ISO 27956 - A NEW STANDARD DESCRIBING REQUIREMENTS AND TEST

METHODS FOR LASHING POINTS AND PARTITIONING SYSTEMS FOR CARGO

SECURING IN DELIVERY VANS

Alexander Berg
DEKRA Automobil GmbH
Germany
Walter Sicks
Normenausschuss Kraftfahrzeuge im VDA
Germany
Jean-Pierre Cheynet
BNA Bureau de Normalisation de lAutomobile
France
Paper Number 09-0008

ABSTRACT The paper will report on the necessity and the

background as well as on the contents of this standard
According to the German Road Traffic Regulations, which may be used for self certification, for example.
the cargo has to be secured in a vehicle so that it will Prospects of further development of the Standard to
not move, fall down, roll around, be shed or generate cover latest additional equipment for load securing in
avoidable noise. This is required under normal delivery vans will be given as well.
conditions of operation including full braking,
emergency braking, braking in a curve, fast lane INTRODUCTION
changing and driving in a curve. The basis for a
proper securing of cargo in delivery vans (N1- Lashing points and partitions as devices fitted to
vehicles) includes a robust partitioning system which closed-body vehicles as a means of securing cargo
fully or partially separates the occupant compartment are required in the German national standard
from the loading space, as well as lashing points. The DIN 75410-3. It first appeared in April 1996. Since
partitioning system retains the cargo during braking, October 1996 this standard stipulated the obligation
for example. Lashing points serve to hold lashing for lashing points and partitions in all new vehicles
devices to secure the cargo, e.g. lashing straps for tie- covered by the Accident Prevention Regulation
down lashing. Vehicles (BGV D 29, Section 22 Sub-section 1,
formerly VBG 12) [1] in Germany. This are in
In Germany, partitioning systems and lashing points principle all commercially used vehicles.
for commercially employed new vehicles covered by
the scope of the Accident Prevention Regulation for Accidents and daily practice were the cause for the
Vehicles (BDG D29) have been mandatory since first version of the standard to be subjected to a
1996. DIN 75410-3 Securing of Cargo in Truck renewed revision and for some requirements to be
Station Wagons (Closed Body), did apply here as formulated more precisely. The calls to
the national technical regulation. correspondingly raise the requirements of the
previous standard have been generally supported by
In order to anchor the tried-and-tested requirements the German workgroup responsible for the
regarding partition systems and lashing points in standardisation committee for motor vehicles at VDA
globally applicable regulations, the ISO/TC22/SC12 (German Association of the Automotive Industry).
set up the workgroup WG9. On a voluntary basis This led to the current version of DIN 75410-3,
non-governmental organisations and OEMs created which is valid since October 2004 [2, 3].
the standard ISO 27956. As a result the national
standard has not only been transferred into English In order to embed the now tried-and-tested
but has also been further developed now. As the requirements for partitions and lashing points in the
drafts ISO/CD 27956 and ISO/DIS 27956 were globalised markets, the ISO/TC22/SC12 set up the
received favourably after their worldwide ballots, the workgroup WG9 in January 2006. Its remit included
final standard ISO 27956 has been approved now and converting the standard DIN 75410-3 into the
will be published in the spring of 2009. international standard ISO 27956. The original
contents of the national standard were subjected to

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further development again and the first draft (cornering, sudden swerve and lane change) as well
ISO/CD 27956 was completed in October 2007. After as in rearward direction of 0.5 g had to be assumed.
taking into consideration the received comments the Sheet 16 was the first to define greater load
revised second draft ISO/DIS 27956 was published in assumptions for lighter vans corresponding to their
April 2008. After the approval of the final version of driving dynamic properties, Figure 1. For instance,
the standard ISO 27956 Road Vehicles Securing for a vehicle with a permissible total mass of over 2.0
of Cargo in Delivery Vans Requirements and Test up to 3.5 t, the minimum inertia force of the cargo in
Methods it will be published in the spring of 2009 the forward direction is 0.9 times and laterally 0.7
[4]. times its weight force.

