Lashing straps used to secure cargo are safety-critical components. Their performance cannot be assessed simply by strap width, webbing thickness or an approximate load weight. A reliable lashing system combines suitable webbing, tensioning devices, end fittings and anchorage points with clearly defined performance characteristics.
For web lashings manufactured from man-made fibres, BS EN 12195-2:2001 is the principal British standard used for load restraint assemblies on road vehicles. Understanding the terminology used by this standard helps transport operators, purchasing teams and logistics managers specify equipment on measurable technical criteria rather than appearance alone.
What is BS EN 12195-2?
BS EN 12195-2 specifies safety requirements for web lashings made from man-made fibres with flat woven webbing and for lashing combinations intended to secure goods during surface transport. It covers requirements relating to webbing, hand-operated tensioning devices, end fittings, testing, marking and safe use.
The standard applies to load restraint, not lifting. A web lashing designed to secure cargo during transport must not be treated as a lifting sling simply because the materials or appearance are similar.
LC, STF and SHF: the key values to understand
The label on a lashing assembly may contain several force values. They describe different characteristics and should not be used interchangeably.
| Marking | Meaning | What it tells the user |
|---|---|---|
| LC | Lashing Capacity | The rated force used when assessing a lashing in direct pull. |
| STF | Standard Tension Force | The tension generated in the webbing by the tensioning device under defined conditions; particularly relevant to frictional lashing. |
| SHF | Standard Hand Force | The reference hand force applied to the tensioning device during testing. |
Lashing Capacity (LC)
LC is one of the main values used when specifying equipment for direct lashing. It is expressed as a force, normally in decanewtons (daN).
It should not be interpreted as the weight of cargo that a single strap can automatically secure. The amount of restraint required depends on the securing method, direction of possible movement, lashing angles, vehicle configuration, anchorage points and other elements of the complete load securing system.
Standard Tension Force (STF)
STF describes the tension created in the webbing when a tensioning device such as a ratchet is operated under defined conditions. It is particularly important for frictional or tie-down lashing, where strap tension increases the contact force between the load and the loading surface.
The effectiveness of frictional lashing also depends on the coefficient of friction, strap angle, load geometry, blocking and the overall restraint arrangement.
Why LC and STF must not be confused
A high LC does not automatically mean that a strap produces high pre-tension in a tie-down arrangement. Conversely, STF is not a substitute for LC when assessing direct lashing. The securing method should be defined first, followed by selection of a lashing assembly with the appropriate performance characteristics.
How to read a lashing strap label
The label is the technical identity of the lashing assembly. It allows users to identify the product and verify the values relevant to the intended securing method.
Depending on the product configuration, the label should provide the information required by the applicable standard, including key identification and performance data such as:
- Lashing Capacity (LC);
- Standard Tension Force (STF), where applicable;
- webbing material;
- length information;
- manufacturer or supplier identification;
- manufacturing and traceability information;
- reference to BS EN 12195-2 where applicable.
The marking must remain sufficiently legible for the equipment to be identified correctly. If essential capacity or identification information can no longer be established, the equipment should not simply be assumed to be suitable for continued use.
BS EN 12195-2 is a load restraint standard, not a lifting standard
Lashing and lifting are different operations.
A lashing strap restrains cargo against movement during transport. A lifting sling supports a suspended load. These applications involve different standards, calculations, testing requirements and risk controls.
Equipment intended for cargo restraint should therefore not be used for lifting unless it has been specifically designed, tested, marked and supplied for that separate purpose.
Other standards and guidance relevant to load securing
BS EN 12195-2 sits within a broader load securing framework. In the UK, the DVSA guidance on securing loads on HGVs and goods vehicles refers to standards and technical principles covering securing-force calculations, lashing points and vehicle structures.
BS EN 12195-1 and securing-force calculations
DVSA guidance cites BS EN 12195-1:2010 when discussing the calculation of securing forces and the assessment of whether sufficient lashings have been used. This is separate from BS EN 12195-2, which addresses the web lashing equipment itself.
BS EN 12640 and lashing points
BS EN 12640 addresses minimum requirements and testing for lashing points on commercial vehicles and intermodal loading units. This is important because a lashing assembly can only perform as intended when the anchorage system is suitable for the forces transmitted through it.
Older BS 5759 webbing straps
BS 5759:1987 has been withdrawn. Current DVSA guidance advises replacing webbing ratchet straps manufactured to this older standard with straps manufactured to BS EN 12195-2:2001.
Does BS EN 12195-2 automatically mean CE or UKCA marking?
No. Compliance with a technical standard and product conformity marking are related concepts, but they are not the same thing.
