Load Securing Guidance

CBA Ltd, Lyme Building,

Westmere Drive, Crewe
CW1 6ZD
Tel: +44 (0) 1270 258200
Fax: +44 (0) 1270 258444
Email: [email protected]
Web site : www.chemical.org.uk
Page | 0
Disclaimer

The information in the Guidance is given in good faith and belief in its accuracy at the time of
publication, but it does not imply any legal liability or responsibility by the CBA

Users of this Guidance should pay regard to any relevant legislation or authoritative
recommendations, which may have evolved subsequently to the date of publication.

This Guidance is not an authoritative interpretation of the Law, but if you do follow the
Guidance, you will normally be doing enough to comply with the Law. Health and Safety
Inspectors may refer to this Guidance as illustrating good practice.

Copyright © November 2011

by the CBA. All rights reserved. No part of this publication may be reproduced or transmitted
in any form or by any means, electronic or mechanical, including photocopy, without
permission from the publishers:

Lyme Building

Westmere Drive

Crewe Business Park

Crewe

Cheshire

CW1 6ZD

Tel: +44 (0) 1270 258200

Fax: +44 (0) 1270 258444

www.chemical.org.uk

Email: [email protected]

November 2011 Issue No: 1.0 Page 1

FOREWORD by Peter Brown

Head of Work Environment, Radiation & Gas Division, Cross-cutting Interventions Directorate,
Health and Safety Executive

Unsafe loads on vehicles injure more than 1200 people a year and cost UK businesses millions of
pounds a year in damaged goods. Goods transported on the road should be secured so that they
do not present a danger of injury either during transit or during unloading. Insecure loads can fall
from the vehicle in transit, endangering other road users, or the movement of the load may
contribute to a vehicle rollover. Loads that become unstable in transit may fall from the vehicle
during unloading, endangering the driver and/or loading bay personnel.

This guidance document has been written by the Chemical Business Association to help those
involved in transporting packaged chemical goods make health and safety improvements to load
securing. This guidance represents good practice which may go further than the minimum you
need to do to comply with the law, as set out in the Department for Transport’s Code of Practice
Safety of Loads on Vehicles.

November 2011 Issue No: 1.0 Page 2

Contents

INTRODUCTION .......................................................................................................... 4
LEGAL DUTIES............................................................................................................. 5
THE IMPORTANCE OF CORRECT STOWAGE AND SECURING ....................................... 5
General Principles ................................................................................................... 5
Load/weight distribution guidance ......................................................................... 6
Segregation............................................................................................................. 7

VEHICLE DESIGN ......................................................................................................... 9

PACKAGE DESIGN AND SECURING METHOD .............................................................. 9
SECURING DEVICES .................................................................................................. 14
TRAINING ................................................................................................................. 15
GLOSSARY ................................................................................................................ 16
REFERENCES ............................................................................................................. 19
GUIDANCE ................................................................................................................ 20
Organisations involved in the production of this guidance: ..................................... 21

November 2011 Issue No: 1.0 Page 3

 INTRODUCTION
1. The Department for Transport (DfT) Code of practice ‘safety of loads on vehicles’ third edition1
sets the baseline standards for load securing.

2. These guidelines complement the DfT guidance and provide best practice advice and
instructions to everyone involved in loading, stowing, securing and unloading packaged
chemical cargo to and from vehicles, including carriers and shippers. They will help when
planning driver training and should also be useful for enforcement bodies and courts. They
also include information on the practical application and enforcement of adequate cargo
stowage and securing for all situations that may occur in normal UK road transport conditions.
There are additional specific national legal requirements in some Member States and for
movements by other transport modes.

3. They cover the carriage of packaged dangerous goods of UN Classes 2, 3, 4, 5, 6, 8 and 9 and
substances, mixtures and articles not classified as dangerous for carriage within the United
Kingdom.

4. All packaged chemical loads carried on vehicles must be segregated, stowed and secured
safely, whatever the journey. This is to protect the people involved in loading, unloading and
driving the vehicle, as well as other road users, pedestrians, the load itself and the vehicle.