This paper reports on the necessity and the historic Gross Vehicle up to 2.0t more than 2.0t more than 3.5t
Mass (m GVM) up to 3.5t
background as well as on the contents of the standard
(scope, definitions, requirements and tests). Inertia force in 0.9 FG 0.8 FG 0.8 FG
frontal direction
Furthermore, reference will be made to previous
Inertia force in 0.5 FG 0.5 FG 0.5 FG
experience and to the prospects of further rearward direction
development of the standard. Inertia force in 0.7 FG 0.6 FG 0.5 FG
sideward directions

METHODS OF CARGO SECURING AND

Examples of inertia forces
LOAD ASSUMPTIONS for a gross vehicle mass of
more than 2.0t up to 3.5t

In Germany the VDI guideline 2700 ff is one of the FG: Force of gravity
of the cargo
basic regulations concerning the securing of loads on
road vehicles [5]. An example of international
regulations would are those set out in the European
Best Practice Guidelines on Cargo Securing for Road Figure 1. The minimum mass forces to be taken
Transport [6]. An example of specific regulations for into account for standard operation in accordance
an industrial loader for securing cargo for transport with VDI 2700 Sheet 16 (draft, April 2008)
by load carriers on commercial vehicles which covers
road transport with vans is the guideline for the In order to resist the inertia forces, various methods
interfactory transport by Daimler AG [7]. At the of cargo securing are applied in practice. These can
moment, the Guideline VDI 2700 - Sheet 16, which be basically divided into tie-down lashing, direct
describes in detail the securing of cargo in vans lashing and form-fit blocking as well as combined
(transporters) up to 7.5 t Gross Vehicle Mass (m GVM), cargo securing, Figure 2.
is only available in a draft version [8]. This guideline
is intended for forwarders, freight carriers, loaders, Tie-down lashing Direct lashing
vehicle owners, vehicle drivers and all those who the
law, ordinances, contracts or other regulations deem
responsible for securing the cargo and ensuring safe
transport. In other words: Guideline VDI 2700
Sheet 16 regulates the practical execution of cargo
securing measures in vans (transporters). The
guideline also defines in its scope that it applies to all
vans up to 7.5 t m GVM, irrespective of whether they
are fitted with a closed body, box-type body or
platform superstructure, and to any hitched trailers. In Combined tie-down
contrast to this, ISO 27956 (or DIN 75410-3) Blocking lashing and blocking
describes the requirements for the vehicle devices
intended to secure the cargo in delivery vans (closed-
body vehicles) and the associated test methods.

The VDI 2700 ff states basic load assumptions for

cargo securing. For the commercial vehicles referred
to here, it has hitherto been the case that, when regard
the securing of cargo, a longitudinal deceleration of
the vehicle forwards of 0.8 g (emergency braking) as Figure 2. Basic types of securing cargo on road
well as an acceleration laterally left or right vehicles (Source: VDI 2700-16, draft, April 2008)

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Tie-down lashing involves the tensioning of suitable included. It means design concepts aiming at
lashing devices (usually straps) that tie down the excluding harm (e.g. injuries, fatalities) to the
cargo. The permanently acting tension forces which occupants of a vehicle travelling on public roads
are necessary to secure the cargo, are conducted via under normal conditions of operation (including full
the lashing devices into the so-called lashing points braking, emergency braking, braking in a curve, fast
(usually loops/rings) and thus into the vehicle lane changing and driving in a curve).
structure. Direct lashing involves only a slight pre-
tensioning of the lashing devices (straps or chains). N1-vehicle
This method generates the temporary forces required derived from M1-vehicle N1-vehicle
to secure the cargo depending on the driving dynamic
requirements directly from the inertia forces, reduced
by the friction force only and generated as a
consequence of the inertia force. Here too, the
securing forces are conducted via the lashing points
into the vehicle structure.
N1/N2-vehicle N2-vehicle (up to 7.5t)
Securing the cargo by means of form-fit methods is
achieved without tie-down lashing or direct lashing.
The cargo, under the influence of the driving dynamic
inertia forces, is directly supported by the vehicle
superstructure or suitable additional devices.

