EN 12195-1:2010
(Main)Load restraining on road vehicles - Safety - Part 1: Calculation of securing forces
Load restraining on road vehicles - Safety - Part 1: Calculation of securing forces
This European Standard is applicable to the design of securing methods (blocking, lashing, and combinations) for securing of loads for surface transport by road vehicles or parts of them (lorries, trailers, containers and swap bodies), including their transport on vessels or by rail and/or combinations thereof. Hump shunting with acceleration over 1 g during railway transport is excluded, as it is not foreseen in combined transport. (Web lashings see EN 12195-2, lashing chains see EN 12195-3, lashing steel wire ropes see EN 12195-4).
This European Standard does not apply for vehicles with a total weight equal to or lower than 3 500 kg.
NOTE Lighter vehicles can have driving characteristics, which give higher values of acceleration on the road.
For dimensioning of load securing a distinction is made between stable loads and loads liable to tilting.
Furthermore, the acceleration coefficients for surface transport are specified.
For over top lashing the force loss in the tension force of the lashing at the outer edges between load and lashing is taken into account. The securing forces to be chosen for calculation in this EN 12195-1 are static forces produced by blocking or tensioning of lashings and dynamic forces, which act on the lashing as a reaction of the load movements.
Examples for the application of calculations are given in Annex A.
Ladungssicherung auf Straßenfahrzeugen - Sicherheit - Teil 1: Berechnung von Sicherungskräften
Diese Europäische Norm gilt für die Auslegung der verschiedenen Sicherungsverfahren (Blockieren, Zurren und deren Kombinationen) zur Ladungssicherung für den Land- und Seetransport durch Straßenfahrzeuge oder deren Teile (LKW, Anhänger, Container und Wechselbehälter), einschließlich ihres Transports auf Schiffen oder auf der Schiene und/oder einer Kombination dieser Verkehrsarten. Der Ablaufrangierbetrieb bei mehr als 1 g Beschleunigung ist ausgeschlossen, da dieser bei kombiniertem Transport nicht vorgesehen ist. (Zurrgurte siehe EN 12195 2, Zurrketten siehe EN 12195 3, Zurrdrahtseile siehe EN 12195 4.)
Diese Europäische Norm gilt nicht für Fahrzeuge mit einem Gesamtgewicht bis einschließlich 3 500 kg.
ANMERKUNG Leichtere Fahrzeuge können Fahreigenschaften aufweisen, die zu höheren Beschleunigungswerten auf der Straße führen.
Für die Bemessung der Ladungssicherung wird zwischen stabilen und kippgefährdeten Ladungen unter-schieden.
Zudem werden die Beschleunigungsbeiwerte für den Land- und Seetransport angegeben.
Beim Niederzurren wird der Kraftverlust der Spannkraft im Zurrmittel an den Außenkanten zwischen Ladung und Zurrmittel berücksichtigt. Die für die Berechnung nach dieser EN 12195 1 gewählten Sicherungskräfte sind statische Kräfte, die durch das Spannen der Zurrmittel entstehen, sowie dynamische Kräfte, die auf das Zurr-mittel als Rückwirkung der Ladungsbewegungen wirken.
Beispiele für die Anwendung der Berechnungen sind in Anhang A angegeben.
Dispositifs d'arrimage des charges à bord des véhicules routiers - Sécurité - Partie 1: Calcul des forces de retenue
La présente Norme européenne concerne la conception des méthodes d’assujettissement (blocage, arrimage
et combinaisons) pour l’assujettissement des charges dans le cadre du transport de surface par véhicules
routiers ou parties de ces derniers (camions, remorques, conteneurs et carrosseries mobiles), y compris le
transport à bord de navires ou par chemin de fer et/ou avec des combinaisons de ces divers modes de
transport. Elle ne traite pas de la manoeuvre par gravité supérieure à 1g lors du transport ferroviaire (sangles
d'arrimage, voir EN 12195-2, chaînes d'arrimage, voir EN 12195-3, câbles d'arrimage en acier, voir
EN 12195-4).
La présente Norme européenne ne s’applique pas aux véhicules d’un poids total inférieur ou égal à 3500 kg.
NOTE Les véhicules plus légers peuvent avoir des caractéristiques d'entraînement qui fournissent des valeurs
d’accélération plus élevées sur route.
Pour le dimensionnement de l’assujettissement de la charge, une distinction est faite entre les charges
stables et les charges susceptibles de basculer.
Par ailleurs, les coefficients d’accélération pour le transport de surface sont spécifiés.
Pour l’arrimage par le dessus, la diminution de la tension de l’arrimage au niveau des bords extérieurs entre la
charge et l’arrimage est prise en considération. Les forces d'arrimage de retenue à choisir pour effectuer les
calculs selon la présente norme EN 12195-1 sont les forces statiques générées par le blocage ou la tension
des dispositifs d’arrimages et les forces dynamiques, qui agissent sur les arrimages en réaction aux
mouvements des charges.
Des exemples pour l’application de ces calculs sont donnés à l'Annexe A.
Naprave za varovanje tovora na cestnih vozilih - Varnost - 1. del: Izračun priveznih sil
Ta evropski standard velja za načrtovanje metod pritrjevanja (blokade, zategovanja in kombinacij) za pritrditev tovora za površinski prevoz s cestnimi vozili ali njihovimi deli (tovornjaki, prikolicami, zabojniki in zamenljivimi tovorišči), vključno z njihovim prevozom na plovilih ali z železnico in/ali kombinacijo navedenega. Ranžiranje čez izbokline s pospeški nad 1 g med železniškim prevozom ni vključeno, ker pri kombiniranem prevozu ni predvideno. (Za pletene zategovalne pasove glej EN 12195-2, za zategovalne verige glej EN 12195-3, za jeklene žične vrvi za privez glej EN 12195-4).