5. Loading and unloading should be carried out by appropriately trained staff that are aware of
the risks involved. Drivers should also be aware of the additional risk of the load, or parts of
the load, moving when the vehicle is being driven. This applies to all vehicles and to all types of
load.

6. In the United Kingdom, drivers are legally responsible for the safe stowage of the load on the
vehicle and securing of it to the vehicle. In practice the driver may have to collect a pre-loaded
and sealed trailer or shipping container. Another frequent situation is where the loading
operation is carried out by the shipper’s employees, even obliging the driver to wait elsewhere
until the loading of the vehicle has been completed.

7. All duty holders must be aware of their respective responsibilities and undertake all
reasonable checks in respect of load stowage and securing. Where access can be gained to the
vehicle load bed and where it is safe and practicable to do so, drivers shall check the stowage
and securing of the load before commencing the journey.

8. In some Member States the legal obligations of the other participants involved within the
transport chain are already accounted for within their national regulations and may differ from
the requirements within the United Kingdom.

9. If an international journey commences in the UK it is advisable to seek advice from the

relevant member state regarding the provisions they apply in addition to ADR2.

1
http://www.dft.gov.uk/pgr/roads/vehicles/vssafety/safetyloadsonvehicles.pdf
2
ADR – European Agreement concerning the International Carriage of Dangerous Goods by Road

November 2011 Issue No: 1.0 Page 4

LEGAL DUTIES
10. The Carriage of Dangerous Goods and Use of Transportable Pressure Equipment Regulations
(CDG Regulations)3, the European Agreement concerning the International Carriage of
Dangerous Goods by Road (ADR), both as amended and associated guidance documents
provide an overview of the requirements for product segregation. The guidance places great
importance on the integrity of the packaging. Special requirements apply to the transport of
Class 1 and Class 7 materials and certain other dangerous goods; therefore specific advice from
the manufacturer/supplier of these must be followed.

11. The Road Vehicles (Construction & Use) Regulations 1986 (as amended)4 and international
legal requirements laid down by the ADR-agreement make the securing of dangerous goods
mandatory.

12. There are also duties under the Road Traffic Act 1988, as amended, and the Health and Safety
at Work Act (HASWA) 1974 in relation to the protection other persons not involved in the
carriage with regard to dangerous vehicles and the potential injury from falling objects.

13. The guidance and reference sections list the most relevant legislation.

THE IMPORTANCE OF CORRECT STOWAGE AND

SECURING
General Principles
14. Loads should be stowed and secured to prevent movement in any direction during conditions
likely to be encountered during the journey to be undertaken. Additional precautions may
become necessary dependent on the type of journey e.g. journeys by sea

15. Orientation arrows, as described within chapter 5.2.1.9 of ADR, will define the methods of
stowage to be used. Application of these marks will require the package to be stowed on the
vehicle with the arrow pointing upwards.

16. Additional information regarding the principles of restraining palletised goods can be found in
the Department for Transport (DfT) Code of practice ‘safety of loads on vehicles’ third edition
paragraph 11.10.

3
The Carriage of Dangerous Goods and Use of Transportable Pressure Equipment Regulations 2009 (as amended)
4
The Road Vehicles (Construction & Use) Regulations 1986 (as amended)
http://www.legislation.gov.uk/uksi/1986/1078/contents/made

November 2011 Issue No: 1.0 Page 5

 Load/weight distribution guidance
17. When any load is placed upon a vehicle, the maximum authorised dimensions, axle and
maximum authorised mass must not be exceeded (see EU Guidance Annex 8.1: Load
distribution guidance5). Minimum axle loads should also be considered to ensure adequate
stability, steering and braking.

18. If the vehicle is partly loaded or unloaded during its journey it will have an impact on the load
distribution. The effect on maximum authorised mass, individual axle weights, securing and
stability of the load must not be overlooked. Although removing part of the load will reduce
the gross vehicle weight, the change in weight distribution may also cause individual axles to
become overloaded (known as the diminishing load effect). The centre of gravity of both the
cargo and the vehicle/cargo combination will change accordingly; therefore take account of
these changes when the vehicle is loaded and throughout the journey.

