaulins
• strapping over the top of an empty pallet (or similar items that spread the forces)
placed on top of the bale to help distribute the force of the straps

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Wider lashing straps can help to spread the force over the load, which can prevent it being
damaged or ‘cut into’.
You must use at least one strap per bale or row of bales with two straps per row at the very
front and rear of stacked bales.
You must make sure that hay or straw does not become loose during transport. It could
cause a hazard to other road users.
When transporting boxes you should:
• place them against the headboard or within 30cm of it if possible, and secured using
webbing ratchet straps if carried on open trailers
• use additional strapping at the front and rear if the boxes are stacked
• not stack boxes more than 3 on top of each other
Wider lashing straps can help to spread the forces over bales and boxes, as loads like this
can be damaged or ‘cut into’ by traditional lashing straps.

An example of a wider lashing strap.

Bulk bags
You should secure bulk bags carried on open vehicles by:
• using rated nets or tarpaulins
• strapping over the top of an empty pallet placed on top of the bag to distribute the
force of the straps
• using wider lashing straps to distribute the force over the load
You must:
• use at least one strap per row

Page | 39
 • cover any open bags if the securing method does not prevent the contents spilling or
blowing out

An example of a wider lashing strap, which distributes forces over the load - this is helpful for
delicate loads or bulk bags.
Construction products
You must secure construction products, like bricks and blocks, to the vehicle. Stacks of
these products must be stable without lashings.
You should load them against the headboard if possible, or within 30cm of it if not.
One frictional lashing over each row will usually be enough for most loads.
If the load is higher than the headboard, you should use at least 2 frictional lashings over the
front row of the load to create a bulkhead.
You must:
• secure the last row with 2 frictional lashings
• use a frictional lashing to prevent sideways movement if you use diagonal lashing
(cross strapping) to create a rear bulkhead and stop rearward movement
If you use lashing straps to create a rear bulkhead, make sure that the lashings do not go
under the base of a pallet used to carry the product. The lashing must go round the load and
attach to the vehicle chassis.
If you are transporting construction products on pallets, you must secure them to the pallet to
form a single unit before securing the entire unit to the vehicle.
(https://www.gov.uk/guidance/securing-loads-on-hgvs-and-goods-vehicles/6-how-to-carry-different-
types-of-load-in-hgvs-and-goods-vehicles#securing-loads-to-pallets)

Page | 40
Dangerous goods
Everyone involved in transporting dangerous goods (https://www.gov.uk/shipping-dangerous-
goods) should know how to stow and secure them properly to protect:

• the driver
• other road users
• anyone in the vicinity during unloading
• the environment
You must make sure any dangerous goods are secured so that they do not fall off the vehicle
or move under normal driving conditions.
If possible, you should carry dangerous goods in vehicles or trailers with:
• caged bodies
• closed bodies (including tankers)
• curtain sided bodies
If this is not possible, they should be well secured using equipment like:
• sheets
• nets
• straps
You might need to use packing materials to prevent friction or chafing between packages
during transport. Friction and chafing can lead to:
• damage
• products leaking
• some substances igniting
Segregating dangerous goods
Some hazardous materials can react dangerously with others if they’re accidentally mixed
during transport.
Carry them on separate vehicles if possible. If they’re carried on the same vehicle, you must
segregate and secure them so that the materials cannot mix, even in the event of a collision.
The following types of dangerous goods should not be carried together unless they can be
effectively segregated:
• acids with cyanides, sulphides, or chlorites
• oxidisers with flammables
• flammables with toxic gases
• corrosives with pressure gas containers or cylinders
• foodstuffs and animal feed with toxic or infectious substances or other dangerous
goods such asbestos