Ta evropski standard ne velja za vozila s skupno težo do vključno 3.500 kg.
OPOMBA: Lažja vozila imajo lahko vozne lastnosti, ki na cesti omogočajo večje pospeške.
Pri dimenzioniranju pritrjevanja tovora razlikujemo stabilni tovor in tovor, ki se lahko nagiba. Določeni so tudi koeficienti pospeška za površinski prevoz.
Pri zategovanju čez zgornji del se upošteva izguba zatezne sile zategovanja na zunanjih robovih med tovorom in zategovalnim pasom. Sile pritrjevanja, izbrane za izračun v tem EN 12195-1, so statične sile, ki nastanejo z blokado ali napenjanjem zategovalnih pasov, in dinamične sile, ki delujejo na zategovalne pasove kot reakcija premikanja tovora.
Primeri uporabe izračunov so podani v dodatku A.
General Information
Relations
Overview
EN 12195-1:2010 (CEN) - "Load restraining on road vehicles - Safety - Part 1: Calculation of securing forces" sets out the principles and calculation methods for designing load securing (blocking, lashing and combinations) for surface transport. It applies to lorries, trailers, containers and swap bodies, including combined transport by road, rail and sea (hump shunting >1 g excluded). The standard is intended for vehicles with a total weight greater than 3 500 kg and harmonizes how static and dynamic securing forces are calculated across the Common European Market.
Key topics and requirements
- Scope and applicability: Design of securing methods for surface transport (road, and where applicable combined rail/sea). Excludes light vehicles ≤ 3 500 kg and extreme rail hump shunting.
- Acceleration coefficients: Specifies acceleration coefficients (c × g) for longitudinal, transverse and vertical directions used to compute inertial forces on cargo.
- Force calculation: Defines static and dynamic securing forces produced by blocking, tensioning of lashings and load reaction forces (examples and formulas provided; e.g., Fx = m · cx · g).
- Load types: Distinguishes between stable loads and loads liable to tilting - different calculation approaches are required.
- Lashing methods covered: Frictional (over-top) lashing, direct lashing (loop, diagonal, slope, spring), blocking and combinations. For over-top lashing the loss of tension at load edges is taken into account.
- Friction factors and testing: Annex B (normative) gives methods to determine friction factor µ; Annex D describes practical verification tests (dynamic driving and inclination tests). Annex A contains worked calculation examples.
- Documentation and marking: Includes guidance for user instructions, marking and a load securing protocol (Annex C/E).
Practical applications
Who uses EN 12195-1:2010 and why:
- Transport engineers and logistics planners - to design securing arrangements that meet harmonized safety criteria.
- Fleet and warehouse safety managers - to document and verify cargo restraint and reduce risk of load shifts.
- Vehicle and body manufacturers - to ensure load carriers have appropriate lashing/attachment points and structural compatibility (see EN 12642).
- Lashing product designers and test labs - to size lashings, determine required standard tension force (STF) and perform verification tests.
- Regulators and auditors - to assess compliance with recognized calculation methods for cargo restraint.
Practical benefits:
- Reduces cargo damage and road safety risk by applying consistent calculation methods.
- Enables safe combined transport (road/rail/sea) planning.
- Provides normative friction data and test methods to validate real-world securing arrangements.
Related standards
- EN 12195-2: Web lashing (man-made fibres)
- EN 12195-3: Lashing chains
- EN 12195-4: Lashing steel wire ropes
- EN 12642: Body structure minimum requirements
- EN ISO 7500-1: Calibration of test machines
Keywords: EN 12195-1:2010, load restraining, calculation of securing forces, lashing, blocking, acceleration coefficients, friction factor, cargo securing, CEN.
Frequently Asked Questions
EN 12195-1:2010 is a standard published by the European Committee for Standardization (CEN). Its full title is "Load restraining on road vehicles - Safety - Part 1: Calculation of securing forces". This standard covers: This European Standard is applicable to the design of securing methods (blocking, lashing, and combinations) for securing of loads for surface transport by road vehicles or parts of them (lorries, trailers, containers and swap bodies), including their transport on vessels or by rail and/or combinations thereof. Hump shunting with acceleration over 1 g during railway transport is excluded, as it is not foreseen in combined transport. (Web lashings see EN 12195-2, lashing chains see EN 12195-3, lashing steel wire ropes see EN 12195-4). This European Standard does not apply for vehicles with a total weight equal to or lower than 3 500 kg. NOTE Lighter vehicles can have driving characteristics, which give higher values of acceleration on the road. For dimensioning of load securing a distinction is made between stable loads and loads liable to tilting. Furthermore, the acceleration coefficients for surface transport are specified. For over top lashing the force loss in the tension force of the lashing at the outer edges between load and lashing is taken into account. The securing forces to be chosen for calculation in this EN 12195-1 are static forces produced by blocking or tensioning of lashings and dynamic forces, which act on the lashing as a reaction of the load movements. Examples for the application of calculations are given in Annex A.