Furthermore, cargo can be secured by using a

combination of methods. In general the combined
measures are tie-down lashing in conjunction with Figure 3. Examples of vehicles covered by
form-fitting. ISO 27956

CONTENTS OF ISO 27956 Requirements and Tests

In general N1 vehicles and N2 vehicles up to 7.5t must

Scope
be fitted with suitable equipment to prevent the cargo
from penetrating the occupant compartment.
ISO 27956 applies to N1 vehicles and N2 vehicles up
to 7.5 t in compliance with the ECE classification as Therefore, protection devices consisting of a
per ECE/TRANS/WP.29/78/Rev.1/Amend.2 partitioning system and lashing points must be
Consolidated Resolution on the construction of provided. Partitioning systems are defined as a device
(e.g. bulkhead, partition wall, grid) which fully or
vehicles (R.E.3). For vehicles preliminary designed
partially separates the occupant compartment from
for goods transport and derived from a passenger car
(M1 vehicle), only the partitioning system the loading space. Lashing points are attachment
requirements of ISO 27956 apply. Figure 2 gives a parts on the vehicle or integrated devices (e.g. rings,
few examples of vehicles covered by ISO 27956. The eyelets, hooks, loops, oval members, hooking-up
characteristic feature of all these vehicles is that the edges, threat connections, rails) to which lashing
devices can be connected in a form-fit manner. They
superstructure consisting of occupant compartment
are designed to transfer the lashing forces to the
and the loading space forms a closed unit (closed
body or one-box vehicle). vehicle structure.

For these vehicles minimum requirements are defined Partitioning Systems

for the devices intended to secure the cargo as well as
Dimensions
associated test methods. The intention is to ensure
that the cargo is secured in a roadworthy and
operationally safe manner to protect the occupants The partitioning system shall fully separate the
against injuries caused by shifting cargo. This is the occupant compartment from the loading space across
same intended objective as set out in DIN 75410-3. its entire width and height. In addition ISO 27956
takes into account permissible exceptions which
ISO 27956 additionally mentions as a clarification
occur in practice. If the loading space extends above
that extreme loads, such as those that may occur in
the occupant compartment, it may be limited in
frontal collisions, are not taken into account by this
standard. For this the term roadworthy has been height to the horizontal separation between the

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occupant compartment and the upper part of the permanently by more than 300mm (see Figure 5,
loading space. In the case of vehicles that are only bottom). No sharp edges or other deformations during
equipped with a driver seat and have no passenger the process are permitted to appear which might
seat, the partitioning system does not need to cover result directly or indirectly in injuries to the
the entire width of the vehicle. However, the occupants.
protective zone behind the driver seat to be described
below must be covered and the seating position of the
driver must also be sufficiently protected against 1 Partitioning
system
laterally shifting cargo. Figure 4 shows examples of
2 Corrugation
partitioning systems in various vehicles.

40
40

Permissible distance between partitioning system

and surrounding vehicle structure = 40 mm

1 Occupant compartment
2 Partitioning system
3 Loading space
F Test Force

Permissible permanent deformation of the partitioning system = 300 mm

Figure 5. Partitioning system requirements
regarding deformation under test loading with
plungers (bottom) and the distance of the
surrounding vehicle structure (top)

Figure 4. Examples of partitioning systems

If there is a gap between the partitioning system and

the vehicle body, it shall not be more than 40mm. It
also states that such a distance must be observed
without removing any existing covering (or trim). A
Front surface:
greater distance is permissible if the vehicle has 50mm x 10mm
corrugations in the side walls (see Figure 5, top) and -

to ensure proper deployment of curtain airbags, if

fitted.
x
If the partitioning system consists of a grid or cargo x- axis of the vehicle related Cartesian
coordinate system
net, a rigid test device (e.g. an iron rod) with a front
surface of 50mm x 10mm shall not be able to pass Figure 6. Testing the maximum permissible width
such nets or grids in any orientation. In order to of the gap of a partitioning system consisting of a
verify this, the test device is passed in a horizontal grid or net using a rod test device
direction parallel to the x-axis of the coordinate
system of the vehicle and can at the same time be The partitioning system displays special protection
rotated about its x-axis in any orientation, Figure 6. zones behind the seating positions of driver and front
passenger(s) or of the passengers sitting on the rear
Testing seats in dual cabins, if fitted. For this area more
stringent requirements are stipulated to protect
The test conditions described below involve loading against penetrating cargo. These protection zones
exerted by two different test plungers (Type 1 and span the entire height of the occupant compartment
Type 2). The partitioning system shall not deform and are 544mm wide each. Their vertical limits run

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symmetrically to the seat reference point (R-point, In vehicles in which the opening of the rear loading
see ISO 6549) of the respective seat in a distance of doors and/or the dimensions of the partitioning
272mm, Figure 7. Behind a seat bench these system, make the application of the Type 1 plunger
protection zones may overlap between the R-points. piston impossible, a corresponding plunger piston of
reduced dimensions and of the maximum possible
rectangular geometry should be used, see Figure 8,
right.

