TRANSPORT QUALITY MANUAL

REQUIREMENTS FOR HANDLING AND TRANSPORTATION

OF GENERAL CARGO

Introduction

Rules for cargo securing

Cargo Transport Units and inspection of CTU:s

Methods and equipment for cargo securing

Instructions for loading and securing of Volvo cargo

Dangerous goods

INTRODUCTION

These instructions are issued by Volvo Logistics AB and are valid for loading and
securing of Volvo cargo for transports by road, rail, air and at sea.
These instructions are valid for all transporters, as well as subcontractors, involved in
loading, unloading and transportation of Volvo products. The quality managers at the
transport companies are responsible to make sure that all personnel involved have
good knowledge regarding these instructions.
These instructions are based on international and national regulations, standards and
guidelines for securing of cargo, and are Volvos minimum demands to be fulfilled by
the personnel and transporters handling Volvo cargo. If a transport company is
affected by local specific instructions, these must be at least at the same standard as
what is stated in these instructions.
The purpose with these instructions is to achieve the following:
-

Uniform systems for loading.

Uniform and secure systems for cargo securing.
Avoiding transport damages.

Random inspections or planned audits will be made continuously within areas where
loading/unloading takes place. This is regarding cargo securing in general but also
securing of dangerous goods. The purpose is to make sure that all the transporters
are following these instructions.
Detected remarks will be reported to the actual transport company and to the
purchaser of the transport.
Please note that these instructions do not in any way supersede regulations
stipulated by various authorities.

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In these instructions references are made to standards, rules and regulations valid in
May 2008. After this date updated versions or replacements of these rules and
regulations are to be used when practicing these instructions.
VOLVO LOGISTICS CORPORATION
Risk Management Department
Quality Assurance
http://web.volvo.com/vlc
2

GENERAL REQUIREMENTS

2.1

Introduction to this chapter

During transportation the cargo and the Cargo Transport Units (CTU:s) are exposed
to forces with different magnitude and direction depending on if the transport is by
road, by rail, at sea, by air or if its a combination of these transport modes. To avoid
accidents, authorities have made regulations how to secure cargo in different types of
CTU for different types of transport modes. If these regulations are noticed, also
damages to the cargo are prevented.
Authorities in a number of countries are issuing regulations for loading and securing
of cargo in their respective traffic area. These authorities also have the responsibility
to supervise that the regulations are observed.
The quality demands that Volvo Logistics Corporation have on the transporters of
Volvo cargo means that the rules for securing of cargo, described in this instruction or
national regulations if they are stricter, shall be fulfilled during the transport.
As a basic rule it is the transport company that shall secure the cargo. If Volvo has
secured the cargo it is the responsibility of the transport company to inspect the
securing when receiving the load carrier. All cargo securing shall be continuously
inspected during the transport.
In the following sections the minimum demands for loading and securing cargo are
noted.
2.2

Road transport

In most European countries it is stated that cargo is not allowed to be transported on

or in a vehicle in such a way that it can be a danger to persons, cause damage to
property, drag behind or fall off the vehicle, raise a disturbing dust or similar,
complicate the driving of the vehicle, or cause unnecessary noise. Depending on the
nature of the cargo space, the cargo shall be secured. If needed, the cargo shall be
covered.
There are no common regulations within EU regarding cargo securing but a
European Best Practice Guidelines on Cargo Securing for Road Transport (EU BPG)
was agreed upon in May 2006. In the EU BPG different securing methods and how to
dimensioning them are described. In EU BPG there are references to both Standard
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EN 12195-1 and IMO Guidelines for Packing of Cargo Transport units. Depending on
the selected reference the number of lashing could be quite different. Each member
state can decide the valid method on the national roads.

International standards and guidelines are among others:

EU Best Practice Guidelines for Cargo Securing for Road Transport
EN 12195-1
IMO/ILO UN ECE Guidelines for Packing of Cargo Transports
Units, CTUs with IMO Model Course 3.18 and Quick Lashing Guides
In Sweden, Norway, Finland, Great Britain, Germany and Austria
there are, in addition, national regulations or guidelines, of more or
less extent.
The cargo securing at road transports shall be designed for the following forces:
-

Forward direction: 0.8 of the full weight (In Sweden: Full weight of the
cargo).
Rearward and sideways direction: Half weight of the cargo.