19. Vehicle rollover is one of the most frequent accident types encountered due to incorrect load
distribution.

20. A weight distribution plan is the basis for placing a load on the vehicle so that individual axles
are neither under or over loaded. For a single vehicle, the weight distribution plan will only
need to be drawn once and will depend on the vehicles maximum authorised mass and the
minimum/maximum axle loads. The weight distribution plan must be recalculated if any
characteristics of the vehicle are altered, such as a body change. Any machinery mounted on
the vehicle (vehicle-mounted cranes, forklifts) and vertical loads from trailers also need to be
considered in a weight distribution plan.

21. Trucks that are equipped with a trailer coupling device must be treated according to their
usual operating conditions. Vertical coupling loads may be considered as load (in cases where a
trailer is not usually drawn) or as part of the vehicle weight (if the truck is usually used with a
trailer).

22. Necessary data for calculating a weight distribution plan are:

• maximum authorised mass;

• maximum payload;
• unladen weight;
• front axle load(s) of unladen vehicle;
• rear axle load(s) of unladen vehicle;
• maximum permitted front axle load(s);
• maximum permitted rear axle load(s);
• minimum front axle load(s);
• minimum rear axle load(s) (% of total weight);
• wheelbase;
• distance front axle to foremost point of the headboard;
• load platform length.

5
http://ec.europa.eu/transport/road_safety/vehicles/guidelines_cargo_securing__en.htm
November 2011 Issue No: 1.0 Page 6
23. Most of this data may be taken from plates fitted to the vehicle, registration documents, type-
approval document or determined by measuring the vehicle. However, some of the
information may only be available from the vehicle manufacturer (minimum front axle load(s)
for example).

Segregation
24. This CBA ‘Best Practice Guidance’ recommends that incompatible products are separated
from each other. The distance and type of separation will depend on many factors, not least
the size of the package. The purpose of the guidance is to provide industry with a method to
develop their own segregation policy.

2 3 4 5 6 8 9
Class 2.1 2.2 2.3 - 4.1 4.2 4.3 5.1 5.2 - - -

2 COMPRESSED GASES
2.1 Flammable - 1 1 2 1 2 2 2 3 1 2 0
2.2 Non flammable/non toxic 1 - 1 1 0 2 0 0 2 0 2 0
2.3 Toxic 1 1 - 2 0 2 1 0 2 0 2 0
3 FLAMMABLE LIQUIDS 2 1 2 - 1 2 1 1 3 0 2 0
4 FLAMMABLE SOLIDS
4.1 Readily combustible 1 0 0 1 - 1 1 1 3 0 1 0
4.2 Spontaneously combustible 2 2 2 2 1 - 1 2 3 1 0 0
4.3 Dangerous when wet 2 0 1 1 1 1 - 1 2 0 1 0
5 OXIDISING SUBSTANCE
5.1 Oxidising substances 2 0 0 1 1 2 1 - 2 0 0 0
5.2 Organic Peroxides 3 2 2 3 3 3 2 2 - 1 1 2
6 TOXIC SUBSTANCES 1 0 0 0 0 1 0 0 1 - 1 0
8 CORROSIVE SUBSTANCES 2 2 2 2 1 0 1 0 1 1 0 0
OTHER DANGEROUS
9 0 0 0 0 0 0 0 0 2 0 0 0
SUBSTANCES

Key to the Table

0 Consideration
Separation may not be necessary but suppliers should be consulted about requirements for
individual substances. In particular, it should be noted that some types of chemicals within
the same class may react violently, generate much heat if mixed or evolve toxic fumes.
Specific guidance on incompatibilities can be found on manufacturers/suppliers Emergency
Instructions and/or Safety Data Sheets.

November 2011 Issue No: 1.0 Page 7

1 Separation
a) For receptacles, which have an internal capacity of 450 litres or more, or weigh 450
kilograms or more, products should be separated from other incompatible products by a
distance of one metre horizontally or vertically in the case of over-stowing. Inert
substances in packaging, which present a low fire hazard, may be carried in the one metre
space.
b) For receptacles which have an internal capacity of less than 450 litres or weigh less than
450 kilograms separation may be achieved by either (a) above or the use of appropriate
UN packaging designed to minimise the possibility of failure and product interaction.