Page | 41
You must not carry foodstuffs in a vehicle that has been used for transporting these goods
unless the vehicle has been thoroughly cleaned.
The sender of the load must inform you about any dangerous goods in the load that are
incompatible.
If you are not sure, you should get additional expert advice.
How to segregate dangerous goods
You can segregate dangerous goods by:
• loading the materials in separate compartments on the vehicle
• over packing the individual containers with suitably strong material to provide extra
protection and to contain any leaks
• stowing the containers as far apart as possible on the vehicle - you can use other
inert cargo to provide a barrier
Dangerous goods should remain segregated throughout the journey. Contact your
dangerous goods safety adviser (DGSA) immediately if there are any concerns during
the journey.
Gas cylinders
Gas cylinders should be either:
• carried upright or at an angle in racks designed for this purpose and fitted on the
vehicle
• in lift-on-off cribs or frames
If you are carrying cylinders individually, you must secure them using lashings. This is to
prevent any movement in the load space that could damage the cylinders or other items in
the load.
Protect the cylinders’ valves from damage if you are carrying them horizontally. This
protection should be in addition to the standard fittings such as surrounding rings or other
protective fitments.
Gas can escape under pressure if the valves become damaged. This may propel the
containers with significant force.
Liquefied petroleum gas (LPG) containers must be carried upright. This is to prevent the
relief device malfunctioning if it comes into contact with the liquefied gas.
If you are carrying small numbers of cylinders in a closed van, the cargo space must be
properly ventilated.
You must not carry toxic gases in the same compartment as the driver or vehicle crew.
Intermediate bulk containers (IBCs)
You must secure intermediate bulk containers (IBCs) used to transport dangerous goods
with either:
• 2 webbing ratchet straps

Page | 42
 • another lashing method such as a bungee tarpaulin system that distributes the
securing force across the top of the IBC
This is because the skeleton frame of an IBC usually does not have a central upright. A
single ratchet strap over the IBC can deform the frame and cause the load securing system
to fail.
You can use one ratchet strap over the central support if a central upright is fitted.
Inspect the IBCs before loading to make sure they’re in good condition. Check that there are
no leaks, particularly around the fittings for filling and discharging.

An example of an intermediate bulk container (IBC) secured by 2 straps over the strongest
point of the frame, rather than over the middle where the frame is likely to bend.
Barrels
You should either:
• shrink-wrap and band barrels to a pallet to form a single unit
• use plastic locators if you need to minimise movement
You should then secure them to the vehicle or trailer using ratchet straps or similar.
Tanks and similar containers
Tanks can be:
• rigidly attached by twist locks or similar to a vehicle or trailer
• a tank container - where the tank fitted inside an ISO frame (shipping container) for
multi-modal transport
You must:
• properly secure the tank container to the vehicle

Page | 43
 • make sure hatches and valves are securely closed during transport
• secure any hoses or ancillary equipment
You should examine all openings, including pressure relief devices for security and leakage,
before the journey.
Explosives
Explosives are sensitive to heat and may be sensitive to shock as well.
You must secure explosive cargo to:
• prevent chafing and friction
• prevent impact between them during transport
You must make sure that any other items carried in the load compartment are well secured
so they do not impact the explosive items. This includes things like:
• toolkits
• fire extinguishers
• other heavy equipment
You must not use combustible materials such as paper or straw as packing for explosive
cargoes.
You should not carry explosives with other dangerous goods. This is to reduce the risk of fire
or dangerous reactions.
Consignors and vehicle operators are responsible for segregating explosives loads and
complying with national and international regulations.
Radioactive substances
Radioactive substances will be packed so that they do not present any hazard during
transport as long as the packaging remains intact.
To keep any radiation to the lowest possible level you should stow radioactive packages:
• at the rear of the load compartment
• as far away as possible from the driver
• carefully to prevent them getting damaged during the journey
You can carry them with other general cargo, but you should not carry them with explosives.
Glass
Glass is a high-risk load type. You should pack it and secure it carefully to prevent it falling
from the vehicle.
Where possible, you should transport glass in a transport frame or within a box that can be
secured to the vehicle.
It’s particularly important to secure glass carefully if you’re transporting it on a flatbed, as
there will be no structure to provide secondary containment.