0.8 Cargo Weight (1.0 in Sweden)

0.5 Cargo Weight

0.5 Cargo Weight

0.5 Cargo Weight

Maximum forces likely to be experienced during normal road use.

At road transport, forces are generated lengthways when a vehicle brakes and
sideways when crossing road undulations.
2.3

Railway transport

The most European railway inspection boards have not yet issued regulations on
cargo securing. In the mean time the International Union of Railways (UIC) Loading
Guidelines are practiced. The regulations are the same for most of the European
railway administrations.
The cargo securing at combined transports on railway shall be designed for the
following forces:
-

Lengthways direction: Full weight of the cargo.

Sideways direction: Half weight of the cargo.

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At sliding the dynamic vertical forces must be taken into consideration. The force
affecting the cargo in vertical direction is only 70% of the cargo weight. The force
sideways is at the same time 50% of the cargo weight.
For cargo secured against tipping in lengthways direction a horizontal force of 60% of
the cargo weight shall be used. The force downwards is at the same time the full
cargo weight.
In all other cases a vertical force of the full cargo weight is used in combination with
the force lengthways or sideways.
The given forces are valid for transportation of cargo in Cargo Transport Units that
are not subjected to hump and fly shunting.
Thus it is of great importance that in contracts with railway companies it is stated that
CTU:s containing Volvo cargo are not to be subjected to hump and fly shunting.

0.5 Cargo Weight

1.0 Cargo Weight

0.5 Cargo Weight

1.0 Cargo Weight
Maximum forces likely to be experienced during normal railway use in load carriers
not subjected to hump and fly shunting.
In the International Union of Railways (UIC) Loading Guidelines, there are detailed
instructions for how to secure different cargo types at railway transport. Note that
these detailed instructions not always fulfil the general requirements.
2.4

Sea transport

For cargo securing at sea transportation the securing shall be according to the
International Maritime Organization, IMO, guidelines: IMO/ILO UN ECE Guidelines
for Packing of Cargo Transport Units CTUs, IMO Model Course 3.18 and IMO Quick
Lashing Guides.
The cargo securing at sea transports shall be designed for the following forces
sidways:
In sea area A:
50% of the weight of the cargo.
In sea area B:
70% of the weight of the cargo.
In sea area C:
80% of the weight of the cargo.
The cargo securing at sea transports shall be designed for the following forces
lengthways:
In sea area A:
30% of the weight of the cargo in combination
with 50% of the weight of the cargo vertically.
In sea area B:
30% of the weight of the cargo in combination
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with 30% of the weight of the cargo vertically.

40% of the weight of the cargo in combination
with 20% of the weight of the cargo vertically.

In sea area C:

Area A is including the Baltic Sea and the Kattegat.

Area B is including the North Sea and the Mediterranean.
Area C means unrestricted trade.
The forces sideways are supposed to be in combination with a vertical force of the
full cargo weight acting perpendicular to the platform of the CTU.
The securing of Volvo cargo at sea transportations shall be according to the
accelerations above.

0.7 Cargo Weght

Maximum forces likely to be experienced sideways during sea transportation in Sea
area B

2.5

Air transport

At air transportation the operating companies establish the design accelerations.

According to for instance SAS (Scandinavian Airline System) Aircraft Handling
Manual the cargo securing arrangement for palletised cargo at air transport are to be
designed by the forces according to the figure below.

3.0 Cargo Weight

1.5 Cargo Weight

1.5 Cargo Weight

1.5 Cargo Weight

1.5 Cargo weight

Maximum forces likely to be experienced during air transport

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2.6

Summary General Requirements

The forces shown in the table below are to be used when designing securing
arrangements for Volvo cargo, depending on transport mode. The values are
minimum values.
The values are given as parts of the cargo weight.
Mode of transport

Forward

Backward

Sideways

ROAD

0,8 (s)

0,5

0,5

4,0

4,0

0,5 (j)

1,0 (i)

1,0 (i)

0,5 (j)

SEA
Baltic Sea (A)
North Sea (B) *
Unrestricted trade (C)