When testing the partitioning system, the test force F

has to be applied as fast as possible within a
1 Protection zone maximum of 2 seconds and shall be maintained for
driver
10 seconds. This is intended to simulate the loading
2 Protection zone of the entire partitioning system by the cargo during
passenger(s)
full braking.
3 Seat reference point
(R-point; ISO 6549)
Standard design Design with reduced width

rm
ax 20
mm

Figure 8. Plunger piston Type 1 (large plunger

piston) to test the strength of the entire
partitioning system and its fixation

Additionally, a second, smaller plunger piston

(Type 2) is employed to test the strength of the
partitioning system in the protection zones. This
plunger piston has a flat square surface with a side
Example of a 2-seater Example of a 3-seater length of 50mm and an edge radius of a maximum of
occupant compartment occupant compartment
0.5mm.
Figure 7. Protection zones of the partitioning systems
behind driver and front passenger(s) This small plunger piston shall be used to apply force
to any desired point of the retaining device only
To test the strength of the entire partitioning system within the protection zones. If the partitioning system
and its fixation, a large plunger piston (Type 1) has to consists of a grid or net, the plunger piston (Type 2)
be applied, see Figure 8, left. The test plunger piston shall be applied to the points were the bars crisscross.
has a flat square surface with a side length of If a door or windows are located in the protection
1,000mm and an edge radius of less than 20mm. It zone, such elements shall also withstand this test,
shall be applied with its central axis in the geometric Figure 10. The window material may fracture, as long
centre of the partitioning system (based on its height as the deformation criteria given in the standard are
and width). met.
The test force F (compressive force) has to be For the test using the smaller plunger piston (Type 2)
calculated on the basis of the mass mP of the the test force F shall also be applied horizontally in
maximum payload of the vehicle in accordance with the longitudinal direction and calculated on the basis
the equation of the mass mP . The equation to be applied here is
F = 0.5 mP g F = 0.3 mP g.
(g = acceleration of gravity = 9.81 m/s2).
Nevertheless, this test force should not exceed 10 kN.
This test force acts horizontally in the longitudinal
direction (i.e. in x-direction of the vehicle-based Identical to the large plunger piston (Type 1), the
coordinate system) on the partitioning system. small plunger piston (Type 2) must generate the test
force as fast as possible within the maximum

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2 seconds and then be maintained for 10 seconds. In practice, these days lashing points are also found
This simulates a situation, for example, in which only in rails on the sidewalls which are located clearly
a part of the cargo is directly in contact with the higher up, Figure 11. These are additional lashing
partitioning system which is directly loaded within points which are not covered by the scope of
the protection zone. ISO 27956. If necessary these additional lashing
points could later on also be taken into account in a
supplemental section of ISO 27956 as elements of an
additional system installed in the vehicle for the
securing of the cargo.

Partitioning
system as per
ISO 27956
hing
nal las
Additio (in rail)
points
Figure 9. Plunger piston Type 2 (small plunger
piston) to test the strength of the partitioning
Lashing points
system within the protection zones as per
ISO 27956
During the tests the partitioning system must either
be installed in the specific vehicle or its body-in-
white in order to ensure that the fixation corresponds
to the original installation conditions. If the tests
Additional lashing
cannot be conducted this way, the partitioning system
points (in rail)
with its fixation elements shall be attached to a rigid
frame with its attachment hardware.