CE or UKCA marking is required only where the product falls within legislation that requires the relevant conformity marking. A claim that a lashing strap is manufactured in accordance with BS EN 12195-2 should therefore not be treated as automatic evidence that CE or UKCA marking is required for that product.
For purchasing or compliance purposes, the applicable product legislation, destination market and intended use should be checked separately from the technical performance standard.
What should a professional buyer check when specifying lashing straps?
Compliance should be considered at the specification stage rather than only when the equipment reaches the vehicle.
- Define the application. Identify the type of load, transport conditions and proposed securing method.
- Determine the required performance. Establish the LC and, where relevant, STF required by the securing arrangement.
- Specify the webbing. Width, fibre, construction and mechanical performance must suit the intended environment and use.
- Select the tensioning device. The ratchet or other device must be compatible with the webbing and required tensioning performance.
- Check the end fittings. Hooks and fittings must be appropriate for the vehicle's anchorage system and the direction of load.
- Require traceability. Identification should allow the product specification and manufacturing information to be recovered when required.
- Review technical documentation. Relevant product data, test information and instructions should be available for the intended application.
Inspection remains essential after commissioning
Manufacture to a recognised standard does not mean that a lashing remains suitable indefinitely. Webbing and hardware can deteriorate through abrasion, edge damage, contamination, weather exposure, mechanical damage or unsuitable storage.
Before use, the complete assembly should be checked, including:
- webbing surfaces and edges;
- stitching;
- ratchets and tensioning devices;
- hooks and end fittings;
- identification and markings;
- protective sleeves or edge protection where used.
Cuts, severe abrasion, damaged stitching, deformation, cracks or other defects that could affect the integrity of the system require investigation and may justify removing the equipment from service.
The complete restraint system must be considered. A high-performance strap cannot compensate for an unsuitable or damaged anchorage point.
Why technical traceability matters
For professional users, traceability supports both safety and procurement. It can help teams:
- identify the specification of equipment in service;
- associate products with manufacturing or test records;
- standardise equipment across fleets, depots or production sites;
- investigate incidents or premature wear;
- plan replacement programmes;
- reproduce an approved technical specification for future orders.
For customised webbing and load restraint solutions, traceability also improves communication between the manufacturer, integrator and end user.
BS EN 12195-2: key points to remember
| Question | Key point |
|---|---|
| What does BS EN 12195-2 cover? | Web lashings made from man-made fibres for load restraint during surface transport. |
| Is LC the cargo weight a strap can secure? | No. LC is a force rating used as part of the securing assessment. |
| What is STF used for? | It describes tension generated by the tensioning system and is particularly relevant to frictional lashing. |
| Can a lashing strap be used for lifting? | Not unless the equipment has been specifically designed, tested and marked for lifting under the relevant requirements. |
| Is the strap alone sufficient? | No. The complete system includes the load, webbing, hardware, attachment points, vehicle structure and securing method. |
Frequently asked questions
What is the difference between breaking strength and Lashing Capacity?
Breaking strength describes the force at which a component fails under defined test conditions. LC is the rated lashing capacity used when assessing the restraint system. For load securing, users should work with the rated values specified for the lashing assembly rather than attempting to derive a working capacity directly from a breaking-force figure.
How many lashing straps are required for a load?
There is no reliable answer based on load weight alone. The number depends on the securing method, direction of restraint, LC or STF, friction, strap angles, blocking, vehicle configuration and anchorage points. The appropriate load-securing calculation or recognised securing method should be used for the application.
Is a wider strap automatically stronger?
No. Width alone does not define the capacity of a lashing assembly. The actual rating depends on the webbing construction, stitching, tensioning device, fittings and tested performance of the complete assembly. Always use the stated rating for the specific product.
Can damaged lashing webbing be repaired?
Safety-critical webbing should not be subjected to improvised repairs. If the integrity of the strap, stitching or hardware is uncertain, the assembly should be isolated and assessed according to the manufacturer's instructions and the user's safety procedures.
What information should be supplied when specifying a custom lashing solution?
Useful information includes the type of load, proposed securing method, target performance, webbing dimensions and material, end fittings, tensioning device, anchorage configuration, operating environment, expected service conditions and traceability requirements.
Lécuyer expertise in technical webbing
Lécuyer develops and manufactures technical webbing for demanding industrial applications. For load restraint projects, defining the correct webbing is only one part of the specification. Mechanical performance, construction, hardware compatibility, traceability and the conditions in which the product will be used must be considered together.
For standard or customised lashing applications, our technical team can work from your functional requirements to help define an appropriate webbing solution.