0,3 (a)
0,3 (b)
0,4 (c)

0,3 (a)
0,3 (b)
0,4 (c)

0,5
0,7
0,8

AIR **

1,5

1,5

1,5

RAILWAY
Wagons subject to shunting.
Containers, swap bodies,
semi-trailers in combination
trains and wagons in block
trains not shunted down a hill

(s)
(i)

1,0 in Sweden, Norway, Finland and UK

0,6 at tipping

The above values should be combined with static gravity force of the full cargo weight
acting downwards and a dynamic variation of:
(j)
(a)
(b)
(c)

0,3 (sliding only)

0,5
0,7
0,8

* The Mediterranean is included in sea area B.

** At air transport the cargo shall be secured for forces of 3 times the cargo weight
acting upwards.

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CARGO TRANSPORT UNITS AND INSPECTION OF CTU:s

3.1

Introduction to this chapter

The rational transport systems of today have lead to the use of different types of
Cargo Transport Units (CTU:s). Containers, swap bodies, trailers and other vehicles
are common CTU:s transported daily by road, railway and at sea.
To keep a high quality of Volvos products throughout the logistic chain, the CTU:s
must be in good condition and have functioning cargo securing gear. The CTU:s shall
be inspected before the cargo is loaded. If a CTU doesnt fulfill the demands
specified in this chapter, it is to be rejected.
3.2

Different types of Cargo Transport Units

Below are shown some different types of vehicles and CTU:s that could be used
when transporting Volvo cargo.

Different types of vehicles and CTU:s

Different types of superstructures are more or less suitable for cargo securing. The
strength of the vehicle side is of great importance for the possibility of blocking cargo
in sideways direction. The standards give different demands on the walls of Cargo
Transport Units see figure below:

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VEHICLES
Cover/stake with side
boards

Box Type

Curtainsiders

Standard

EN
12642 L

P = 30% of
payload

P2 = 6% of
payload

P = 40% of
payload

0.75 H

0.75 H

0.75 H

EN
12642 XL

P = 0% of
payload

P1 = 24% of
payload

P = 40% of
payload

P = 40% of
payload

SWAP-BODIES

Standard

P = 30% of
payload

EN 283

P2 = 6% of
payload

P = 0% of
payload

P1 = 24% of
payload

Comparison of different types of standards and superstructures

3.3

The condition of the Cargo Transport Unit

The CTU shall be in good condition and have functioning cargo securing gear. The
cargo space shall be clean and free from fixed or loose protruding details that can
damage the cargo.
The CTU:s must be weatherproof to minimize the risk of damaging the cargo.
It is important that the cargo is protected from eventual condense in the CTU.
Condense can occur and damage cargo that is transported through different climatic
regions. Rust and mould are examples of damage due to condense. Condense can
also weaken cardboard boxes and make important signs disappear. Damages by
condense can be eliminated by good ventilation.

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3.4

Requirements on swap bodies, trailers and other vehicles.

1.

The Cargo Transport Unit shall have an undamaged platform, landing

legs and headboard.
The CTU shall be weatherproof and it shall be possible to
close and
seal it, which means that drop sides, tarpaulin, laths and
tarpaulin
sealing shall be undamaged. The strength of headboard,
drop sides
and rear wall should fulfil the European standards
CEN 283, CEN 12642 L or CEN 12642 XL. Curtainsiders preferably built
and marked according to Standard EN 12642 XL.

2.

3.
4.
5.

6.
7.

The cargo area including the platform shall be undamaged.

The cargo area shall be clean, dry and free from odour.
The cargo securing equipment shall be undamaged and
functioning. 4-tons web lashings with Lashing Capacity LC 1300 daN
and tension force STF 400 daN in requisite amount shall be included in
the outfitting of the load carrier.
Securing points intended for internal securing of the goods shall
withstand a force of at least 2 tons according to Standard EN 12640.
Trailer shall be equipped with required amount of 12-tons external
securing fittings for the securing of the unit in ferry traffic.
Minimum amount of ferry eyes per trailer side:
total weight up to 20 ton - 2 pcs
total weight between 20 and 30 ton - 3 pcs
total weight between 30 and 40 ton - 4 pcs

8.
9.
10.
11.