2 Segregation
Segregate incompatible products by at least one metre distance (as in (a) above) plus the use
of UN packaging designed to minimise the possibility of failure and product interaction.
Should the latter option not be available, the use of separation aids for example, moveable
bulkheads, separate compartments or drawbar combinations should be considered.

3 Isolation
Isolate incompatible products by utilising draw bar vehicles, specialised vehicles with robust
compartments or separate vehicles.

Exceptions
There are many incompatible goods within classes but some of the more common requirements
for segregation are:

SEGREGATION TABLE
Receptacles less than Receptacles of
450 litres / Kgs 450 litres / Kgs or more
Packing Group I products from any other
2 2
hazardous product

Chlorites, Hypochlorites, Sulphides with

1 2
Acids

Chlorites, Hypochlorites with Ammonia 1 2

Cyanides with Acids 3 3

Ammonia with Acids 1 2

Food/Feed and additives from Class 6 2 2

Food/Feed and additives from dangerous

1 1
goods

November 2011 Issue No: 1.0 Page 8

VEHICLE DESIGN
25. There are numerous types of vehicles in which chemicals are carried. The loading and stowage
methods must be compatible with the vehicle design, which will typically be of the following
construction:

a) Curtain sided vehicle with internal load restraining features;

b) Flatbed vehicle with load restraining sides;

c) Solid sided vehicles, for example a box van with load restraining features;

d) Skeletal or flat trailers carrying shipping containers with an internal securing system; or

e) Small light goods vehicles with load-restraining features.

PACKAGE DESIGN AND SECURING METHOD

26. Intermediate Bulk Container (IBC)
An IBC as defined within CDG/ADR is a receptacle with a maximum capacity of 3,000 litres.
There are numerous designs and styles of IBC available in the current marketplace, but in
general they are categorised as follows:

 Rigid IBC – designed for the carriage of mainly liquids, some solids
These are IBCs with a ‘fixed’ skeletal frame surrounding an inner container or solid side
walls. They retain their shape whilst full or empty.
 Collapsible IBC – designed for the carriage of food grade, low SG liquid, free flowable solids
These IBCs have ‘collapsible’ sides and can be disassembled after use for the return journey
to reduce carriage requirements. They usually contain a liner to hold the contents which is
discarded after use.
 Flexible Intermediate Bulk Container (FIBC) – designed for the carriage of solids
These are IBCs manufactured from ‘flexible’ materials such as woven fabric and have no
rigid structure. They are often called ‘big bags’.

IBCs must be secured to the vehicle load bed by two suitable ratchet straps. The securing of
IBC’s by ropes is not considered a safe practice. IBCs should be loaded onto the vehicle so
that the outlet valve, if applicable to the design of IBC, is facing outwards with a secondary
closure fitted.

November 2011 Issue No: 1.0 Page 9

 With regard to powdered materials in ‘Flexible IBCs’, care needs to be taken during transit
because recently packed materials are often ‘air-entrained’ and the material will settle during
the journey leading to a loosening of the straps. These straps should be rechecked during the
initial stages of the journey. BS EN 12195 6 ‘Load restraint assemblies on road vehicles’ is a
useful cross reference document in this area and also contains information regarding the
stacking of FIBCs and the requirement for the use of ‘edge protectors’ to prevent abrasion
and eventual damage of the FIBC.

27. Drums
Drums, usually containing approximately 200 litres, are usually manufactured from steel or
plastic to contain liquids and powders (not gases under pressure). They are individual
packages designed to be transported as they stand.

There are a number of methods that can be utilised to prevent movement of these packages
during transit, which depend on the orientation of the package.

 UPRIGHT
o secured to pallets by steel or heavy duty plastic banding, or suitable
shrink/stretch wrap and the loaded pallet then secured to the vehicle load bed
with a minimum of two suitable straps.

o If not secured onto a pallet, then they should be gathered into groups, secured
together, and the group secured to the vehicle load bed with a minimum of two
suitable straps.
 DRUMS ‘ON THE ROLL’
o should be secured using suitable shaped stillages or dunnage and straps

28. Small packs

These are individual packages designed to be transported as they stand containing between 5
litres and 60 litres. They are often referred to as ‘jerricans’ warboys, carboys or kegs. They are
usually constructed of metal, plastic or fibreboard.