This European Standard is applicable to the design of securing methods (blocking, lashing, and combinations) for securing of loads for surface transport by road vehicles or parts of them (lorries, trailers, containers and swap bodies), including their transport on vessels or by rail and/or combinations thereof. Hump shunting with acceleration over 1 g during railway transport is excluded, as it is not foreseen in combined transport. (Web lashings see EN 12195-2, lashing chains see EN 12195-3, lashing steel wire ropes see EN 12195-4). This European Standard does not apply for vehicles with a total weight equal to or lower than 3 500 kg. NOTE Lighter vehicles can have driving characteristics, which give higher values of acceleration on the road. For dimensioning of load securing a distinction is made between stable loads and loads liable to tilting. Furthermore, the acceleration coefficients for surface transport are specified. For over top lashing the force loss in the tension force of the lashing at the outer edges between load and lashing is taken into account. The securing forces to be chosen for calculation in this EN 12195-1 are static forces produced by blocking or tensioning of lashings and dynamic forces, which act on the lashing as a reaction of the load movements. Examples for the application of calculations are given in Annex A.
EN 12195-1:2010 is classified under the following ICS (International Classification for Standards) categories: 53.080 - Storage equipment; 55.180.99 - Other standards related to freight distribution of goods. The ICS classification helps identify the subject area and facilitates finding related standards.
EN 12195-1:2010 has the following relationships with other standards: It is inter standard links to EN 12195-1:2003, EN 12195-1:2010/AC:2014, EN 12195-1:2010/AC:2013. Understanding these relationships helps ensure you are using the most current and applicable version of the standard.
EN 12195-1:2010 is associated with the following European legislation: EU Directives/Regulations: 2014/47/EU. When a standard is cited in the Official Journal of the European Union, products manufactured in conformity with it benefit from a presumption of conformity with the essential requirements of the corresponding EU directive or regulation.
You can purchase EN 12195-1:2010 directly from iTeh Standards. The document is available in PDF format and is delivered instantly after payment. Add the standard to your cart and complete the secure checkout process. iTeh Standards is an authorized distributor of CEN standards.
Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.VLOLadungssicherung auf Straßenfahrzeugen - Sicherheit - Teil 1: Berechnung von SicherungskräftenDispositifs d'arrimage des charges à bord des véhicules routiers - Sécurité - Partie 1: Calcul des forces de retenueLoad restraining on road vehicles - Safety - Part 1: Calculation of securing forces55.180.99Drugi standardi v zvezi z distribucijo blaga s prevozomOther standards related to freight distribution of goodsICS:Ta slovenski standard je istoveten z:EN 12195-1:2010SIST EN 12195-1:2011en,fr,de01-junij-2011SIST EN 12195-1:2011SLOVENSKI
STANDARDSIST EN 12195-1:20041DGRPHãþD
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 12195-1
November 2010 ICS 55.180.99 Supersedes EN 12195-1:2003English Version
Load restraining on road vehicles - Safety -Part 1: Calculation of securing forces
Dispositifs d'arrimage des charges à bord des véhicules routiers - Sécurité - Partie 1: Calcul des forces de retenue Ladungssicherung auf Straßenfahrzeugen - Sicherheit - Teil 1: Berechnung von Sicherungskräften This European Standard was approved by CEN on 12 May 2010.
CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN Management Centre or to any CEN member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre:
Avenue Marnix 17,
B-1000 Brussels © 2010 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 12195-1:2010: ESIST EN 12195-1:2011
Examples for the calculation of lashing forces . 31Annex B (normative)
Friction . 38B.1 Practical methods for the determination of the friction factor µ . 38B.1.1 General . 38B.1.2 Inclination test . 38B.1.3 Pulling test . 38B.2 Friction factors µ of some usual goods and surfaces . 39Annex C (informative)
Load securing protocol . 41Annex D (normative)
Practical tests for determination of the efficiency of
cargo securing arrangements . 42D.1 Dynamic driving test . 42SIST EN 12195-1:2011
Documentation of practical tests . 47Bibliography . 48 SIST EN 12195-1:2011
Safety, consists of the following parts: Load restraining on road vehicles
Safety
Part 1: Calculation of securing forces Load restraint assemblies on road vehicles
Safety
Part 2: Web lashing made from man-made fibres Load restraint assemblies on road vehicles
Safety
Part 3: Lashing chains Load restraint assemblies on road vehicles
Safety
Part 4: Lashing steel wire ropes According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and the United Kingdom. SIST EN 12195-1:2011
EXAMPLES Ratchets, winches, overcentre buckles. 3.1.4 tension force indicator device which indicates the force applied to the lashing device by means of the tension devices and movement of the load or elastic deformation of the vehicle body, acting on the lashing devices 3.1.5 attachment point rigid part of the load to place the load restraint assembly and lashing devices 3.1.6 lashing point securing device on a load carrier to which a lashing device may be directly attached NOTE A lashing point can be e.g. an oval link, a hook, a D-ring, a lashing rail. 3.1.7 standard tension force STF residual force after physical release of the handle of the tensioning device [EN 12195-3:2001] 3.1.8 frictional lashing method lashing procedure (e.g. top over) where the friction force is enhanced by adding a vertical force component to the weight of the load 3.1.9 direct lashing method lashing procedure where the lashing devices are fixed directly to the solid parts of the load or to attachment points, that are intended for this purpose, and to the load carrier 3.1.10 blocking securing method where the load lies against fixed structures or fixtures on the load carrier, may be in the form of headboards, sideboards, sidewalls, stanchions, wedges, supporting beams, bracing or other devices 3.1.11 securing locking, blocking, lashing or combination of blocking and lashing
to secure a load to all directions on the load carrier to prevent sliding and tilting 3.1.12 bracing method of blocking mostly wooden structure, fixed to the load carrier to keep a load in one or more directions at its place 3.1.13 unstable load load which unsecured will tilt when exposed to the given accelerations SIST EN 12195-1:2011