Corner castings and other bottom fittings on swap bodies shall be

undamaged.
Non actual labels shall be removed or masked.
CTU, which shall be transported by rail, shall be marked with the
required code sign.
CTU, which shall be transported on rail, shall fulfill the
requirements from the European rail administrations regarding the
stake body, see section 3.9.

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3.5

Requirements on containers

1.

4.
5.
6.
7.
8.
9.

The container shall be of type 1AA or 1CC and fulfill actual ISO8
standards for containers.
The frame work of the container shall be undamaged.
The container shall be weather tight and it shall be possible to
seal it when closed. This means that walls, floor, roof, doors, door
sealing as well as possible tarpaulin cover with sealing shall be
undamaged.
The cargo area including the floor shall be undamaged.
The cargo area shall be clean, dry and free from odour.
Ventilation openings shall be undamaged.
Corner castings shall be undamaged.
The container shall be marked with safety plate (CSC9).
Non actual labels shall be removed or masked.

3.6

Check of load carrier general instructions

2.
3.

The Cargo Transport Units (CTU) shall be checked before the loading of the goods is
started. The check is performed according to the checklists and errors or deficiencies
are noted. When anything is unclear the person responsible for the shipping
department is consulted, who will decide whether the CTU can be accepted, has to
be rectified or refused. If the CTU is refused the transport company has to be
informed accordingly.

3.7

Check list for inspections of load carriers

DATE
SUPERVISOR
TRANSPORT COMPANY
TYPE OF CTU

TRAILER

CONTAINER

SWAP BODY

APPROVED

REFUSED

CTU NUMBER

APPROVED
WITHOUT AFTER
RECTIFICATION

RECTIFICATION

CTU:
ITEM
3.8

RECTIFICATION
Check of swap bodies, trailers and other vehicles

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3.8.1
ITEM
1

Items to be checked on swap bodies and trailers

YES

NO

Are platform, landing legs,

head board, longitudinal
and transverse frames
undamaged?
___

___

Are the drop sides, tarpaulin

and laths intact and
complete? ___
___

_______________

Is the CTU weatherproof?

_______________

Is the cargo area free from

protruding nails and bolts?
_______________

REMARKS

_______________

___

___

___

___

Is the cargo area clean, dry

and free from odour?
___

___

_______________

Is the cargo securing

equipment functioning? ___

___

_______________

___

___

Are corner castings and

other bottom fittings on
swap body undamaged?
_______________
Number of ferry eyes
per trailer side
Are non actual labels
removed? ___

___pcs ___pcs_______________

___

_______________

___

___

_______________

Is the TIR-rope and the sealing

line correct applied?
___

___

_______________

Does the lock for the landing

legs function, is the tarpaulin
unsplit?
___
___

_______________

Extra check points for rail transport

10

11

12

Is the CTU equipped

with code sign?

3.8.2 Items on swap bodies, trailers and other vehicles

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1
2
3
4
5
6
7
8
9

Platform
Drop sides
Locking devices
Landing legs
Cargo securing equipment
Body stakes
Laths
Tarpaulin
Sealing

Items on swap bodies, trailers and other vehicles

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3.8.3

Check of swap bodies, trailers and other vehicles

Checklist point 1; platform, landing legs and head board. The strength of
the load carrier is depending on an undamaged
framework. If there is reason to suspect that the framework is damaged,
the CTU should not be used. If the CTU collapses during the transport
the goods may be delayed or damaged.

Checklist point 2 and 3; drop sides, laths, tarpaulin

with sealing.
The outfitting shall be undamaged and functioning. The strength of the
headboard, drop sides and body stakes should fulfil the requirements in
standards CEN 283, CEN 12642 L (not Curtainsiders) or CEN 12642 XL
(also Curtainsiders). Vehicles build according to CEN 12642 XL are
marked at two places; marking integrated on the vehicle identification
plate and also one independent sign see example below. If CEN
12642XL standard for Curtainsiders are not fulfilled, securing of cargo
must be done according to legal requirements.

Examples of marking according to EN 12642 XL

The CTU shall be weather tight and it shall be possible to seal it when
closed. Earlier repairs should
be especially checked. Small holes are easy to discover by an internal
check with tarpaulin cover and doors closed.