There are many ways in which small packs can be secured, but in principle they should first be
secured in to stable load handling units, for example palletised and secured together to avoid
movement during transit, then the load handling unit secured to the vehicle. This can be
achieved by strapping or wiring each small pack to another, either through the handles or
surrounding the stack of receptacles, or by shrink or stretch-wrapping the receptacles securely
on to the pallet.

Small packs may only be double-stacked provided all small packs on the top and bottom are
designed to be interlocked and adequately secured to the pallet and, after that, the pallet of
containers should then be secured to the vehicle load bed using a minimum of two suitable
straps.

6
BS EN 12195-1:2010 Load restraining on road vehicles. Safety - Calculation of securing forces. Obtainable from BSI
bookshop: http://shop.bsigroup.com/en/ProductDetail/?pid=000000000030213241
November 2011 Issue No: 1.0 Page 10
 Individual small packs must be adequately secured to the vehicle load bed, headboard or to
adjacent items of the load using suitable load restraints.

29. Combination packs

These are packages that consist of one or more inner packaging’s secured within an outer
package. The inner package design and materials of construction will vary but they are
typically metallic, plastic, fibreboard or glass. The outer packages are generally boxes or cages
constructed of fibreboard, metal or plastic and designed to secure the inner packages. The
number of inner packaging’s will vary depending on their size. 5 litres are generally packed in
units of 4 and 1 litres are generally packed in units of 12.

There are many ways in which combination packs can be secured, but in principle they should
first be secured in to stable load handling units, for example palletised and secured together
by shrink or stretch wrapping the receptacles securely on to a pallet.
Each load handling unit should then be secured to the vehicle load bed using a minimum of
two suitable ropes or straps. If ropes are used then consideration must be taken of the DfT
Code of Practice on the safety of loads on vehicles paragraph 5.7 on page 29.

30. Bagged material

These are generally paper or plastic ‘sacks’ designed to contain in the region of 25 kgs of
powdered material. However, depending on the properties of the powder, they can be larger
or smaller.

Bagged material should always be palletised and adequately secured to the pallet by sheeting,
shrink or stretch wrapping. Shrink or stretch wrapping may not be considered to be sufficient
weather protection, therefore, materials transported on open vehicles may require additional
protection by sheeting at all times. Pallets must then be adequately secured to the vehicle load
bed using suitable ropes, straps or cargo nets.

Single stacked pallets of bagged materials must be secured with a minimum of 2 suitable ropes
or straps. If pallets are double-stacked then, apart from a minimum of 2 suitable ropes or
straps, there will be additional securing required (for example nets, ropes or straps) to ensure
movement does not occur during transit. If ropes or nets are used then consideration must be
taken of the DfT Code of Practice on the safety of loads on vehicles, page 29.

Care needs to be taken during transit as recently bagged materials are often ‘air-entrained’
and the material will settle during the journey leading to a loosening of the straps, which
should be rechecked during the journey.

31. Samples.
Samples carried on commercial vehicles or in cars should be suitably packed, stowed and
secured to prevent damage to the packaging or risk of uncontrolled release of the contents.

November 2011 Issue No: 1.0 Page 11

32. Nominally empty packages
Nominally empty packages for hazardous products that have been optimally drained of all
contents as far as reasonably practicable attract minimal requirements in respect of the
dangerous goods rules but must still be adequately secured on or within the vehicle. However,
if these packages have not been optimally drained of all their contents, then these packages
fall within scope and, as such, should be treated as if they were full.

In either case, wherever possible, empty packages should be palletised and secured to the
pallets using suitable wire, rope, stretch/shrink wrap or straps. If they are not palletised, then
they should be secured together into groups and the groups individually secured to the vehicle
load bed. Only notionally empty packages, which have a cap or bung properly fitted may be
carried and, wherever possible, in an upright position.

Cage systems may be used for the carriage of nominally empty packages.