(Fx = m cx g) 3.2.5 transverse force actuated by the load Fy inertia force, actuated by the load as a result of the load carrier movements in its transverse axis (y-axis)
(Fy = m cy g) 3.2.6 vertical force actuated by the load Fz sum of forces that arise from the weight of the load and the inertia force actuated by the load (Fz = m cz g) due to the load carrier movements during the transport in the vertical axis (z-axis) of a load carrier 3.2.7 friction factor µµµµ friction coefficient between the load and the adjoining surface 3.2.8 internal friction factor µµµµi friction coefficient between rows of unstable loads, forming a load unit 3.2.9 friction force FF force acting due to the friction between load and adjoining surfaces against the movement of the load SIST EN 12195-1:2011
3.2.15 lashing capacity LC maximum allowed force that a lashing device is designed to sustain in use 3.2.16 vertical lashing angle αααα angle between lashing device and the horizontal plane 3.2.17 longitudinal lashing angle ββββx angle between lashing device and longitudinal axis (x-axis) of a load carrier in the plane of the loading area 3.2.18 transverse lashing angle ββββy angle between lashing device and transverse axis (y-axis) of a load carrier in the plane of the loading area 3.2.19 safety factor fS factor to cover uncertainties of distribution of tension forces for frictional lashing 3.2.20 conversion factor fµ ratio of the dynamic friction factor and friction factor in accordance with Annex B 3.2.21 lashing line working leg of one or more lashing devices SIST EN 12195-1:2011
cz — Vertical acceleration coefficient d m Lever arm of the tilting moment fS — Safety factor for frictional lashing
fµ — Conversion factor g m/s² Gravitational acceleration h m Lever arm of the lashing moment i — Index for lashing lines m Length of the load m kg Mass of the load n — Number of lashing devices N — Number of rows SIST EN 12195-1:2011
Table 1 (continued) Symbol Unit Term p m Horizontal distance from the outer edge of the load to the point where the lashing device acts on the load q — Number of lashing lines r m Horizontal distance from the outer edge of the load to the tipping point s m Vertical distance from the platform to the point where the lashing device acts on the load t m Vertical distance from the platform to the tipping point w m Width of the load α ° Vertical lashing angle βx ° Longitudinal lashing angle βy ° Transverse lashing angle 3 ° Test angle µ — Friction factor µi — Internal friction factor 4 Acceleration coefficients 4.1 General The acceleration coefficients given in the Tables 2, 3 and 4 are specified according to 3.2.2 and 3.2.3 as maximum values for a load on a load carrier for the specific type of transportation. Combinations of longitudinal and transverse accelerations occurring during transport are covered by the values of the tables. In case of combination of different modes of transport the maximum relevant acceleration coefficient, as appropriate, has to be taken into account. Superposition of the weight of the load with high frequency stresses and occasional occurring shock loadings of short duration are absorbed by the elongation of the lashing devices and the shock absorber system of the lorries and trailers. This occurs without any significant increase of stress, so that this can be ignored for the purpose of this European Standard which gives a practical and not a scientific view. Even for cargo with no risk of sliding or tilting, measures (e.g. blocking or lashing) shall be taken to avoid them to be significantly displaced due to vibrations. 4.2 Load on load carriers during road transport The acceleration coefficients for load carriers during road transport shall be as given in Table 2. SIST EN 12195-1:2011
4.3 Load on load carriers during rail transport The acceleration coefficients for load carriers during rail transport shall be as given in Table 3. Table 3 — Acceleration coefficients cx, cy and cz during rail transport Securing in Acceleration coefficients cx, longitudinally cy, transversely cz, minimum vertically down sliding tilting sliding tilting longitudinal direction 1,0 0,6 — 1,0 1,0 transverse direction — — 0,5 0,7 1,0
4.4 Load on load carriers during sea transport The acceleration coefficients for load carriers during sea transport shall be as given in Table 4. SIST EN 12195-1:2011
Table 4 — Acceleration coefficients cx, cy and cz during sea transport Sea area Securing in Acceleration coefficients cx, longitudinally cy, transversely cz, minimum ver-tically down A longitudinal direction 0,3 — 0,5 transverse direction — 0,5 1,0 B longitudinal direction 0,3 — 0,3 transverse direction — 0,7 1,0 C longitudinal direction 0,4 — 0,2 transverse direction — 0,8 1,0 NOTE See IMO/ILO/UNECE, Guidelines for packing of cargo transport units (CTUs). A Baltic Sea bordered in west by Jylland and in north by a line between Lysekil and Skagen. B West of Sea area A bordered in north by a line between Kristiansand and Montrose, in west by UK and in
south by a line between Brest and Land's End as well as the Mediterranean Sea. C Unrestricted. 5 Methods of calculation 5.1 General The general requirements for a safe transport are: the sum of forces in any direction equals zero; the sum of moments in any plane equals zero. Load securing devices and aids, as e.g. wedges, web lashing devices according to EN 12195-2, lashing chains according to EN 12195-3 and lashing steel wire ropes according to EN 12195-4 have to sustain the forces and moments, longitudinally, transversely and vertically, the restraint device and the cargo unit are supposed to sustain. Generally, load securing consists of balancing the forces of a load by locking, blocking and/or lashing. Locking, a completely positive connection, is mainly used in the transport of containers and is not usually combined with lashing devices. Blocking results in a positive connection in the blocked direction only and therefore is often combined with lashing devices. This is taken into consideration in 5.3, 5.4 and 5.5. All calculation equations given in this European Standard are based on symmetrical (longitudinal and transverse) lashing methods. If the lashings are made unsymmetrical, this shall be taken into account when calculations are performed; this is not dealt with in this European Standard. The two basic lashing methods are: frictional lashing (see 3.1.8); direct lashing (see 3.1.9). For the design of the direct lashing method a conversion factor fµ = 0,75 will be used in combination with µ and is included in all appropriate equations. SIST EN 12195-1:2011
Key 1 centre of gravity 2 load 3 tilting edge Figure 1 — Stability of an unlashed load 5.3 Blocking For the design of blocking the friction factor µ
is to be used.