Checklist point 4 and 5; the cargo area shall be undamaged. Protruding

nails, bolts etc shall be removed. The cargo area shall more over be
clean, dry and free from odour.

Checklist point 6; Securing equipment shall be undamaged and

functioning. Securing points intended for internal securing of the goods
shall be in good shape and well fixed to the framework. The securing
points shall withstand a force of at least 2 tons.

Checklist point 7 and 8; Corner castings and other bottom fittings on

swap bodies for the securing of the CTU to vehicles, rail, cars or ships
shall be undamaged.
Trailer shall be equipped with required amount of securing fittings for the
securing of the unit in ferry traffic. Minimum number of ferry eyes per
trailer side shall be:

total weight up to 20 ton - 2 pcs

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total weight between 20 and 30 ton - 3 pcs

total weight between 30 and 40 ton - 4 pcs
The ferry eyes shall have strength of minimum 12-tons without
permanent deformation.

Trailers and vehicles shall have a manoeuvring handle for easy, effective
and permanent emptying of the air spring system before the vehicle is
lashed to the ship.

Checklist point 9; non actual labels and signs (i.e. dangerous

goods labels) shall be removed or masked. Non actual labels may cause
delay of the goods.

Checklist point 10, 11 and 12; for rail transport the

following is valid:
Trailer and swap body shall be marked with the required code sign.
Maximum three non adjacent sealing eyes may be damaged, the vertical
strap must be secured, jointed TIR-rope must be knotted by double knots
and all eyelets be used on rear end, split tarpaulin is not permitted,
landing leg securing must function.

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3.9

Demands on cover superstructure on CTU to be transported by rail

Technical information
Translation of DB Information pamphlet no. 30 to personnel in technical service and
in terminals.
Figure 1-4 shows correct performance according to valid customs regulations.
Tarpaulin with customs sealing or similar.
CTU:s in condition as below is not accepted to be transported in international traffic,
or are admitted with stated exceptions.
Characteristic:
Visual: Vertically running customs seal with milled surface. Usually in a deviating
color.
Manual: It should not be possible to put the hand inside the tarpaulin.
Tarpaulin with not closed clamps/eyelets (figure 5).
Exception: on CTU with tarpaulin in good general condition could maximum three not
closed clamps/eyelets, however not beside each other, be accepted.

Figure 5
Not used clamps and eyelets.
Tarpaulin where clamps/eyelets are missing (figure 6). Are valid at horizontal and/or
vertical tarpaulin closing. Exception: on CTU with tarpaulin in good general condition
could maximum three not closed clamps/eyelets be accepted.

Figure 6
Clamp on the sideboard is missing. Compare with figure 14.

Tarpaulin with not closed or damaged vertical strap (figure 7 and 8).
Exception: vertical strap could occasionally be secured afterwards with rope or steel
wire.
Figure 7
Not secured vertical strap.
Figure 8
Damaged vertical strap not possible to secure.
Tarpaulin with damages next to the eyelet (figure 9).
Exception: on CTU with tarpaulin and eyelets in good general condition could
maximum three not closed or damaged clamps/eyelets be accepted.

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Figure 9
Damage on the tarpaulin, close to the eyelet.
Tarpaulin with heavily bent eyelets (figure 10).
Exception: on CTU with tarpaulin and eyelets in good general condition could
maximum three not closed or damaged clamps/eyelets be accepted.
Figure 10
Tarpaulin with knotted TIR-rope (figure 11a, b and c).
Exception: not sealed TIR-rope can be accepted if it is knotted with double knot and
all clamps/eyelets are used on the rear end.
TIR-rope is not allowed to be knotted at any other spot.
Figure 11a
TIR-rope on the sideboard secured by single knot.
Figure 11b
The TIR-rope on the rear end is secured with a single knot. Several clamps/eyelets
are not in use.
Figure 11c
TIR-rope with one end single knotted and one end secured with steel wire.

Tarpaulin with tears, holes or other apparent damages (figure 12).