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You can carry glass on a frail (an external frame) on the exterior of a van. The glass should
not extend longitudinally more than 30cm beyond the frame in total and the panes should be
firmly attached to the frail.
Kegs and barrels containing non-hazardous goods
You should either:
• shrink-wrap and band the kegs or barrels to a pallet to form a single unit
• use plastic locators if you need to minimise movement
You should then secure them to the vehicle or trailer using ratchet straps or similar.
Intermediate bulk containers (IBCs) containing non-hazardous goods
You must secure intermediate bulk containers (IBCs) with either:
• 2 webbing ratchet straps that pass over the skeleton frame
• another lashing method such as a bungee tarpaulin system that distributes the
securing force across the top of the IBC
This is because the skeleton frame of an IBC usually does not have a central upright. A
single ratchet strap over the IBC can deform the frame and cause the load securing system
to fail.
You can use one ratchet strap over the central support if a central upright is fitted.
Inspect the IBCs before loading to make sure they’re in good condition. Check that there are
no leaks, particularly around the fittings for filling and discharging.
Preventing IBCs from moving
IBCs can slide on the load bed. You should load them against the headboard or put a
physical barrier in place to stop them moving forward.
Make sure the inside face of the headboard or any other load item in front of the IBC has no
projections that could pierce the container if the load moves.
Metal loads
Metal loads are at risk of moving due to:
• their size
• their weight
• low friction between the load and load bed
You should use a combination of lashings and physical barriers to movement to make sure
that metal loads are secured correctly.
Chains are the preferred method for securing metal loads.
If you use webbing straps to secure the load, you should protect them from sharp edges to
avoid the straps getting damaged or broken.
You must secure scrap metal in tipper bodies in the same way as any other load in a tipper
body. You must:

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 • use a tarpaulin or net if the load sits below the height of the vehicle sides – a
tarpaulin provides better containment
• use a tarpaulin if the load sits above the height of the vehicle sides – it must
completely cover the load bed with no gaps to any side
You must not:
• rely on the load settling below the height of the sides
• use a net if the load is higher than the vehicle sides
Find out more about securing metal loads in British Steel’s load restraint guidance.
(https://britishsteel.co.uk/who-we-are/transport-logistics/load-restraint-documentation/)

Pallets
You must secure the load to the pallet to form a single unit before loading the pallet onto the
vehicle. Securing the pallet to the vehicle by itself is not enough.
You can secure the load to the pallet using:
• shrink wrapping
• banding
• strapping
You can secure bulk bags and flexible intermediate bulk containers (FIBC) to pallets with:
• rated nets
• tarpaulins
• an empty pallet or other rigid cover over the bag, secured with webbing ratchet straps
Make sure that the load cannot slide on the pallet. If the load moves on the pallet, the
restraint system for that pallet and those around them could fail.
Loading pallets onto the vehicle
Check the pallets for damage or signs of weakness before loading them onto the vehicle. Do
not accept them for loading if you think they are not strong enough to hold their load.
Pallets come in a variety of weights and sizes. This means that it may not always be
possible to fill the load bed to achieve positive fit inside the vehicle or trailer. You can fill the
gaps with packing material or use extra lashing.
When carrying pallets on vehicles with van bodies, you must restrain the pallets with
lashings if there are spaces:
• between the pallets
• between the pallets and the vehicle sides
• between the pallets and the headboard
If you cannot use lashings, you must fill the spaces with packing material or dunnage to stop
the pallets moving.

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If there is space for the pallets to move, they could break through the sides or headboard
when the vehicle is braking or cornering.
Load pallets as close to each other as possible along the longitudinal (front to back) centre
line of the vehicle or trailer if:
• the load space is not fully utilised
• weight distribution is a concern
Stacking palletised loads
When stacking palletised loads, make sure the upper layers are stable and properly secured
to prevent them from falling from the vehicle.
If an upper pallet is not directly supported by a lower one, the lower pallet needs to be able
to withstand the weight of the upper pallet without becoming damaged or distorted.
The cargo on the lower pallets must be:
• of sufficient structural strength to support the upper pallets
• attached to the pallets
Securing equipment used for loading pallets
Manual handling equipment carried on the vehicle for loading and unloading, such as pump
trucks, are also part of the load when the vehicle is moving. You should secure them to the
load bed. Use dedicated securing points for this equipment if they’re fitted.
Take care to properly secure pallets onto vehicles that are equipped with a roller loading
system.
Loading empty pallets
You should secure empty pallets like any other timber load when you carry them on flatbed
and curtainsider trailers. The curtains of a standard curtainsider will not be enough to stop
them moving sideways.
Lash the pallets or use another securing method, such as positive fit in an XL curtainsider.
If you stack empty pallets above the height of the headboard of a flatbed vehicle or trailer,
you must create a bulkhead using at least 2 frictional lashings.
Do not stack the pallets so high that the stack is unstable and likely to fall from the vehicle or
trailer. Stacks should be no higher than 4 times the longest dimension of the base of the
pallet.
Paper and cardboard
Baled paper
Only use internal buckle straps hanging from the roof rails for bales or stacks of bales that
weigh less than 400kg. Secure them by another method, like frictional lashing, if they weigh
more than 400kg.
You can carry baled paper in XL-rated curtainsider trailers without additional securing if there
is positive fit.