33. Pressure Receptacles

This is the collective term for systems design to transport gas under pressure. With regard to
packaged chemicals these generally relate to gas cylinders and pressure drums.

As these receptacles are designed to transport gas under pressure, securing to prevent
movement and impact is critical to their safe movement.
In general terms pressure receptacles should be transported:

 in ‘ sufficiently’ ventilated vehicles;

 with their valves suitable protected from impact damage; and
 horizontally to the direction of travel, if at the front on the vehicle.

Load securing methods for pressure receptacles vary; detailed information can be obtained
from:

 European Industrial Gas Association (EIGA) document – IGC Doc 52/06/E

 UK Liquefied Petroleum Gas Association (UKLPG) – Code of Practice 27
 British Compressed Gas Association (BCGA) – TIS No 8 & Leaflet L1

In general, cylinders should be secured in cages or boxes, which are themselves secured to the
vehicle load bed. Single cylinders should be secured to a sufficiently stable part of the vehicle,
such as the head board,

Pressure drums are usually transported ‘on the roll’ so they will be secured using a
combination of wedges, stillages, dunnage and suitable straps or chains

November 2011 Issue No: 1.0 Page 12

34. Over stowing
Liquid products must not be stowed above dry (bagged) products, either directly or on double
deck vehicles.

Packages shall not be stacked unless designed for that purpose. Where different designs types
of packages that have been designed for stacking are to be loaded together, consideration
shall be given to their compatibility for stacking with each other. Where necessary, stacked
packages shall be prevented from damaging the package below by the use of load-bearing
devices.

November 2011 Issue No: 1.0 Page 13

SECURING DEVICES
35. Information regarding the numerous types of securing equipment available can be found in:

 Section 5 of the Department for Transport Code of practice ‘safety of loads on vehicles’
third edition; and
 Section 3 of the European Commission ‘European Best Practice Guidelines on cargo
securing for road transport’

36. For the purposes of this guidance, there are two definitions in relation to ‘straps’ used to
secure loads, as follows:

 Ratchet Straps
These are ‘heavy duty straps’ that are generally designed with a five tonne ‘load rating’
when new.

 Straps
These straps are otherwise known as ‘over centre buckle’ straps and are generally designed
with a one tonne ‘load rating’ when new.

November 2011 Issue No: 1.0 Page 14

TRAINING
37. Procedures
Staff involved in stowage and securing of packaged chemical cargoes eg drivers,
loaders/unloaders & load planners, should receive training in the relevant procedures.

38. Induction
New employees should receive appropriate training in the relevant procedures on joining the
undertaking as part of their induction programme.

39. Refresher
Existing employees should receive appropriate training whenever there are any changes to the
relevant procedures and at suitable periodic intervals.

40. Records
Records of training should be maintained and copies made available to the employee.

November 2011 Issue No: 1.0 Page 15

GLOSSARY
Banding
Securing packages together using suitable plastic or metal bands.

Box Trailer
The most common type of trailer, which is also called a van trailer. It has solid sides.

Curtainsider
A curtain sider is similar to a box trailer except that the sides are movable curtains made of
reinforced fabric coated with a waterproof coating. The purpose of a curtain sider is to provide the
theft security and weather resistance of a box trailer with the ease of loading of a flatbed.

Domestic Carriage
Carriage within the United Kingdom (England, Scotland, Wales and Northern Ireland)

Drop-deck trailer
A drop-deck trailer is a trailer on which the floor drops down a level once clear of the tractor unit;
the most common types of drop-deck trailer are flatbeds and curtain siders.

November 2011 Issue No: 1.0 Page 16

Double deck
These are trailers with either a fixed, hinged or moveable second floor to enable them to carry
more palletised goods. In general a double deck trailer can carry 40 pallets, as opposed to 26 for a
standard trailer. Double deck trailers are generally stepped box or curtain siders, with box trailers
having either a fixed or movable (floating) deck, and curtain sides having either a fixed or hinged
second deck; this hinged second deck generally swings into a position down the length of the
trailer, and can be divided into 2 or 3 sections to allow greater load flexibility.

