An insecure or overweight load is one of the quickest ways for an operator to end up with a prohibition notice, and one of the most dangerous things on the road. This guide sets out what the DVSA guidance actually says about the 400kg limit, ratchet straps, XL curtains and hanging straps, how to work out your payload and axle limits, and how to load a vehicle properly. There is a free load security check sheet to download at the end.
What the law and the guidance expect
The legal starting point is that a load must be secured, and positioned, so that it is not likely to cause danger to anyone, whether by falling off or by moving. Operators, drivers and consignors all share responsibility. DVSA’s guidance says the securing system should be able to resist a forward force equal to the whole weight of the load, and a sideways and rearward force of half the weight of the load. It also warns that friction alone is not enough to hold a load in place.
Those are the minimum for normal driving, and a load secured to that level should also cope with an emergency stop or a swerve. Drivers and operators choose the most suitable securing system for the load and vehicle, and DVSA can issue a prohibition on the spot if it is not good enough.
The 400kg rule: what it really covers
The 400kg figure comes up constantly, but it is often repeated loosely. In DVSA’s guidance it applies to specific equipment and vehicle types, and it applies to an individual item or stack, not to the whole vehicle. In summary:
- Standard curtainsider (Tautliner). The curtains and body are not designed to secure the load. Buckle straps or internal nets hanging from the roof rails can secure items or stacks up to a maximum of 400kg.
- Euroliner or tilt. Light palletised goods can be carried without additional securing if each item or stack weighs 400kg or less and the load is a positive fit (see below). Palletised or stacked loads over 400kg need additional securing.
- Multi-deck trailers. Items on an upper deck should be single-layer, stable without lashings, and up to 400kg. Internal nets or roof-mounted buckle straps must not be used for items or stacks weighing over 400kg.
So the practical rule for a driver is: hanging straps and internal nets are for items and stacks of 400kg or less. Anything heavier needs something stronger. In the trade that usually means ratchet straps that run across the load, from the rave (the rail along the top of the trailer side) on one side to the rave on the other, or blocking, or a purpose-designed securing system. Many operators simply make strapping every heavy row a company rule, which is a sensible policy, but it is your own rule and not a separate DVSA instruction.
XL curtains: what they do and do not do
A vehicle built to BS EN 12642 XL has curtains and bodywork tested to hold part of the load to the side. DVSA says that for enforcement it accepts an XL-rated vehicle as restraining 50% of the load sideways, without additional side securing, provided the load is a positive fit. Broadly, that means:
- the load is loaded right up to the headboard, which must be in good condition (within about 30cm at the front);
- the gap between each side of the load and the curtain is no more than about 8cm (80mm);
- there are no large cumulative gaps along the load bed, and the rear is held by the doors, nets or other securing; and
- the body and curtains are in good order, because damage can invalidate the rating.
Two points catch operators out. First, fitting XL-rated curtains to a standard or “L” rated trailer does not make it an XL vehicle. Second, XL does not mean “no straps needed”. It only covers part of the sideways force, only when the load is a positive fit, and it does nothing for forward restraint. On a multi-drop run, the gaps open up as you unload, so you must refill them, repack the load forward or add other securing. If the load is not a positive fit, treat the vehicle as a standard curtainsider.
Using ratchet straps properly
- Read the label. The lashing capacity (LC) is for direct lashing, and the standard tension force (STF) is for frictional (over-the-top) lashing. Straps without a legible label should not be used, so keep a record of the rating.
- Inspect and record. DVSA advises checking straps at least every six months and recording the condition. Replace any strap that is significantly damaged or missing fittings, and any strap involved in a load shift, even if the damage looks minor.
- Protect and store. Use sleeves or edge protectors on sharp corners, and store straps dry and covered.
- Never knot a strap that is under tension, and don’t mix chains and webbing in the same lashing, because they stretch differently.
- Lock the ratchet off once tension is applied. For over-the-top lashing, a strap angle below 30 degrees to the load bed will not be effective.
- Anti-slip mats help, but not alone. A good mat (friction of at least 0.6) can reduce the number of straps needed, but it must not be the only securing method.
- Mind the headboard. Keep the load against the headboard or within 30cm where possible. If there is a bigger gap, block it (and secure the blocking to the vehicle) or add straps.
MAM, payload and axle weights
Securing a load is only half of it. A vehicle must also be loaded within its legal weights, and overloading is a separate offence from an insecure load.