Key 1 centre of gravity 2 load 3 blocking device Figure 2 — Load securing by blocking SIST EN 12195-1:2011
The tensioning devices of the lashing devices, if more than one, should be arranged alternatively on the opposing sides of the load. Because of practical reasons, e.g. setting behaviour of the load, retightening after short travelling is recommended. Indicated by the surface of the load, corner protectors should be used. The calculations in the standard are based on theoretical principles. Operational factors can positively or negatively impact the required number of lashing devices, e.g.: retensioning not feasible; self-tensioning effect; influence of the corner frictions. To compensate for uncertainties of the distribution of lashing forces and for acceleration during braking a safety factor fS is to be used. fS = 1,1 in all horizontal directions, except for road transport in forward direction, where fS = 1,25. The tension force of any tensioning device has to meet the following conditions: LCFLC5,01,0T≤≤ (8) For the calculation FT has to be taken as STF if no other values are shown by tension force indicators. NOTE In practice LC and STF are given in decanewtons, but all other forces in newtons. For reasons of comparison however the same unit is used. 5.4.2 Avoiding sliding For the design of frictional lashing the friction factor µ
is used, see Annex B. SIST EN 12195-1:2011
Key 1 load 2 vertical axis
3 lashing device 4 tensioning device
5 transverse axis
6 lashing point
7 horizontal plane
8 longitudinal axis Figure 3 — Frictional lashing of a load The equation for the calculation of the tension force is: Szyx,Tsin2)(fngmccFαµµ××××−≥ (9) if the tension force of a lashing device is questioned. If the number of lashing devices is questioned: sTzyx,sin2)(fFgmccn××××−≥αµµ (10) For "frictional lashing" combined with "blocking", Equations (7) and (9) are combined to give: gmccfFnBC××−>×××+)(/sin2zyx,sTµαµ (11) 5.4.3 Avoiding tilting 5.4.3.1 Frictional lashing to avoid tilting This example is similar to the one in 5.4.2. A rigid block with height h and width w is attached to the carrier surface by n lashing devices. SIST EN 12195-1:2011
Key
1 tilting edge
2 tension force indicator
3 tensioning device
4 centre of gravity Figure 4 — Frictional lashing of a load to avoid tilting in transverse direction For tilting in transverse direction Equation (12) applies. szyTsin)(fwbcdcgmFn×××−××≥×α (12) In the case of a symmetrical mass centre of the block, 2wb=, 2hd= and Equation (12) becomes: szyTsin2fcwhcngmF×−××≥α (13) szyTsin2fcwhcFgmn×−×××≥α (14) For tilting in longitudinal direction with symmetrically located lashing devices between tilting points (see Figure 5) Equation (15) applies. ()szxT2sin2fbcdcgmlFn×−×≥××α (15) SIST EN 12195-1:2011
Key 1 tilting edge Figure 5 — Frictional lashing of a load to avoid tilting in longitudinal direction 5.4.3.2 Rows of unstable rigid loads Unstable loads with vertical contact areas can be calculated if they form a load unit. The inner friction between the rows may only be taken into account if it can be assured by suitable measures (such as e.g. self secured load units, pressure resistant packaging). NOTE Special loads, like e.g. rows of barrels, should generally be excluded from this procedure, because the barrel segments can shift into one another.