Exception: smaller damages, holes (with diameter max 2 cm) or tears (max length 5
cm) can be accepted occasionally.
Figure 12
Tear and small holes in the tarpaulin. Compare with figure 6.
Units with broken or missing roof stakes. The tarpaulin is not allowed to hang down
(figure 13).
Figure 13
Tarpaulin heavily hanging down due to broken roof stake or bent side stakes.
Units where the cargo is pressing against the tarpaulin (figure 14).
Figure 14
The cargo is pressing against the tarpaulin.
In addition the following are not allowed:
-

units with crooked placed side stakes.

units with less than three side or end laths
between each side stakes.
units without functioning securing of the landing legs
units with divided tarpaulin side.

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3.10

Check of containers

3.10.1 Items to be checked on containers

ITEM

YES

NO

Is the framework undamaged?

_____________

Are walls, floor, roof and

doors intact?
___

4
5

10
?
11

REMARKS
___

___

___

_____________

___

___

___

___

___

___

Is the cargo area clean, dry

and free from odour?
___

___

_____________

Are the ventilation openings

undamaged and open? ___

___

_____________

Is the cargo securing equipment

functioning?
___

___

_____________

Are the corner castings

undamaged?
___

___

_____________

Is it possible to close the doors,

is the sealing intact and soft?
_____________
Is the load carrier weatherproof?
_____________
Is the cargo area free from
protruding nails and bolts?
_____________

Is the container equipped

with CSC9-sign
___
___
_____________
Are non actual labels removed?
_____________

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___

___

3.10.2 Items on containers

1 Corner castings
2 Welding in framework and walls
3 Wall, floor and roof
4 Door sealing
Items on containers
3.10.3 Check of containers

Checklist point 1; platform, landing legs and head board. The strength of
the container is depending on an undamaged framework. If there is
reason to suspect that the framework is damaged, the container should
not be used. If the container collapses during the transport the goods
may be delayed or damaged.

Checklist point 2, 3 and 4; walls, floor, roof, doors with sealing. The
outfitting shall be undamaged and functioning. The container shall be
weatherproof and it shall be possible to seal it when closed. Earlier
repairs should be especially checked. Small holes are easy to
discover by an internal check with the doors closed.

Checklist point 5 and 6; the cargo area shall be undamaged. Protruding

nails, bolts etc shall be removed. The cargo area shall more over be
clean, dry and free from odour.

Checklist point 7; ventilation opening shall be open and undamaged.

Insufficient ventilation may be a contributing reason for the origin of
condense. Condensation may cause damage to the goods.

Checklist point 8; Securing equipment shall be undamaged and

functioning. Securing points intended for internal securing of the goods
shall be in good shape and well fixed to the framework. The securing
points shall withstand a force of at least 2 tons.

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Checklist point 9; corner casting for lifting and securing on vehicles, rail
cars and ships shall be undamaged.

Checklist point 10 and 11; container shall be marked by a safety sign,

CSC9-sign Other signs and non actual labels (i.e. dangerous goods
labels) shall be removed or masked. Non actual labels may cause delay
of the goods.

1
2
3
4
5
6
7
8
9

SFS Swedish statute-book

TSVFS The Swedish National Road Administrations
Statute-book (- 1993)
VVFS The Swedish National Road Administrations
Statute-book (1993 -)
SJF Swedish Rails statute
SJFS The Swedish National Maritime Administrations
Statute-book
IMO International Maritime Organization
SAS Scandinavian Airlines System
ISO International Standard Organisation
CSC International Convention for Safe Containers

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METHODS AND EQUIPMENT FOR CARGO SECURING

4.1

Introduction to this chapter

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

methods. Correct loading is the basis for a good cargo securing. It is also important
that the correct equipment is used.
4.2

Cargo securing methods

4.2.1

Blocking

The blocking is to be made in such a way that the cargo cant move. Blocking is
mainly used to prevent sliding but a blocking that reach to the cargos centre of
gravity also prevents tipping. Blocking means that the cargo is stowed to lie flush
against fixed blocking structure and fixtures on the CTU. These may be in form of
headboards, sideboards, sidewalls or stanchions. The cargo can be stowed directly
or indirectly by means of filling against the fixed blocking devices built into the load
carrier, and these prevent any horizontal movement of the cargo. In practice it is
difficult to achieve a tight fit against the blocking devices.
A minor clearance usually remains. If this clearance towards the blocking is larger
than the corresponding height of a Euro pallet (near 15 cm) then the gap should be
filled with, such pallets standing on end for example. If the clearance towards the
sidewalls on each side of a centered cargo section is larger than the corresponding
half of the height of a Euro pallet then the gap should be filled with suitable filling, for
example timber.
Unnecessary clearance or clearance that could cause damage to the cargo must be
avoided.

