Correct load securing starts before the first lashing strap is tensioned. The load itself, its position on the vehicle, the available anchorage points, the friction between surfaces and the chosen restraint method all influence the effectiveness of the final securing system.
A ratchet strap should therefore never be selected solely according to the weight of the cargo. The objective is to create a complete restraint system that remains effective during normal acceleration, braking, cornering and road movement.
Before using a lashing strap: assess the complete load
Before selecting or installing a strap, consider how the load could move during transport. The load should be made as stable as reasonably possible before relying on lashings.
Assess:
- the weight and dimensions of the load;
- its centre of gravity;
- whether individual items can move independently;
- the strength and condition of packaging;
- how the load is positioned on the vehicle;
- whether the load can be blocked against a suitable headboard or other structure;
- the friction between the load and loading surface;
- the available anchorage points;
- the directions in which restraint is required.
Load distribution also matters. A load can be securely lashed and still create a vehicle handling problem if weight distribution, axle loading or centre of gravity are inappropriate.
Step 1 - choose the correct securing method
Two concepts are particularly important when working with web lashings: direct lashing and frictional lashing.
Direct lashing
With direct lashing, the lashings restrain movement by connecting the load to suitable anchorage points. The geometry and direction of the lashings are an integral part of the restraint system.
Lashing Capacity (LC) is a key value when assessing this type of restraint.
Direct arrangements can include diagonal or loop configurations depending on the load, vehicle and direction of possible movement.
Frictional or tie-down lashing
With frictional lashing, straps pass over the load and apply downward force. This increases the contact force between the load and loading surface and therefore increases the friction available to resist movement.
Standard Tension Force (STF) is a key characteristic of the tensioning system for this method.
The effectiveness of frictional lashing also depends on:
- the coefficient of friction between the load and load bed;
- the angle of the strap relative to the load bed;
- the pre-tension achieved;
- the number and position of lashings;
- load geometry;
- blocking or containment provided by the vehicle structure.
For this reason, selecting straps for an over-the-top arrangement simply by comparing cargo weight with the strap's LC is not an appropriate method.
LC versus STF
| Value | Mainly relevant to | Meaning |
|---|---|---|
| LC - Lashing Capacity | Direct lashing | Rated tensile capacity of the lashing in direct pull. |
| STF - Standard Tension Force | Frictional lashing | Tension produced in the webbing by the tensioning device under defined conditions. |
| SHF - Standard Hand Force | Ratchet operation and testing | Reference hand force applied to the tensioning device during testing. |
These values describe different characteristics of a lashing system. Always use the parameter relevant to the securing method being applied.
Step 2 - inspect the equipment before installation
Do not install a lashing system without first checking its condition. Inspect the complete assembly rather than the webbing alone.
Check the webbing
Look for:
- cuts or tears;
- severe abrasion;
- damaged edges;
- broken fibres;
- damaged or loose stitching;
- heat damage;
- chemical contamination;
- other visible deterioration.
Check the ratchet or tensioning device
Make sure that:
- the mechanism operates correctly;
- there is no significant deformation;
- locking components engage correctly;
- the spindle and moving parts are serviceable;
- corrosion or damage is not compromising operation.
Check hooks and end fittings
Look for deformation, cracking, excessive wear, damaged retaining devices, corrosion affecting strength or any incompatibility with the intended anchorage point.
Check identification
The information required to identify the lashing and its performance should remain available. Do not assume the capacity of a strap from its colour, width or general appearance.
Step 3 - check the anchorage points
A restraint is only as effective as the structure to which it is attached. Hooks and fittings must be connected to suitable load-securing points.
Before connecting the strap, check that:
- the anchorage point is intended and suitable for load restraint;
- the fitting engages correctly;
- the direction of pull is compatible with the anchorage;
- the hook cannot easily disengage;
- the anchorage point is not visibly damaged.
The capacity of the lashing strap cannot compensate for an inadequate anchorage point.
Step 4 - position the webbing correctly
Route the strap so that it can transmit force effectively without unnecessary damage. The webbing should normally lie flat rather than being twisted.
Avoid:
- knots;
- uncontrolled twists;
- trapping the webbing;
- routing over unprotected sharp or abrasive edges;
- contact with surfaces likely to cut or severely abrade the fibres.
Where the strap passes over an edge or abrasive surface, suitable sleeves, corner protectors or edge protection can help protect the webbing and maintain a more effective load path.
Step 5 - tension the strap correctly
Once the assembly has been installed, take up the slack and operate the ratchet or other tensioning device according to its design.
Apply the tension required by the chosen securing method without using improvised extensions or excessive force.
Excessive tension can:
- damage fragile cargo;
- overload components;
- deform packaging;
- create unnecessary stress at anchorage points.
Insufficient tension can allow movement and reduce the effectiveness of the restraint. When the required tension has been achieved, make sure the ratchet is correctly closed and locked.
Step 6 - manage loose webbing
Excess webbing should not be allowed to hang freely from the vehicle. Secure loose ends so that they cannot:
- become entangled with moving components;
- strike other road users;
- become trapped;
- interfere with the installed restraint;
- create an additional hazard during transport.
The method used to secure the loose end should not damage the webbing or interfere with the operation of the tensioning device.
Step 7 - carry out a final securing check
Before the vehicle moves, inspect the complete load and restraint system.
Check:
- load stability;
- strap position;
- tension;
- ratchet closure;
- hooks and fittings;
- anchorage points;
- edge protection;
- loose webbing;
- possible movement between individual load items.