The set-up of the rigid frame shall incorporate a

horizontal surface which replicates the general level
of the cargo space floor. The attachment points have
to reproduce the geometry of the vehicle in which the Lashing point as
partitioning system will be installed. per ISO 27956

For both pistons (Type 1 and Type 2), the use of

adapters between the partitioning system and the
surface of the piston is permissible if necessary. This Figure 10. Load securing devices (partitioning
enables, for example, an even distribution of the system and lashing points) as per ISO 27956 as
contact pressure for offset partitions. well as additional lashing points (in rails) in the
sidewall of a closed-body N1 vehicle
Lashing Points
The design and the strength of lashing points in
Number, Alignment and Dimensions closed-body N1 vehicles have frequently been the
subject of intensive discussions both at a national
For vehicles addressed in the scope of ISO 27956 level during the development and revision of
lashing points are mandatory. They can be located in DIN 75410-3 (see also [3]), and during the drafting of
the floor and/or in the side walls of the loading space. ISO 27956. This can be traced back, among other
Lashing points which comply with the requirements things, to the various variants of lashing points that
of the standard and which are located on the side were available on the market for many years (for
walls have to be aligned as closely as possible to the examples see Figure 12) and to the wide range of
loading space floor. Hereby a distance of 150mm to experiences in using them in practice.
the loading space floor shall not be exceeded.

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In contrast to heavy commercial vehicles on a ladder- chosen, a cylindrical probe shall be passed through
type frame basis, the design of the relevant structure the opening of the lashing point. New here is that
to attach lashing points on closed-body N1 and N2 according to ISO 27956 the diameter of this probe
vehicles with their self-supporting superstructure is depends on the Gross Vehicle Mass of the vehicle,
usually less rigid and solid. In order to be able to which has been divided into three classes for this
fulfil requirements to transform kinetic energy into purpose, Figure 13, top. The basic idea behind this
the deformation of the vehicle structure in accidents was, firstly the function of the lashing point, for
and crash tests, certain zones that can also be located example to fit to a lashing device hook. Secondly, a
in the loading-space area, have to deform in a standardised design of geometry and strength of such
predetermined manner under the influence of hooks could simplify the use of lashing devices that
mechanical stresses and strains. This means that the match the vehicle. Another requirement was that the
anchorage of lashing points in closed-body N1 and N2 inner diameter of a lashing point should not to be too
vehicles cannot be designed to have any degree of small as in practice lashing straps are also passed
rigidity. through the lashing points without hooks (see
Figure 12, bottom right). If the diameter of the
lashing point was too small, this could lead to
unfavourable folds in a strap.

d1 [mm] Gross Vehicle Mass [t]

35 5.0 < mGVM 7,5

25 2.5 < mGVM 5.0

20 mGVM 2.5

Cut A-A

Figure 11. Examples of lashing point designs seen

in practice for securing cargo in closed-body N1
and N2 vehicles

On the other hand, as far as the user is concerned, it is

important that the lashing points are not overly
permanently deformed when required load securing
forces are applied using the available lashing devices. Figure 12. Examples of typical shapes of lashing
Otherwise, the consumer may thing twice about points and dimensions stipulated by ISO 27956
applying the forces required to properly secure the
cargo so as to avoid damaging the lashing point Likewise considering the function of the lashing
anchorages in his vehicle. points in practice and, for example, the provision of
suitable hooks, ISO 27956 stipulates that the
This conflict of interests and the coordination of the maximum cross-section surface of the material of an
interplay of lashing devices and lashing points were eyelet or a ring shall not be larger than 18mm (see
treated again in detail in the development of Figure 12). If the vehicle manufacturer designs the
ISO 27956. It determined that still potential exists to lashing point in a different shape or using different
harmonise the technical requirements and the design dimensions, he should provide adequate fastening
of the lashing devices, on the one hand, and the elements to match the lashing devices. This also
lashing points on the other hand. According to the applies if the lashing points only consist of a thread
ISO working group WG9, the various vehicles and connection.
easily comprehensible related information for the
consumers should be considered more than before. Conforming to their use as a means to secure cargo
(predominantly by tie-down lashing) it is also
The geometric design of the lashing points is the stipulated that lashing points should be arranged in
responsibility of the vehicle manufacturer and is not pairs located opposite each other. The lashing points
stipulated in concrete terms in ISO 27956. The should be distributed as evenly as possible along the
international standard contains drawings of some length of the vehicle and as close as possible to the
typical examples of designs of lashing points. sidewall.
Irrespective of the design of the lashing points

