Driver Lashing Checklist

Fact

According to BAG data, over 40% of cargo lashing violations detected on German roads could have been identified and corrected within 10 minutes before the journey began. This is precisely why inspectors first check whether a pre-departure inspection was carried out. This checklist represents those 10 minutes that separate a €2,800 fine from an uneventful trip.

What VDI 2700 states

•      Lashing must be inspected before the start of every journey

•      A re-check of strap tension is required after the first 50 km

•      After every stop involving partial unloading or reloading, a fresh inspection is required

•      The driver bears personal responsibility for the condition of the lashing while the vehicle is in motion

✅ Point 1 — Calculate total LC accounting for the lashing angle

Why it matters: This is violation number one across the entire EU. The total effective LC must cover at least 50% of the cargo mass in the forward direction and at least 25% laterally. The formula is: LC_eff = LC_nom × sin(α). At a strap angle of 30° to the horizontal, the effective LC is only 50% of the nominal value. Therefore, angle correction is not optional — it is a requirement that inspectors verify on the spot.

How to check:

•      Read the LC value on each strap label (stated in daN or kg)

•      Estimate the angle of each strap visually: below 30° means the strap is too shallow

•      Recalculate: LC_nom × sin(angle) × number of straps ≥ 50% of cargo mass

•      If the angle is below 45°, add more straps or raise the lashing point on the vehicle

⚠ Common mistake: Drivers sum the nominal LC values without applying the angle correction. As a result, the calculated LC appears sufficient on paper, but the effective restraint force is not. Inspectors carry angle gauges and recalculate on the spot.

✅ Point 2 — Visually inspect every strap

Why it matters: EN 12195-2 sets clear rejection criteria for webbing lashing straps. A strap exhibiting any listed defect must be replaced immediately. Moreover, fines are issued per defective item — five non-compliant straps means five separate fines.

How to check:

•      Check the webbing for cuts and abrasions (depth exceeding 10% of webbing thickness = replacement)

•      Confirm that the LC, STF, and manufacturer name markings are clearly legible

•      Inspect hooks for deformation, cracks, or opening of the throat

•      Test the ratchet mechanism — it must operate smoothly without jamming

•      Examine stitching — thread separation in load-bearing areas = replacement

⚠ Common mistake: A strap with worn markings looks physically intact, yet is classified as unfit for use under EN 12195-2. Many drivers overlook the marking condition — and consequently receive a fine for an otherwise undamaged strap.

✅ Point 3 — Confirm that EN 12195-2 compliance documentation is in the cab

Why it matters: In several EU countries — particularly France, Germany, and Austria — an inspector has the right to request documentation confirming that the lashing equipment conforms to EN 12195-2. Furthermore, batch documentation stored at the company office is of no use during a roadside check.

How to check:

•      Print the Declaration of Conformity to EN 12195-2 or save the PDF to your phone

•      Verify that the document covers every strap model used on the journey

•      If a TÜV SÜD test report is available, its presence provides additional evidence of compliance

•      Store the documentation together with the lashing equipment in the cab

⚠ Common mistake: The documentation is kept at the office rather than in the cab. However, the inspector assesses only what is physically present at the point of inspection.

✅ Point 4 — Verify that the lashing method matches the cargo type

Why it matters: EN 12195-1 distinguishes between several lashing methods: tie-down, loop, direct, and blocking. Each is suited to specific cargo types. In particular, using an incorrect method is treated as a systemic violation and results in an automatic prohibition from continuing.

How to check:

•      Pallets, crates, heavy blocks — tie-down lashing with anti-slip mats underneath

•      Pipes, coils, drums — direct or loop lashing only, plus blocking elements (chocks, wedges, timber cradles)

•      Long cargo — direct lashing with multiple lashing points along the length

•      Oversized cargo — combination of methods; consult a lashing engineer before departure

⚠ Common mistake: Tie-down lashing applied to pipes without blocking elements. A circular cross-section has minimal contact area with the load floor — friction alone is insufficient. As a result, the inspector will record a violation immediately.

✅ Point 5 — Check the anti-slip mats

Why it matters: The friction coefficient between the cargo and the vehicle floor is a key parameter in calculating the restraint force. Without anti-slip mats, the coefficient for timber on steel is approximately 0.3. With a mat, it rises to 0.5 or higher. Consequently, this directly affects the number of straps required to achieve the minimum LC.

How to check:

•      Mats must be laid between the cargo and the vehicle floor across the entire contact area

•      Check that the mats are not wet, dirty, or damaged (otherwise the friction coefficient drops)

•      Confirm that the mats have not shifted and still cover the full bearing surface of the cargo

•      For smooth surfaces (metal on metal), anti-slip mats are mandatory

⚠ Common mistake: Mats are placed under only part of the cargo, or are absent altogether. Drivers often treat them as an optional extra. In reality, without mats the LC calculation does not balance — and the inspector can see this immediately.

✅ Point 6 — Inspect ratchets and buckles for corrosion

Why it matters: Corrosion reduces the strength of metal components and impedes the operation of the ratchet mechanism. Additionally, EN 12195-2 includes corrosion among its rejection criteria. A corroded ratchet equals a defective strap, which equals a fine.

How to check:

•      Examine the ratchet mechanism for rust in the moving parts

•      Test the ratchet spring — it must return the handle to its resting position

•      Inspect hooks and D-rings for rust and deformation

•      If the ratchet operates with difficulty, replace the strap — do not attempt to free the mechanism by force

⚠ Common mistake: Drivers attempt to free a seized ratchet and continue using the strap. However, difficult operation is a sign of wear that affects STF and overall lashing reliability.

✅ Point 7 — Schedule a re-check stop at 50 km

Why it matters: VDI 2700 recommends — and many carriers mandate — a re-check of strap tension after the first 50–80 km. During the initial kilometres, the cargo settles and straps can lose up to 25% of their tension. As a result, without a re-check the tension may fall below the required level by mid-route.

How to check:

•      Plan the first stop at 50 km — note it in the route sheet before departure

•      At the stop: re-tension every strap using the ratchet (two to three clicks is typically sufficient)

•      Verify that the cargo has not shifted relative to the anti-slip mats

•      Record the re-check in the journey log — this is your evidence of compliance at inspection

⚠ Common mistake: Drivers schedule the first stop at 200+ km to save time. Consequently, an inspector at the 150 km mark finds slack straps and records a violation.

✅ Checklist: 7 points before departure — print and post in the cab

•      LC calculated with angle correction: LC_eff = LC_nom × sin(α)

•      All straps inspected — no cuts, tears, or illegible markings

•      EN 12195-2 compliance documentation in the cab or on the driver’s phone

•      Lashing method matches the cargo type (pipes ≠ tie-down lashing)

•      Anti-slip mats laid across the full contact area

•      Ratchets and buckles free from corrosion, operating smoothly

•      Re-check stop scheduled at 50 km after departure

Looking for lashing equipment that passes every inspection?

The LPX Trade catalogue features ratchet straps, eye bolts, turnbuckles, and anti-slip mats that conform to EN 12195-2 and are independently certified by TÜV SÜD. Declaration of Conformity to EN 12195-2 is available on request for every item in the catalogue.

→ Browse the lashing equipment catalogue at lpxtrade.lv

→ Previous article: ‘Quiz: 5 Questions on Cargo Lashing’ — test your team’s knowledge