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You can carry baled paper in box-sided trailers or shipping containers. Block the spaces with
packing material if the bales do not fill the load space.
If the load moves around it can increase the risk of rollover or affect vehicle handling.
Cardboard
Secure light cardboard loads (single layer items or stacks weighing less than 400kg) in a
curtainsider with buckle straps.
You can secure heavier loads with:
• positive fit
• webbing straps
• a bungee system
Paper reels
It’s important to secure paper reels correctly. They can present a significant risk of injury or
death to:
• the driver
• other road users
• anyone involved in unloading
XL-bodied trailers can provide a good level of secondary containment for paper reels. If
there is no positive fit, the XL body cannot be used as part of the primary load securing
system.
On end (vertical)
Paper reels are likely to ‘walk’ on the load bed when they’re transported on end (vertically).
This can cause the restraint system to fail.
Lashings alone may not be enough to secure paper reels, and additional securing methods
may be needed. This is because there is a low coefficient of friction between paper reels and
the load bed.
You should use a high-friction contact surface in addition to lashings, as this will reduce the
number of lashings needed.
A high-friction contact surface can be in the form of:
• the trailer load bed flooring with a coefficient of friction greater than 0.40
• friction matting or high friction flooring with a coefficient of friction of a minimum of 0.6
You may be able to use fewer straps if you use ratchet straps with an STF of at least
500daN.
Use additional straps on the front or rear reel or row if it is not possible to load within 30cm of
the headboard or rear doors.
On reel (horizontal)
You should secure paper reels transported on reel (horizontally) with a combination of
lashings and physical barriers to movement.

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The barriers to movement can include:
• a well
• a cradle
• chocks underneath the reel

An example of a well in a trailer bed, which can be used as a barrier to movement when
transporting paper reels horizontally.
Plant equipment
Plant equipment is usually carried on dedicated trailers that allow easy loading and securing.
A lowloader trailer helps to make sure the centre of gravity is kept low to reduce the risk of
rollover or other loss of control.
You should load plant to the step if you are transporting it on a lowloader. This prevents it
from moving forward.
Securing heavy plant
Heavy plant is defined as a vehicle not necessarily constructed for road use (such as an
agricultural tractor, appliances, or construction vehicles and plant) that cannot be safely or
legally transported on:
• a light goods vehicle (3,500 kg gross weight or less)
• a light trailer (maximum permitted weight of 3,500kg)
You should secure it with a combination of:
• blocking to a bulkhead
• chocking
• lashings

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The primary restraint for heavy plant is usually:
• at least 4 direct lashings (where one end of the lashing is attached to the carrying
trailer and the other to the plant)
• frictional (tie down) lashing of any boom arms, buckets, or additional equipment
In addition to the primary restraint, wheeled plant needs to have at least either:
• 2 wheels chocked
• timbers in front of one set of wheels
Secure the chocks and timbers to the load bed.
Securing light plant
You can carry light plant (such as mini excavators) on trailers. You should secure them with
a combination of:
• positive fit
• frictional lashing - 3 straps or chains is enough, with one of these securing any boom
arm that is operated hydraulically
Lash down loose items, like spare buckets, separately.
Scaffolding equipment
Scaffolding poles and boards are likely to shift during the journey because there’s a low
coefficient of friction between:
• the load and the load bed
• individual parts of the load
If the poles and boards are stacked at an angle over the headboard, you must secure them
with a minimum of 2 loop (choke) lashings unless they’re individually clamped to the
headboard. Frictional (tie-down) lashing is not enough to secure them.
(https://www.gov.uk/guidance/securing-loads-on-hgvs-and-goods-vehicles/4-ways-to-secure-a-load-in-
an-hgv-or-goods-vehicle#loop-lashing)