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The number of lashing point pairs and their alignment space (measured along the centre of the loading space
in the loading space depends on the maximum floor where y = 0), taking into consideration the
distance between the lashing points in the distances of 250mm at the front and rear side as well
longitudinal direction of the vehicle and the length of as a regular distance of the lashing point pairs of
the loading area. The distance l S between two lashing 800mm in accordance with the equation
points shall not be smaller than or equal to 700mm.
This distance may be exceeded, but it must never N = 1 + (L [mm] 2 250 mm) / 800 mm.
exceed 1,200mm. In longitudinal direction the
distance between the boundary of the usable loading Applying the conventional mathematical rounding
space length and the lashing points on the front side rules the result of the calculation for decimal places
or the rear side shall not be more than 250mm. The in the range .50 - .99 are rounded up and decimal
lateral distance to the usable loading space width and places in the range .01 - .49 are rounded down. If, for
the lashing points shall be not more than 150mm. For example the length of the loading space L =
vehicles with a loading-space length up to 1,300mm, 2,550mm, the minimum number N of required
at least two lashing point pairs shall be provided (two lashing point pairs is:
lashing points on each side). N = 1 + (2,550 mm 2 250 mm) / 800 mm =
1 + 2.56 = 3.56 rounded up to N = 4 lashing point
As a rule the loading surface of a closed-body vehicle pairs.
is not perfectly rectangular. Entry steps by the lateral
sliding doors and the wheel arch protrudes generally Testing
more than 150mm into the side of the loading space.
Figure 13 shows an example. Here, two lashing In principle, the mechanical loading of the lashing
points have been offset inwards near the side door. points depends on the mass of the maximum
They can be considered as an additional lashing point permissible vehicle payload. This loading can, as
pair if the stipulated distance l S 700mm (or l S < extensive sample calculations have shown, vary
1,200mm) for the remaining lashing point pairs has considerably for different vehicles with the same
been considered. permissible total mass. This is why equations were
developed for ISO 27956 which can be employed to
calculate the nominal tensile force of a lashing point
based on the maximum vehicle payload. Larger
vehicles generally have more lashing point pairs
located in the loading space than small vehicles. This
also applies with reference to the existing lashing
1 Regular lashing point point pairs facing the mass of the maximum vehicle
2 Additional lashing point payload. Accordingly, various factors were integrated
into the formulae for the vehicles in question
depending on their Gross Vehicle Mass m GVM. To do
lS lS lS this, the vehicles were classified into three groups
1 2 1 1 1 (2.5t m GVM; 2.5t < m GVM 5.0t; m GVM > 5.0t). In
1 addition, in order to avoid outliers in the calculation
results, the resulting nominal tensile forces generated
by the formulae were restricted to an upper and a
250 mm
lower limit.
250 mm
Table 1. shows an overview of the equation for
150 mm

calculating the nominal tensile forces of lashing

Front

Rear

points in accordance with ISO 27956. The vehicle

classes selected here based on the permissible total
mass are the same as those stipulated for the test
probe for the inner diameter of the lashing points (see
1 2 1 1 1 Figure 12). It has to be expected that the vehicle
Figure 13. Example of the alignment of lashing manufacturers will in practice base their lashing point
points in a closed-body N1 vehicle configuration of their various model ranges lashing
points on the upper limits (FN = 8.0 kN, FN = 5.0 kN,
The minimum number N of lashing point pairs to be FN = 4.0 kN). If this proves to be the case, the
installed is derived from the length L of the loading manufacturers of lashing devices could provide

Berg 8
products correspondingly divided into three classes New Test Procedure
with matching hooks and nominal tensile forces to
secure cargo in vehicles with a Gross Vehicle Mass The only decisive criteria for the testing of the
up to 2.5t, over 2.5t to 5.0t and over 5.0t to 7.5t. strength of a lashing point are safety and functionality
for cargo securing. These criteria have to be ensured
According to ISO 27956 every lashing point in a under normal operating conditions and under a
specific vehicle is to be capable of resisting loading specific loading. The normal operational loadings are
in accordance with the formula and details set out derived from the cargo securing requirements.
above under any angle spanning 0 to 60 in the For example, if the cargo is secured by tie-down
vertical, Figure 14. lashing, the (known) nominal tensile force FN of the
lashing points limits the maximum pre-tension force
Table 1. Calculation of the nominal tensile forces to be applied. If this possible pre-tension force does
per lashing point as per ISO 27956 not suffice to completely secure the cargo in a present
Nominal tension force Gross Vehicle Mass case, the cargo must be secured by a combination of
FN [kN] mGVM [t] methods. As a rule this involves the additional
supporting or blocking of the cargo by form-fit
FN = m P g 5 < mGVM 7,5
methods.
but 3,5 < FN 8,0
FN = mP g 2,5 < mGVM 5,0 It can be assumed that according to what has now
but 3,5 < FN 5,0 been many years of practical experience, the nominal
tensile forces of the lashing points for securing the
FN = m P g mGVM 2,5
cargo defined in DIN 75410-3 or the equivalent in
but 3,0 < FN 4,0
ISO 27956 are sufficient. For newer vehicles,
mP is the maximum payload in kg problems with lashing points being completely torn
g is the acceleration of gravity (9.81 m/s2) away are hardly heard of. Nevertheless, there have
been repeated reports of visible deformations of
lashing points. If such deformations are purely
elastic, they return to their original shape once the
loading on the lashing point has been removed and
therefore are completely harmless. Plastic
deformations that persist after the loading on the
lashing point has been removed are a problem,
however.