Consider the restraint system as a whole rather than assessing each strap independently.
Step 8 - recheck the load during transport when necessary
Loads can settle or shift after a vehicle begins moving. Packaging can compress, stacked products can settle and initial tension may change.
A load-securing procedure should therefore include appropriate journey checks when the nature of the load makes settlement or movement possible. Checks must be carried out safely and in accordance with the operator's transport and risk-management procedures.
Never attempt to adjust a load or restraint system in an unsafe location.
Improving friction between the load and the vehicle
For frictional lashing, the interface between the load and loading surface has a major influence on the effectiveness of the system. Low-friction surfaces can require substantially more restraint than surfaces offering greater friction.
Where appropriate, friction matting or another verified high-friction surface can form part of the overall securing strategy. It does not eliminate the need for correctly specified lashings, appropriate blocking and suitable vehicle structures.
DVSA guidance states that friction matting or a high-friction surface must not be used by itself as the sole means of securing a load.
Protecting straps from edges and abrasion
Textile webbing combines strength with flexibility, but concentrated contact with an edge can damage fibres and reduce service life.
Possible protective measures include:
- corner protectors;
- webbing sleeves;
- wear pads;
- guides designed to maintain the required strap position.
The protection should be compatible with the strap, the cargo and the securing method.
Common lashing strap mistakes
| Common mistake | Why it is a problem | Better practice |
|---|---|---|
| Selecting a strap solely from cargo weight | It ignores the securing method, geometry and forces acting on the load. | Define the restraint method and required securing performance first. |
| Using LC to assess tie-down lashing without considering STF | LC and STF describe different characteristics. | Use the parameter relevant to frictional lashing and account for friction and strap angle. |
| Tying knots in webbing | It changes the load path and can damage the strap. | Use the correct strap length and approved tensioning arrangement. |
| Allowing webbing to run over sharp edges | Edges can cut or abrade fibres. | Use suitable edge protection. |
| Attaching hooks to unsuitable points | The anchorage may fail even if the strap itself is adequate. | Use suitable load-securing anchorages. |
| Using damaged webbing | Damage can compromise performance. | Isolate and replace equipment where integrity is uncertain. |
| Using a lashing strap for lifting | Lashing and lifting are separate applications with different requirements. | Use equipment specifically designed and rated for lifting. |
| Assuming all straps of the same width have the same capacity | Width alone does not determine performance. | Check the rating and identification of the actual assembly. |
| Using excessive ratchet force or extensions | This can damage the load, ratchet, webbing or anchorage system. | Operate the tensioning device as designed and apply the required tension. |
| Ignoring load settlement | Initial tension can change during transport. | Include appropriate journey checks in the securing procedure. |
When should a lashing strap be removed from use?
A strap should be isolated for assessment when there is evidence of significant:
- cutting or tearing;
- severe abrasion;
- heat damage;
- chemical attack or contamination affecting the material;
- broken or damaged stitching;
- deformation of hardware;
- cracking;
- corrosion affecting the fittings;
- malfunction of the tensioning device.
If the performance rating or identity of the equipment can no longer be reliably established, its suitability should also be reviewed before further use.
DVSA guidance recommends checking straps before use, replacing significantly damaged straps and carrying out recorded condition checks at suitable intervals as part of equipment management.
Never improvise a repair to safety-critical webbing
Knots, uncontrolled stitching, heat repairs or other unauthorised modifications should not be used to restore damaged lashing equipment. Repair or replacement decisions should follow the manufacturer's instructions and the user's safety procedures.
How many ratchet straps should I use?
There is no universal number based simply on the weight of the load.
The number and specification of lashings depend on factors including:
- the restraint method;
- LC;
- STF;
- friction;
- lashing angles;
- load position;
- blocking;
- vehicle structure;
- anchorage points;
- the forces that need to be restrained.
Where a calculation is required, use an appropriate load-securing methodology rather than a generic weight-to-strap ratio.
Frequently asked questions
How tight should a ratchet strap be?
The strap should achieve the tension required by the securing method without damaging the cargo, lashing assembly or anchorage points. Maximum possible tension is not a suitable general rule. For frictional lashing, the STF of the assembly is an important reference characteristic.
Can I use a ratchet strap with a damaged or unreadable label?
The critical issue is whether the equipment and its performance can still be reliably identified. If the required rating and identification information cannot be established, the strap should be isolated from service until its suitability has been confirmed under the relevant equipment-management procedure.
Can I knot a lashing strap if it is too long?
No. Do not use an improvised knot as a substitute for selecting and installing an appropriately sized lashing system. Choose equipment with a suitable length and manage surplus webbing using an appropriate method that does not damage the strap.
Can lashing straps be used for lifting?
A load-securing strap should not be used as lifting equipment unless it has been specifically designed, tested and identified for that separate purpose under the relevant lifting requirements.
Does a higher LC always mean a better strap?
No. The appropriate strap is the one whose performance, construction, tensioning device and fittings correspond to the intended securing system. A higher rating does not compensate for poor installation, inadequate anchorage or an unsuitable securing method.
A safe lashing system starts with the correct specification
Effective load securing is the result of several elements working together: a stable load, an appropriate securing method, correctly specified lashings, suitable anchorage points, correct installation and regular inspection.
Lécuyer manufactures technical webbing for industrial applications and can support projects requiring specific widths, constructions, mechanical characteristics or customised solutions.
When developing a load restraint application, providing information about the cargo, securing method, required performance, hardware and operating environment allows the webbing specification to be defined more accurately.