Blocking of cargo
Note that when using Curtainsiders only vehicles build according to European
standard CEN 12642 XL are allowed to be used as sideways blocking device.

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4.2.2

Lashing

In general lashing equipment should be whole, clean and functioning. No wear or rust
should be shown on the lashing fittings. Some different lashing methods are shown in
the figure below.

Top-over lashing

Spring lashing

Loop lashing

Straight lashing

Different lashing methods

Spring lashing and loop lashing could also be regarded as blocking.
Note that the straps some Curtainsiders have as reinforce tarpaulins are not to be
regarded as cargo securing.
4.2.3

Locking

Cargo securing by locking demands that both cargo and CTU have locking devices
that are strong enough and suitable for each other. The locking devices must
together resist a force of twice the cargo weight in forward and backward direction
and the full cargo weight sideways. The locking devices should restrain twice the
cargo weight or the service weight of the vehicle in upward direction. Locking is
mostly used to secure containers.

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4.3

Cargo securing equipment

4.3.1

Web lashing

Only web lashings with right dimension, quality and number and approved and
recommended by Volvo should be used when securing Volvo cargo. The most
common types are polyester webbing with the width 50 mm and break load MBL = 4
tonnes (reusable) and break load MBL = 2 tonnes (single use). The lashing capacity
of the reusable web lashing shall be at least LC = 1300 daN and the tension force at
least STF = 400 daN.
The reusable web lashing shall be marked according to Standard EN 12195-2, se
example below
Unit: 1 daN = 1 kg
Breaking load = 4000 kg
LC = Lashing capacity = 1 300 daN
SHF = Standard hand force = 50 daN
STF = Standard tension force = 400 daN

Example of marking of web lashing according to Standard EN 12195-2

4.2.2

Corner protections for cardboard boxes

Below are listed three reasons to use corner protections:

1
2
3

To spread the lashing force so the lashings dont damage the cargo or
the wrapping.
To protect the lashings from sharp edges.
To spread out the effect of the lashings.

The most common corner protections are made of rigid plastic, plastic-coated
cardboard or light metal. Corner protection to be used to spread out the effect of the
lashings should be made of strong profiles or boards (25 x 100 mm) nailed together.
4.4

Example of different types of lashing equipment

Reusable web lashing with tensioner

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Corner protection and corner profile

INSTRUCTIONS FOR LOADING AND SECURING OF

CARGO

5.1

Introduction to this chapter

VOLVO

The cargo should always be loaded in a way that makes the unloading easy. Cargo
handling symbols should always be taken in consideration at the loading. Pallets and
boxes must be loaded turned right side up - note eventual symbols e.g. this side up.
When loading cargo it is important to make sure that the cargo is protected from the
weather. It is also important to notice that the cargo can be affected by local weather
conditions with various temperature, precipitation and humidity of the air.
Instructions for loading of cargo meant for air transport are not included in this
chapter.
The cargo should always be secured according to valid regulations.
5.2

General loading instructions

5.2.1

Weather protection

The Cargo Transport Unit should be closed in such a way that water cant come
through during the transport. When it is an open CTU the cargo should be covered
with plastic or a tarpaulin. Covering with plastic or walking boards can eliminate
leakage from below.
5.2.2

Checking of transport documents

The transport company is responsible to check that the transport documents

(consignment note) are corresponding with the loaded cargo. Changes in the
transport documents are never to be done by the transport company.
5.2.3

Inspection of damages and loading of damaged cargo

The transport company does the damage inspection. Attention should be drawn to
external damages, deformations, moisture etc. If damaged cargo are to be loaded
should the damage be noted in the transport documents or in a special damage
report, issued by the shipper. The transport company should never load damaged
cargo if the damage hasnt been documented.
5.2.4

Stapling

Generally heavy cargo should never be loaded on top of light cargo or cargo packed
in corrugated cardboard or box of plastic. Heavy cargo and light cargo should be
secured separately, not together.

