How is heavy cargo secured to VDI 2700?
Heavy cargo is secured to VDI 2700 by a combination of positive locking, friction locking (top-over lashing) and direct lashing, designed for the prescribed acceleration forces – 0.8 g forwards and 0.5 g rearwards and to the side. Unlike light cargo, dead weight alone is not sufficient as securing: even an 80-tonne package will shift under emergency braking if friction and lashing equipment are inadequate. VDI Guideline 2700 ("Securing of loads on road vehicles") is the recognised code of practice on which StVO §22 and StVO §23 rely in practice. It is a mandatory part of planning on every heavy transport.
The physical fundamentals
What counts are the mass forces acting during braking, acceleration and in bends. The guideline requires the load to withstand forces of 80 % of its weight forwards and 50 % each rearwards and to the side. With heavy cargo the absolute forces multiply: 50 % of 80 tonnes is 40 tonnes of lateral force that has to be absorbed. This is why positive locking dominates in heavy haulage – the load bears against stanchions, headboards or saddle structures – supplemented by direct lashing with high-strength chains rather than top-over friction alone.
Friction locking vs. positive locking
Friction locking (top-over lashing) increases friction by pressing the load onto the loading deck with lashing straps – but with very heavy packages its effect is limited, because the necessary pre-tension can barely be achieved. Positive locking uses fixed abutments so that the load cannot start to move in the first place; with heavy cargo it is the load-bearing method. In practice the two are combined and supplemented by direct lashing via the package's defined lashing points. Anti-slip mats that raise the friction coefficient measurably reduce the required lashing force.
Load distribution and axle loads
Load securing does not end with the lashing equipment – load distribution on the vehicle ranks equally. A load distribution plan ensures that no axle is overloaded and that the imposed load is observed; with incorrect positioning a breach of the permissible axle loads is otherwise likely despite perfect lashing. On low-loaders and modular trailers with many axle lines the load is placed so that centre of gravity and axle loads match – a core element of the feasibility study.
Lashing equipment and its marking
Only tested lashing equipment with a stated permissible lashing capacity (LC) and an intact identification label is used. For heavy cargo, high-strength lashing chains of grade 8 or 10 are predominantly used, whose LC must match the calculated securing force. Damaged or unmarked lashing equipment is not permitted. The lashing points on the package must carry the forces introduced – on machinery these are the points defined by the manufacturer, not arbitrary edges.
Sensitive and coated components
On painted or coated components – tower sections or press frames, for example – the securing must not cause edge pressure. Edge protectors, timber packing and manufacturer-compliant transport frames distribute the forces. Incorrect pick-up can trigger six-figure damage and warranty disputes; that is why we coordinate the securing of sensitive packages with the manufacturer.
Documentation and responsibility
The loader, driver and vehicle keeper are jointly responsible for correct load securing. On permit-bound transports the authority may check the securing as part of the conditions under StVO §29. We document the load securing – method, lashing equipment, load distribution – in a traceable way, so that it withstands an inspection and holds up in the event of damage. On cross-border movements the European standard EN 12195-1 additionally applies as the basis of calculation.
Typical mistakes in securing heavy cargo
Recurring mistakes are: too few or undersized lashing devices, top-over lashing where only direct lashing can absorb the forces, missing anti-slip mats, attaching to unsuitable edges instead of defined points, and load distribution that considers the securing but not the axle loads. Forgetting edge protectors on coated components is one of them too. These mistakes often go unnoticed in normal operation – the gap only shows under emergency braking, in an evasive manoeuvre or during an official inspection. That is why securing must be calculated and documented, not executed by eye.
Are you planning a heavy transport with demanding load securing? We check securing and load distribution as part of the feasibility study: +49 (0)30 2000 8 49 49 or hsnk@zammad.com.