NOTE For this example N = 5. Figure 6 — Unstable loads with vertical contact areas SIST EN 12195-1:2011
Key 1 lashing point
2 attachment point
3 attachment point
4 lashing point Figure 7 — Slope lashing of a load in longitudinal or transverse direction The balance of the forces in longitudinal or transverse direction with two pairs of symmetrically positioned lashing devices is: x,yFRFMRx,y2FFFF=++ (18) gcmFgcmfF××=×+×××+×yx,RzR)sin2(cos2αµαµ (19) )sin(cos2)(zyx,Rαµαµµµ××+××−×=fcfcgmF (20) The requirement for calculating the lashing capacity LC is RFLC≥ (21) NOTE 1 In practice LC is given in decanewtons, but all other forces in newtons. For reasons of comparison however the same unit is used. NOTE 2 The lashing device should be tensioned by the standard hand force, but should not exceed 50 % of LC. 5.5.3 Diagonal lashing 5.5.3.1 Principle The diagonal lashing method is a combination of two sets of lashing devices using two different angles. A longitudinal angle βx and a transverse angle βy occur additionally to the vertical angle α under the lashing device (see Figure 8). This allows for the reduction of the number of lashing devices from 8 to 4 for a completely secured load. SIST EN 12195-1:2011
Key 1 load 2 lashing device 3 vertical axis
4 transverse axis
5 longitudinal axis
6 loading plane Figure 8 — Diagonal lashing of a load The equation for calculating the restraining force FR is: )sincos(cos2)(yx,zyx,Rαβαµµ××+×××−×=fµcfµcgmF (22) NOTE In practice LC is given in decanewtons, but all other forces in newtons. For reasons of comparison however the same unit is used. SIST EN 12195-1:2011
a)
b)
Key 1 lashing lines preventing tilting in required direction 2 centre of gravity 3 tilting edge Figure 9 — Diagonal lashing of an unstable load For the diagonal lashing of an unstable load according to Figure 9 the equilibration of moments at edge 3 is: ()[]()[]0sincoscosn1iiiin1iiiy,xiRzyx,ii=−×+−×××−×××−×××∑∑==rptsFbcgmdcgmαβα (23) The equation for the required restraining force of a lashing device to prevent the load from tilting is: ()()[]()[]−×+−×××−×××≥∑∑==n1iiiin1iiiy,xizyx,RsincoscosiirptsbcdcgmFαβα (24) With two symmetrical lashings Equations (23) and (24) will be: []0)(sin)(coscos2yx,Rzyx,=−×+−××××−×××−×××rptsFbcgmdcgmαβα
(25) [])(sin)(coscos2,,rptsbcdcgmFyxzyxR−×+−××××−××≥αβα (26) The equation for calculating the required lashing capacity LC to prevent tilting is cy = 0,6 for road transport (see 4.2). 5.5.3.3 Diagonal lashing to avoid tilting for blocked loads The diagonal lashing of an unstable blocked load (see Figure 10) is calculated according to Equation (27): ()[]()[]2sincoscos2B,R,tFtfwhFtfbcdcgmyxzyx×+++≤+−αµβαµµµ (27) SIST EN 12195-1:2011
Key 1 load 2 lashing point
3 lashing device 4 tensioning device 5 lashing point
6 blocking device 7 centre of gravity Figure 10 — Diagonal lashing of an unstable load combined with blocking 5.5.4 Loop lashing 5.5.4.1 Principle Loop lashing is a kind of slope lashing. As the load has no attachment points it is secured by a minimum of two pairs of lashing devices. It is calculated according to the following equation: 0)(]sin1[coszyR=××−−⋅×++cfµcmgfµFnµµαα (28) Additional securing, e.g. blocking in longitudinal direction, is necessary. SIST EN 12195-1:2011
Figure 11 — Loop lashing 5.5.4.2 Loop lashing to prevent sliding
a)
b)
Key 1 first line of lashing 2 second line of lashing 3 centre of gravity Figure 12 — Loop lashing to prevent sliding The balance of forces in transverse direction is: ()()µαµαµβαβαµµµ××−××≥××+××+×+×××fccgmffFnzxxy2121Rsinsinsincossincos21
(29) The equation for required number of pairs of loop lashing devices to prevent sliding is: ()()21x21Rzysinsinsincossincos21αµαµβαβαµµµµ××+××+×+××××−××≥ffFfccgmnx (30) SIST EN 12195-1:2011
Figure 13 — Loop lashing to prevent tilting for one or several cargo rows Taking into account an internal friction factor µi = 0,25, the equilibrium equation at edges Ai is: ∑∑∑−====×××−××××−×××−×−×1N1iR1R1R1iz1iy025,0sincossin1iiwFnhFnwFnbFdFxNNβαα
(31) ()025,01sincossinRx1R1Rzy1=××××−−××××−×××−×××−×××wFnNhFnwFnbcgmdcgmβαα (32) The equation for n pairs of loop lashing devices to prevent tilting: ()()()wNhwFbcdcgmn×−×+××+×××−×××≥125,0sincossin1x11Rzyβαα (33) For n > 2 due to the static overdetermination special consideration shall be taken. For loop lashing to prevent tilting FR is to be taken as max. 0,5 LC. SIST EN 12195-1:2011