If you stack poles and boards horizontally on the load bed, you must also secure them to the
vehicle. It’s best to sheet the entire load bed (or as much of the load as possible if there are
also items stacked at an angle over the headboard) and then lash the load to the bed using
frictional lashings.
If there is no tailboard or the load extends behind the load bed at the rear, you must create a
physical barrier to stop the load moving. This can be a temporary bulkhead or a ‘sail’. You
can create a sail by wrapping a tarpaulin around the rear of the load and securing it to the
load bed with straps.
You must transport fittings (connectors) in a lidded or covered container that can be secured
to the load bed. A sheet may serve as the cover for the container if the load bed is sheeted.
Unloading scaffolding equipment
When loading or unloading from the rear of the vehicle at the side of the road, you should:
• park the vehicle so that it’s facing oncoming traffic

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 • put the hazard warning lights on
• wear a hi-vis jacket or vest - this applies to anyone involved in loading and unloading
You should only park against the traffic flow for the shortest time possible to allow safe
unloading. You should not obstruct traffic or cause danger to other road users.
Skips
Single skips
You must secure single skips to the vehicle with a minimum of 2 lashings if you’re carrying
them on a flatbed or lowloader.
You do not need to strap single skips to the vehicle if:
• they’re on a dedicated skip wagon
• the lifting chains are attached
• the rear hooks are in the raised position if they’re capable of providing some restraint
to movement along the length of the load bed
You can use a lashing strap instead if this is not possible, as long as the skip is on a
dedicated skip wagon.
Stacked empty skips
You should not stack empty skips on a flatbed or lowloader.
You can carry stacked empty skips on a dedicated skip wagon if:
• they’re nested
• the lifting chains are attached
• the midpoint of the uppermost skip is no higher than the height of the lifting arms in
the stowed position
• the stack is secured to the vehicle with at least one lashing.
Stacked loaded skips
You must not:
• stack loaded skips unless you’re using an approved system that has been agreed
with the enforcing authorities
• use a connecting rod or bar between the lifting arms to push down on stacked loaded
skips unless the system has been designed and tested to do this
The test measures the system’s load securing capability to an equivalent technical level to
the Annex B (dynamic) test set out in BS EN 12642. The vehicle is loaded in line with the
test conditions, and the lifting arms and associated equipment are inspected in line
with Lifting Operations and Lifting Equipment Regulations (LOLER) requirements.
Evidence of the system’s suitability should be available to show on-road enforcement bodies
if they request it.

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Special load types, deliveries and activities
Hedge or tree trimming and roadside grass cutting activities
Carry out highway maintenance activities, like grass cutting, in a way that minimises the
danger or nuisance to other road users.
You do not need to secure the load while carrying out the maintenance activity. However,
you should secure the load for:
• the journey to the next location
• the journey back to the depot
Local deliveries, including brewery and coal
You do not need to re-secure the load between deliveries if you’re delivering goods to a
number of premises within a small geographical area on low-speed roads (30mph or less).
However, you should secure the load:
• when it leaves the warehouse or distribution centre at the beginning of the day
• for longer journeys
Employers should consider the risks to drivers when undertaking kerbside deliveries and
take steps to minimise the risk of harm.
Brewery deliveries must be made using a vehicle with a body constructed to the XL
standard.
Download ‘Load securing for the brewing and drinks industry’ from the Logistics UK
website (PDF, 1.3MB) (https://logistics.org.uk/CMSPages/GetFile.aspx?guid=0ed2f0e1-1b0d-
4d12-93bc-6f5ce7aa2ada&lang=en-GB)

On-road activities including gritting and putting out traffic cones

You do not need to secure the load while carrying out the activity (for example, while putting
out traffic cones or signs).
However, you should secure the load for:
• the journey from the depot until the point of first use
• the journey back to the depot
• longer journeys
Roadside recovery
Usually, all 4 wheels of a vehicle transported on a recovery vehicle must be secured for
transport.
There are 2 exceptions to this:
• when recovering vehicles on a fast road (50 mph or above) where you’ll be at risk
securing all 4 wheels - in this case, secure 2 wheels and move the vehicle at a
reduced speed to the nearest place of safety (such as the next motorway services) to
secure the other wheels