During the initial loading of a lashing point up to the

nominal tensile force FN and beyond up to a defined
excess loading, such plastic deformations must be
tolerated for design reasons of some lashing points in
vans. The decisive criterion is thus the extent of the
plastic deformation of the lashing point under this
loading. Also, in the case of further loading the
1 Floor of the loading space
2 Lashing point under test
lashing point shall not indicate additional excessive
3 Reference point and direction of measuring plastic deformation.
of the maximal lasting deformation
FN Nominal tension force In light of this the ISO workgroup WG9 has
developed a new procedure to test lashing points
which is intended both to provide reproducible as
well as unambiguous measuring results of the
relevant deformations. Regarding the reproducibility
of the results, it is favourable that the relevant
deformation and force measurements begin under a
specific pre-load followed by a permanent loading.

Figure 14. Testing the strength of a lashing point

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The test is divided up into four steps:

Step 1
Apply a pre-load of 5% of the nominal tension
force FN;
Set the deformation measurement system to zero.

Step 2
Increase the load within 20s up to FN;
Hold the load for at least 30s;
Release the load to zero;
Reload the system up to the pre-load; 1 Step 1: a set deformation to zero
Measure the permanent deformation of the 2 Step 2: b 1st deformation measurement
lashing point (including the vehicle structure) at 3 Step3: c 2nd deformation measurement
the point of force application in direction of the
4 Step 4
force application test passed if permanent
FN Nominal tension force [ % ]
deformation is 12mm.
t Time [ s ]

Step 3
Apply again within 20s a load equivalent to FN; Figure 15. Parameters of the four-step procedure
Hold the load for at least 30s; to test the strength of the lashing point
Release the load to zero;
Reload the system up to the pre-load; Consumer Information
Measure the permanent deformation test passed
if the limit specified in the 2nd step is not In order to ensure a correct and proper use of the
exceeded. lashing points installed in the vehicle when carrying
out cargo securing measures, ISO 27956 stipulates
Step 4 that the maximum lashing point strength shall be
Increase the load within 25s provided in the vehicle owners manual. In addition,
up to a force of 1,25 FN; a corresponding label has to be attached inside the
Hold the load for at least 30s; cargo compartment of the vehicle, Figure 16. This
Release the load to zero; label shall be inscribed with white letters on a blue
Test passed if the function of the lashing point background with a white border. The label should be
remains intact; additional permanent deformation fixed in the loading space in a clearly visible position,
permissible. which normally is not covered by the cargo, e.g. in
the upper area of the partitioning system near the
The relevant parameters of this test procedure are door. The minimum size of the label is 100mm x
shown in Figure 15. A body structure representing the 130mm.
vehicle shall be used for the test. Any reaction forces,
if induced into the vehicle structure by the test
equipment, should be applied within a distance of at
least 300mm to the lashing point under test.
However, this distance shall not be less than 100 mm.
100mm min.

Any lashing point on the vehicle may be selected for

testing. The lashing point has to be loaded with a
suitable lashing device. Adapters may be used if this
requires the even distribution of test force into the
lashing point. ISO 27956 does not prescribe the
hardware for the testing of the lashing points. The
strength of the lashing points can also be evidenced
by a calculation. In this case, the vehicle 130mm min.
manufacturer must demonstrate in a comprehensible
manner the equivalence of the calculation to an actual Figure 16. Example of labelling of lashing points
test as per ISO 27956.