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5.2.5

Cargo distribution

The CTUs capacity should never be exceeded. The cargo should be placed in such
a way that the weight is even distributed in the CTU. Permitted axle loads mustnt be
exceeded.
Maximum 60% of the cargo weight is allowed to be stowed in one half of a container.
5.2.6

Damaged wrapping

It is not allowed to use damaged wrapping. The wrapping should be in good condition
without damaged corners, cracks or holes. Damaged or worn out wrapping should be
changed. (See Emballagehandbok Kvalitet, February 1995. Volvo Logistics AB
Wrapping administration).
5.2.7

Damage routines

See 7 in Volvos instructions.

5.2.8

Collective consignment

Other consignor that has collective consignment with Volvo should also have its
cargo secured according to valid regulations.
5.3

Cargo securing instructions

The transport company should perform the cargo securing for transport by road, by
rail and at sea in such a way that it at least fulfil these instructions, for current mode
of transport. If the corresponding national regulations are stricter, the securing should
be done according to these regulations.
The cargo securing should be designed according to one of these documents:
*
*

*
*
*
rail.
*
*

European Best Practice Guidelines on Cargo Securing for Road

Transport regarding road transport.
IMO/ILO UN ECE Guidelines for Packing of Cargo Transport Units,
CTUs with IMO Model Course 3.18 and Quick Lashing Guides regarding
road, sea or combined transport by rail.
EN 12195-1 European standard regarding road, sea or
combined transport by rail.
VVFS 1998:95 regarding road, sea or combined transport by rail.
TFK:s handbook 1998:2E regarding road, sea or combined transport by
TYA:s quick guide for cargo securing on road.
TYA:s quick guides for cargo securing at sea area A, B and C.

The transport company should supply the cargo securing gear in required amount, if
not anything else is agreed.

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5.4

Inspection of the cargo securing during the transport

The cargo securing should be regularly inspected during the transport if possible.
Lashings should be tightened at least at the following occasions:
1.
2.
3.

After about 20 30 km from the place of loading.

When the CTU is leaved and received in ferry and railway terminals.
When change of driver.

5.5

Education

The transport companys personnel should be educated in cargo securing so they

can secure the Volvo cargo according to these instructions.
6

DANGEROUS GOODS

6.1

Introduction to this chapter

The basic rules about dangerous goods are to be found in the regulations of
transport of dangerous goods for different modes of transport:
Road:
ADR (valid in 39 countries basically in Europe)
Railway:
RID (valid in 42 countries basically in Europe)
Sea:
IMDG-code
Air:
IATA/DGR
6.2

Cargo securing regulations for dangerous goods

According to the ADR and IMDG-code section 7.5.7 the dangerous cargo shall be
secured in the same way as not dangerous cargo.
6.3

Transport company

A transport company of dangerous goods must fulfil all regulations issued by the
authorities. A transport company must have a Safety adviser for transports of
dangerous goods approved by the authorities.
6.4

Transport documentation

It is important to make sure that all transport documents (dangerous goods

declaration, instruction in writing, packing certificate, vehicle declaration, etc) are
handed over by the shipper. Also the transport company must check that all
documents are included and that the transport unit is marked according to valid
regulations.
For sea transport of dangerous goods the shipper should issue a Container Packing
Certificate. This document should also be enclosed the container during an eventual
road transport before the sea transport.
6.5 Demands upon vehicle and driver

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Vehicles transporting dangerous goods should be equipped according to ADR4

Drivers of vehicles shall always bring their ADR-certificate.
It is important that rules are followed so Volvos ability to deliver isnt jeopardized.

1
2
3
4
5
6
7

CEN European Committee for Standardisation

TFK TFK Transport research institute
TYA Transportfackens Yrkes- och Arbetsmiljnmnd
ADR European Agreement Concerning the International Carriage of
Dangerous Goods by Road
RID Regulations Concerning the International Carriage of Dangerous
Goods by Rail
IMDG International Maritime Dangerous Goods Code
IATA International Air Transport Association

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