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 • if you’re faced with threats of violence and aggression on urban roads - in this case,
secure the vehicle as well as you can and move at a low speed to the nearest place
of safety to secure it fully
The journey cannot be any longer than the minimum distance required to reach a place of
safety.
Timber
You must secure timber loads to the vehicle. This includes finished products.
You must secure prepared timber with lashings or chains. For long lengths of prepared
timber you will usually need 3 straps rather than 2 to make sure the load does not rotate on
the load bed.
You must not use rope as the primary method of securing. You can use rope to tie timber
roof trusses to central goal posts for additional security during unloading.
The best method to secure uncut timber is to use chains with additional security to the side
provided by “goal posts”.
Find out more about securing timber in the Timber Transport Forum’s good practice guides.
(https://timbertransportforum.org.uk/good-practice-guides)

Vehicles
You should position vehicles or trailers being carried so that their weight is fully supported by
the carrying vehicle. You can use spreader plates if you need to.
Cars and light vans up to 3,500kg on dedicated car transporters
Vehicles carried on specialised car transporters should face forward unless the loading
scheme says otherwise.
You should distribute their weight evenly across the width of the vehicle so there’s enough
space to work safely on either side. Their centre of gravity should be over the lengthwise
centre line of the transporter.
Car transporters have a high centre of gravity compared to many other types of goods
vehicles. Place heavier vehicles on the lower deck to reduce the risk of rollover.
You should always:
• follow the manufacturer’s recommendations when loading
• apply the vehicle’s parking brake after it has been loaded
You can prevent the vehicles moving during the journey with a combination of:
• blocking
• chocking
• webbing lashings
The number of chocks and lashings to use depends on the load. As a general guide, there
should be 3 points of contact between the vehicle and the transporter.
For vehicles on a flat deck, there should be:

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 • 2 wheels secured by lashings (preferably diagonally opposite)
• 1 chock or lashing on a third wheel of each vehicle
For vehicles on an angled deck, there should be 3 wheels secured by either:
• 2 with lashings and 1 with chocks
• 3 with lashings
For the first and last vehicles on decks, 4 wheels need to be secured by lashings.
If it’s impractical to use chocks for some vehicles on a transporter, you can secure an extra
wheel with a lashing strap. Some vehicle manufacturers recommend that each wheel should
be attached.
The lashings you use to secure vehicles should be:
• manufactured to the BS EN 12195-2 standard
• rated for at least 1,500 daN
• in good condition without any obvious defects that would affect their strength
When securing the vehicles, you should:
• pass the lashings over the wheel lengthways to hold the wheel down to the load bed
• attach the lashings to dedicated attachment points or to dedicated attachment eyes
fitted to the transporter or floor attachment points
• close and lock ratchets
If you use wheel chocks, they should be placed so that they secure the load against:
• the braking force on a flat deck
• gravity on an angled deck
Find out more about the rules and guidance for driving and loading a car transporter in
the vehicle logistics safe loading code of practice.
(https://www.vehicletransportertraining.co.uk/about-1)

Cars and light vans up to 3,500kg on other types of vehicle or trailer

Curtainsiders
The superstructure and curtains of a standard curtain-sided trailer are not strong enough to
provide load restraint for a vehicle. You must secure the loaded vehicle as if it was being
transported on a flatbed trailer.
A trailer constructed to the BS EN 12642-XL standard may provide some containment.
However, the XL trailer body alone is not enough on its own to prevent load movement
because you are unlikely to get a positive fit.
You should think of the reinforced body structure as an extra safety measure rather than part
of the load securing system.
You should:
• load the vehicle as close to the headboard as possible