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EXPERIENCE GATHERED SO FAR AND ratchets and bars, Figure 17. Complete shelf and
PROSPECTS OF FURTHER DEVELOPMENT fitted cupboard systems are also available.

The first draft (Committee Draft) ISO/CD 27956 was

published in November 2007 and with an
international committee balloting it was successfully
completed in January 2008. After some fine-tuning
considering the comments received, the second draft
(Draft International Standard) ISO/DIS 27956 was
published in April 2008 for the second international
ballot which was passed again without any negative
votes until September 2008. Having apprised and
incorporated the comments received, the working
group ISO/TC22/SC12/WG9 finalised the Standard
ISO 27956 for publication in spring 2009.

One focus of the informal discussions and the

exchange of experience is the execution of lashing
point tests according to the new multistage test
procedure (step 1 to step 4). The first results show
that as far as the deformation of the lashing points is
concerned, the force directly upwards (angle between
vertical and the tensile force 0) can often be seen as
a worst case scenario. In individual cases, however,
this can depend on the design of the lashing point and
the vehicle structure underneath.

First individual tests of lashing points involving a

vehicle from a current model range have been
conducted. The permanent deformations recorded in Figure 17. Additional vehicle installations for the
step 3 of the test (under 5% nominal tensile force) securing of cargo in vans
was in one case around a maximum value of 8mm.
With a view to ensuring a general buffer for the These systems have already been tested in accordance
statistical spread of the production the final decision with so called in-house defined test procedures
of the Working Group was to set the corresponding taking into account the known relevant load cases.
maximum value in the standard to 12mm. However, a complete harmonised transferability in all
cases is not possible or sensible. Freely defined test
How the vehicle manufacturer, the supplier and the requirements and associated standard test procedures
testing institutes estimate the potential for can demonstrate and ensure the performance of the
optimisation of individual, possibly critical lashing systems. But in the light of the globalised market
points, could play a decisive role for a discussion in place there is an increasing need for a suitable
the near future. This possible further discussion of the international standard, for example in an extended
maximum value of 12mm will depend on more standard ISO 27956.
findings of manifold practical tests following the new
4-step-procedure stipulated now in ISO 27956. There Please note: This paper describes the contents of
is a broad consensus, that this new test procedure is cited standards, in particular ISO 27956. This article
able to deliver reproducible and precise results. does not hereby replace these standards. Only the
cited standards in their original and respective
The original remit of ISO/TC22/SC12/WG9 included current version have valid and binding force.
the conversion of the national standard DIN 75410-3
into the international standard ISO 27956. In the
future, there could be a requirement for the
standardisation of further assemblies for securing
cargo in closed-body delivery vans. This would be
equipment required for form-fitting securing of cargo
and for locking (blocking) of cargo via appropriate

Berg 11
REFERENCES

[1] BGV D29 (formerly VBG 12) Accident

Prevention Regulations Vehicles. Publishers: Carl
Heymanns Verlag, Cologne

[2] DIN 75410-3 Securing of cargo on road

vehicles. Part 3: Securing of cargo in truck station
wagons (closed body). The German Institute for
Standardisation (DIN) Beuth Verlag GmbH, Berlin,
October 2004.

[3] Garz, M., Brner, C. J., Berg, A.:

Ladungssicherung im Kastenwagen. Verkehrsunfall
und Fahrzeugtechnik 43 (2005) February, Edition 2,
page 43-46

[4] ISO 27956: Road Vehicles Securing of

Cargo in delivery vans Requirements and test
methods. First edition, spring 2009

[5] VDI 2700: Securing of loads on road

vehicles. Berlin, Beuth Verlag, October 2004
[6] European Commission, 2006: European Best
Practice Guidelines on Cargo Securing for Road
Transport.
http://ec.europa.eu/transport/roadsafety/vehicles/best
_practice_guidelines_en.htm

[7] DCE-Richtlinie 9.5 Ladungssicherung beim

Transport von Ladungstrgern auf Nutzfahrzeugen
Anlage Transporter, Daimler AG, August 2004

[8] VDI 2700-16 (green print): Securing of

loads on road vehicles: Securing of loads on
transporters up to a mass of 7.5t. Berlin, Beuth
Verlag, April 2008

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