MAM stands for maximum authorised mass. For an HGV, it is the maximum total weight the vehicle is permitted to be at, shown on the vehicle’s plate as its gross weight. You will also see it called the plated or gross vehicle weight (GVW). For an articulated combination, the train weight covers the tractor and trailer together. HGVs and trailers carry a Ministry plate (VTG 6A for the vehicle, VTG 6T for the trailer) and have a plating certificate (VTG 7A or VTG 7T). Where a vehicle has both a manufacturer’s plate and a DfT plate, the DfT limits are the legal ones.
Working out your payload. You cannot guess it from the load. The reliable method is to weigh the vehicle:
- Find the plated gross weight (MAM) for the vehicle or combination.
- Weigh the vehicle empty on a weighbridge, ready for work, with the driver, fuel and any equipment on board. That is its unladen weight.
- Subtract the unladen weight from the plated gross weight. The result is the most load you can legally put on without exceeding MAM.
As an illustration only, if a vehicle is plated at 44,000kg and weighs 15,000kg empty with the driver and fuel, the most it can carry is 29,000kg. Use your own figures, and don’t rely on the weights printed on a customer’s paperwork, as DVSA guidance makes clear that the operator, not the customer, is responsible.
Axle weights are a different limit. A vehicle can be under its gross weight and still overload an axle. The individual axle limits are on the plate and the plating certificate, and that is the only place to find them. You cannot work them out from the MAM. To see how a load is actually sitting, use an axle weighbridge, or a portable axle weighing system, which weighs each axle or axle group. DVSA advises fleet operators to consider fitting one. On an articulated unit, the position of the load on the trailer and of the fifth wheel changes the steer, drive and trailer axle weights, so check each, and remember that an unused lift or tag axle can push the others over their limits.
If the plate details look wrong, you can apply to correct them with evidence. If a vehicle has been altered, the plated weights may need to change. DVSA can prohibit an overloaded vehicle until load is removed, and an overloaded vehicle can void your insurance after an accident.
Best loading practice
- Check the platform, bodywork, anchor points, curtains and twist locks before loading.
- Put the load near the centre line with its centre of gravity as low as possible.
- Spread the weight evenly over the floor area. Put the heaviest items low, and lighter items towards the sides and on top.
- Place larger, heavier items at the bottom of a stack, and keep stacks stable and within their limits.
- Load tight to the headboard, and avoid gaps. Fill or block any that remain.
- Make sure wheeled loads are fully supported by the load bed, and that nothing blocks the driver’s view.
- Check the gross and axle weights before leaving, and weigh if you are unsure.
- On multi-drop work, re-check after each drop. Removing part of a load can leave the rest loose, or overload an axle (the “diminishing load” effect). Weather such as snow, ice, rain or strong wind may call for extra securing.
- Good practice is to look at the load again shortly after setting off, and have the driver record the check.
Free load security check sheet
We have produced a two-page load security check sheet for drivers and loaders. It covers the vehicle and body type, plated and weighed gross weight, weight distribution, headboard and positive fit, the 400kg limit for hanging straps and nets, strap condition, closures and a driver and supervisor sign-off, with a Pass, Fail or N/A box for each item.
Download the free load security check sheet (PDF)
It is a general best-practice aid, not an official DVSA form. You are free to print and use it in your own business. Completed sheets are useful evidence for DVSA, for FORS and for your insurer, so keep them with your vehicle and driver records.
Where to go next
Load security belongs in your driver handbook, your risk assessments and your driver induction, so that drivers know what is expected before they ever load a vehicle. Our guide to driver handbooks and risk assessments explains how those documents fit together, and our FORS documents page has editable risk assessments, safe systems of work and a driver handbook to adapt to your own operation.
If you would like an independent look at how your loading, weighing and records stand up, see our transport compliance support, or request a call back. You may also find our article on daily walkaround checks and defect reporting useful.
Important to remember
This article is general information only and is not legal advice. What counts as a secure load depends on the vehicle, the load and the circumstances, and a competent person must make that judgement for each journey. DVSA and DfT guidance changes, so check the current versions, including the DfT Code of Practice Safety of loads on vehicles. HGV Consult is independent and is not affiliated with or approved by DVSA.
Sources: DVSA, Securing loads on HGVs and goods vehicles: load securing, the basics; ways to secure a load; how to load different HGVs; Load security for XL-rated vehicles (DVSA Moving On blog); HGV overloading: the basics; HGV and trailer ministry plates and plating certificates.