Edge Protectors
These are devices manufactured from various materials designed to distribute the ‘lashing force’
to prevent the lashings from cutting into the packaging.

Flatbed
Consists of a load floor and removable side rails and a bulkhead in front to protect the tractor in
the event of a load shift. They can be used to haul almost anything that can be stacked on and
strapped down.

Segregation
Separation by distance or physical barriers of incompatible goods.

Skeletal Trailer
A road trailer, which has no floor but only struts fitted with locks to hold ISO shipping containers in
either 20 feet and/or 40 feet length configurations.

November 2011 Issue No: 1.0 Page 17

Shrink wrap
Shrink film is essentially a large plastic hood that is placed over the pallet load, which is then
heated to make the plastic shrink and therefore make the load more rigid. The pallet can be
considered as a stable load unit if the loaded pallet is able to withstand a tilt angle of at least 26°
without any significant deformation. Shrink film is not suitable for use with substances of Class 3
and is not usually suitable for heavy pallet loads, or loads with sharp corners that may damage the
film.

Stretch wrap
Stretch film is easy to apply and the desired rigidity of form is achieved for the entire pallet load by
using an appropriate number of “wraps”. The wraps can be applied manually or by using a
machine.
Stretch wrap wrapping is not usually suitable for heavy pallet loads, or loads with sharp corners
that may damage the film.

Stowage
Where and how goods are stored on the vehicle

November 2011 Issue No: 1.0 Page 18

REFERENCES

1. UK Department for Transport (DfT) Code of Practice on the safety of loads on vehicles, 3 rd
Edition. ISBN 011-552547-5. Downloadable from:
http://www.dft.gov.uk/pgr/roads/vehicles/vssafety/safetyloadsonvehicles.pdf

2. ADR – European Agreement concerning the International Carriage of Dangerous Goods by

Road

3. The Carriage of Dangerous Goods and Use of Transportable Pressure Equipment

Regulations 2009 (as amended)

4. The Road Vehicles (Construction & Use) Regulations 1986 (as amended)
http://www.legislation.gov.uk/uksi/1986/1078/contents/made

5. European Commission – DG Mobility and Transport - Best practice guidelines on cargo

securing and abnormal transport. Downloadable from:
http://ec.europa.eu/transport/road_safety/vehicles/guidelines_cargo_securing__en.htm

6. BS EN 12195-1:2010
Load restraining on road vehicles. Safety - Calculation of securing forces. Obtainable from
BSI bookshop: http://shop.bsigroup.com/en/ProductDetail/?pid=000000000030213241

November 2011 Issue No: 1.0 Page 19

GUIDANCE
o HSE

Publication Title ISBN Number

INDG199 Workplace transport safety – An overview 0-7176-2821-3
INDG379 Health and Safety in road haulage 0-7176-2765-9

o Industry

Organisation Publication Title Web link

EIGA Load securing of class 2 receptacles IGC Doc 52/06/E
BCGA Leaflet L1 – Gas Cylinders Leaflet L 1
BCGA Technical Information sheet No 8 (Download) TIS No8
UKLPG Code of practice 27: 2009 (Chargeable Guidance) COP 27
Schutz Secure Loads booklet Booklet

November 2011 Issue No: 1.0 Page 20

Organisations involved in the production of this
guidance:
CBA: Chemical Business Association, Lyme Building, Westmere Drive, Crewe Business Park, Crewe,
Cheshire CW1 6ZD.
www.chemical.org.uk
Tel No: (+44) 01270 258200
Fax No: (+44) 01270 258444

HSE: Health and Safety Executive,

www.hse.gov.uk
Tel No: (+44) 0151 951 4000

HSL: Health and Safety Laboratory, Harpur Hill, Buxton, Derbyshire SK17 9JN.
www.hsl.gov.uk
Tel No: (+44) 01298 218000
Fax No: (+44) 01298 218590
An agency of the Health and Safety Executive (HSE), which carries out research and other
work in the field of health and safety.

This document is the copyright and property of Chemical

Business Association Limited.

The document and its content may not be used, reproduced,

altered or amended in whole or in part without the express
permission of the owner

November 2011 Issue No: 1.0 Page 21