Figure 14 — Spring lashing 5.5.5.2 Spring lashing to prevent sliding To obtain the required restraining force of a loop lashing device to prevent sliding the equation for the balance of forces is used: 0coscossiniyx,iq1iRq1iRzx=××−×××−××−∑∑==βααµµµµFFffFFi (34) 0coscossinq1iyx,iq1íiRzxi=×+××−××××−××∑∑==βααµµµµfFfcgmcgm (35) where
q is the number of spring lashing lines. SIST EN 12195-1:2011
Key 1 spring lashing lines 2 centre of gravity 3 tilting edge Figure 15 — Spring lashing to prevent tilting For a spring lashing according to Figures (14) and (15) with two spring lashing lines the equilibration of moments at edge 4 is: ()[]()[]0sin2coscos2iiiiiyx,iRzxi=−×−−×××−×−×rptsFbFdFαβα (36) ()[]()[]}{0sin2coscos2iiiiiyx,iRzxi=−×+−×××−×××−×××rptsFbcgmdcgmαβα (37) 6 Parameters 6.1 Friction factor The friction factor µ has to be assumed according to Annex B. The values presented in Table B.1 are valid for dry and wet clean surfaces, free from frost or ice and snow. They are based on several independent practical tests for each combination of materials. The values present a medium of measured static friction values multiplied by 0,925 and measured dynamic friction values divided by 0,925. This is the calculation basis for the purpose of this European Standard. If friction factors µ are determined by tests, it has to be ensured that the used test method is applicable to the tested goods and transport. When special materials for increased friction like skid-inhibiting mats are applied, a certificate for the friction factor µ is required. It has to be ensured that the used friction factors are applicable to the actual transport. If the surface contacts are not swept clean, free from frost, ice and snow a friction factor larger than µ = 0,2 (for sea transport µ = 0,3) shall not be used. Special precautions should be taken for oily and greasy surfaces. SIST EN 12195-1:2011
static inclination tests according to the description in Annex D. It has to be ensured that the used test method is applicable to the tested goods and transport. Results from practical tests documented according to Annex E may be complemented by calculations. 8 Instruction for use 8.1 General The instruction for use, that shall be provided for the safe use of web lashing devices, lashing chains, lashing steel wire ropes (according to the respective Clauses 7) for Parts 2 to 4 of EN 12195 is based on their Annexes B. The basic requirements given in B.1 and B.2 of EN 12195-2:2000, EN 12195-3:2001 and EN 12195-4:2003 for determining the number and lashing capacity of the load restraint devices, are fulfilled when the equations are used which take the parameters of t
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標準規格EN 12195-1:2010は、ロード車両における荷物の固定方法に関する幅広い指針を提供しています。この標準は、トラック、トレーラー、コンテナ、スワップボディなどの地上輸送手段のために、荷物を固定するためのブロック、ラッシング、およびその組み合わせの設計に適用されます。特に、道路輸送やその一部としての船舶または鉄道輸送に関連する方法論を対象としています。 この標準の強みは、安定荷物と傾きやすい荷物に対して、荷物の固定に必要な力を計算するための明確な指針を提供することです。荷物の動きに対する反応として働く動的な力と、ブロッキングやラッシングによって生じる静的な力を考慮しており、これによりより安全な荷物の固定が可能となります。また、表面輸送における加速度係数が明示されている点も、実務において重要な要素となります。 さらに、標準文書の附属書Aには、計算の適用例が示されており、ユーザーにとって実際の状況における適用方法がわかりやすく説明されています。そのため、エンジニアや物流専門家が実際の輸送環境に適した固定方法を設計する際に非常に有用です。 ただし、この標準は総重量が3,500 kg以下の車両には適用されないため、軽量車両における異なる運転特性が考慮されています。この点は、特定の運用条件下での安全性確保に向けた実用的な考慮であり、標準の限定的適用範囲の理解に役立ちます。 全体として、EN 12195-1:2010は、荷物の固定に関する安全な設計を確保するための基本的な枠組みを提供し、輸送業界における重要なリファレンスとなっています。
SIST EN 12195-1:2011 표준은 도로 차량의 하중 제어에 대한 안전성을 다루며, 하중 안전 장치의 설계에 중요한 지침을 제공합니다. 이 표준은 블로킹, 과하중 장치, 그리고 이들을 조합한 방법 등과 같은 하중 고정 방법의 설계를 위한 것으로, 도로를 통한 표면 운송에 적합한 모든 차량에 적용됩니다. 이 표준의 범위는 화물의 안전한 고정을 위한 필수적인 요소들을 포함하고 있으며, 화물의 안정성과 기울어짐 가능성을 고려하여 고정 방법을 세부적으로 규정합니다. 이러한 점에서 가장 큰 강점은 고정력을 계산할 때적으로 고정 방식에서 발생할 수 있는 정적 힘과 동적 힘을 모두 반영한다는 점입니다. 특히, 표준에서는 국면 더미와 같은 복합 운송 시나리오에도 유용하게 적용될 수 있도록 하였으며, 통해 발생할 수 있는 가속도 계수를 명확히 명시하고 있어 사용자가 다양한 상황에서 적절한 하중 고정 방법을 선택할 수 있게 돕습니다. 또한, 부록 A에서는 실질적인 계산 예시를 제공하여 사용자가 표준을 실제 사례에 쉽게 적용할 수 있도록 지원합니다. 3,500kg 이하의 경량 차량에 대한 주의사항도 언급함으로써, 이들이 도로에서 겪는 특정한 주행 특성에 대해 고정력 계산에서 인정받는 높은 가속도 값을 반영하고 있어 현실적인 필요를 충족합니다. 따라서, EN 12195-1:2010 표준은 도로 차량의 하중 제어와 관련하여 중요한 기술적 토대를 제공하며, 이는 현대 물류 시스템에서 하중 안전성을 높이는 데 필수적인 요소로 작용하고 있습니다.