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 • apply the vehicle’s parking brake after it has been loaded
• secure with chocks and lashings in the same way as on a flatbed trailer
Flatbed trailers
Flatbed trailers do not have a superstructure to stop a load moving, so you need to use
additional securing methods.
You should:
• load the vehicle as close to the headboard as possible
• apply the vehicle’s parking brake after it has been loaded
• secure all 4 wheels with lashings or wheel tethers
Recovery transporter trailers
You should attach the winch cable if one is fitted. However, this is not part of the securing
system.
You must secure all 4 wheels.
If the design of the transporting vehicle or the condition of a recovered vehicle makes it
difficult to secure the wheels, you must use:
• lashings that pass over the top of the vehicle
• lashings that attach directly to structural parts of the chassis
Stacked vehicles
You should stabilise stacked vehicles with stanchions or pins before securing them with
lashings.
Use webbing sleeves to protect any webbing lashings that pass over the stack.
If more than one vehicle is carried by piggy-back, you should:
• lash each vehicle to the one below
• lash the entire load to the transporting vehicle
Lashings used to secure vehicles should be:
• manufactured to the BS EN 12195-2 standard
• rated for a lashing capacity of at least 1,500 daN
• in good condition without obvious defects that would affect their strength
Vehicles over 3,500kg on car transporters
There should be 4 points of contact between the vehicle and the transporter, consisting of
either:
• 2 chocks and 2 lashing straps - preferably on diagonally opposing wheels
• 1 chock and 3 lashing straps
• 4 lashing straps (one on each wheel)

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Vehicles over 3,500kg on flatbed trailers
Ideally, you should move vehicles over 3,500kg on lowloader trailers so that the centre of
gravity is as low as possible. A high centre of gravity can affect the stability of the
transporting vehicle and increase the risk of rollover or loss of control.
You should:
• load the vehicle as close to the headboard as possible
• apply the vehicle’s parking brake after it has been loaded
• leave the vehicle in gear if possible
There must be 4 points of contact between the vehicle and the trailer, including:
• lashing straps on each wheel
• at least 2 chocks or other physical barrier to movement
You may need to secure damaged vehicles with:
• chains
• direct lashings
• lashings attached to structural parts of the chassis
Heavy goods vehicles
You should move tractor units and trailers on low loaders so that the centre of gravity is as
low as possible. A high centre of gravity can affect the stability of the transporting vehicle and
increase the risk of rollover or loss of control.
You should:
• apply the vehicle’s parking brake after it has been loaded
• chock the wheels or place the vehicle up against the swan neck or other bulkhead to
stop it moving
• secure the vehicle with direct lashing
Use a minimum of 4 lashings, secured as part of 2 opposing pairs. The angle of the straps or
chains relative to the load bed should be as close to horizontal as possible. You can use
additional frictional lashing (up and over the load) using webbing straps to increase the
safety of the load.
Use the vehicle’s attachment points if it has them. You should also attach lashings to rated
attachment points on the lowloader or flatbed load bed wherever possible.
Do not attach lashings to sheeting hooks, as these are not strong enough.
Carrying trailers by piggy-back
If more than one trailer is carried by piggy-back, you should:
• lash each vehicle or trailer to the one below with at least 4 lashings
• secure an additional 4 tie-down lashings over the entire load

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You should consider the effect on vehicle stability and overall height when deciding how
many trailers to transport like this.
Work cabins and containers
You can secure work cabins and containers on flatbed vehicles using:
• twistlocks (if available)
• lashings
If you do not use twistlocks, you should:
• load the cabin or container as close to the headboard as possible
• pack the gap between the headboard and cabin or container with timbers or empty
pallets if the gap is more than 30cm
You should use a high friction surface between the cabin and the load bed.
(https://www.gov.uk/guidance/securing-loads-on-hgvs-and-goods-vehicles/4-ways-to-secure-a-load-in-
an-hgv-or-goods-vehicle#friction)

Secure the cabin or container to the load bed by either:

• a minimum of 3 frictional lashings
• 4 direct lashings attached to separate lashing points
Damaged twistlocks
The twistlocks or twistlock sockets on containers or cabins can become damaged. When this
happens, you may not be able to lock the load to the carrying vehicle at the damaged corner.
If this happens, you should not use the damaged socket as an anchor point.
You should:
• secure the undamaged corners with twistlocks
• use a minimum of 2 webbing ratchet straps to secure the load by frictional (tie-down)
lashing

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