Die Norm EN 12195-1:2010 stellt einen wichtigen Standard im Bereich der Ladungssicherung auf Straßenfahrzeugen dar. Ihr Umfang erstreckt sich auf die Gestaltung von Sicherungsmethoden wie Blockieren, Zurren und deren Kombinationen zur Sicherung von Lasten während des Oberflächenverkehrs. Dies schließt Lkw, Anhänger, Container und Wechselbehälter ein, wobei auch deren Transport auf Schiffen oder per Bahn berücksichtigt wird. Die Norm ist besonders relevant, da sie spezifische Anforderungen und Berechnungsmethoden für die Ladungssicherung definiert, was zu einer höheren Sicherheit im Straßenverkehr beiträgt. Ein herausragendes Merkmal der EN 12195-1 ist die Differenzierung zwischen stabilen Lasten und Lasten, die kippen können. Diese Unterscheidung ist von zentraler Bedeutung, da sie die korrekte Dimensionierung der Ladungssicherung ermöglicht und somit das Risiko von Unfällen verringert. Darüber hinaus werden die Beschleunigungskoeffizienten für den Oberflächenverkehr klar definiert, was eine präzise Berechnung der benötigten Sicherungskräfte unterstützt. Die Norm berücksichtigt nicht nur die statischen Kräfte, die durch Blockieren oder Zurren entstehen, sondern auch die dynamischen Kräfte, die aufgrund von Bewegungen der Last auftreten. Dieser ganzheitliche Ansatz zur Berücksichtigung verschiedenster Bewegungen und Kräfte macht die EN 12195-1 zu einem umfassenden Werkzeug zur Sicherstellung der Lastsicherung. Die Berechnungsmethoden werden durch praktische Beispiele im Anhang A ergänzt, was den Anwendern hilft, die Norm effektiv anzuwenden. Ein weiterer Stärke der Norm ist, dass sie klarstellt, dass sie nicht für Fahrzeuge mit einem Gesamtgewicht von 3.500 kg oder weniger gilt. Diese Ausnahme ist wichtig, da leichtere Fahrzeuge spezielle Fahrverhalten aufweisen können, die höhere Beschleunigungswerte bedeuten. Dies stellt sicher, dass die Norm auf die spezifischen Bedingungen von schwereren Fahrzeugen zugeschnitten ist und damit die Sicherheit im Transport von Gütern realistisch und praktikabel gewährleistet wird. Insgesamt ist die EN 12195-1:2010 ein unverzichtbarer Standard für Unternehmen und Fachleute im Bereich der Logistik und Transport. Ihre detaillierten Vorgaben und Berechnungsmethoden zur Ladungssicherung bieten nicht nur rechtliche Absicherung, sondern tragen auch aktiv zur Sicherheit auf unseren Straßen bei.
La norme SIST EN 12195-1:2011 sur le maintien des charges sur les véhicules routiers est une référence essentielle pour le design des méthodes de sécurisation des charges lors du transport routier. Ce document s'applique spécifiquement aux dispositifs de blocage, aux liaisons (lashing) et aux combinaisons utilisées pour sécuriser les charges sur divers types de véhicules tels que les camions, les remorques, les conteneurs et les caisses mobiles. L'un des points forts de cette norme est sa capacité à aborder les différents aspects du transport sur route, en prenant également en compte le transport intermodal par voie ferroviaire et maritime, bien que les situations de manœuvre à grande vitesse en transport combiné soient exclues. Cela permet une application large dans le secteur de la logistique, assurant ainsi que les chargements sont effectués en toute sécurité, ce qui est crucial pour la réduction des accidents et pertes. La norme établit également une distinction entre les charges stables et celles susceptibles de basculer, permettant une dimensionnement approprié des méthodes de sécurisation. Les coefficients d'accélération spécifiés pour le transport sur chaussée sont un autre atout, car ils permettent d'anticiper et de calculer les forces de sécurisation nécessaires en fonction des conditions spécifiques de transport. Les forces statiques et dynamiques, qui doivent être prises en compte lors des calculs, sont clairement définies, garantissant ainsi une compréhension et une application cohérente des méthodes de liaisons. De plus, l'annexe A fournit des exemples concrets d'application des calculs, enrichissant ainsi la compréhension de la norme et facilitant son application pratique. Dans un secteur où la sécurité et la conformité sont primordiales, la norme EN 12195-1:2010 se révèle être un outil fondamental pour les professionnels du transport, garantissant une approche standardisée et efficace pour le maintien en sécurité des charges sur les routes européennes.
The EN 12195-1:2010 standard is an essential document for ensuring the safety of load securing methods on road vehicles. It provides a comprehensive framework for the calculation of securing forces, which is crucial for safe surface transportation by lorries, trailers, containers, and swap bodies, as well as during their transport on vessels or by rail. One of the notable strengths of this standard is its clear delineation of its scope, particularly in excluding circumstances such as hump shunting with high acceleration during railway transport, which may complicate load securing methods. This focus helps to hone in on applicable scenarios, ensuring that users can apply the standard’s guidelines effectively. The EN 12195-1:2010 also emphasizes the importance of distinguishing between stable loads and those liable to tilting. This distinction is critical for accurately dimensioning load securing methods and allows for tailored approaches that enhance the efficiency and safety of load restraint practices. Additionally, the standard specifies acceleration coefficients for surface transport, which further refines the calculations necessary for securing loads. An important aspect of the standard is its consideration of both static and dynamic forces. By taking into account the force loss in the tension force of the lashing at the outer edges, the standard presents a more realistic approach to securing loads, factoring in the natural movements that occur during transportation. This adds to the reliability of the calculations provided within the standard. Annex A offers examples for practical application of the securing force calculations, making it easier for practitioners to implement the guidance provided by the EN 12195-1:2010 in real-world scenarios. This feature enhances the standard’s relevance to those in the industry, equipping them with the knowledge needed to adhere to safety regulations. In summary, the EN 12195-1:2010 standard is a robust document that significantly contributes to road vehicle safety by standardizing the methods for load securing through detailed calculation of forces. Its focus on practical application, clear scope, and consideration of various load conditions solidifies its importance in the field of surface transport safety.
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