However, as many companies across the supply chain and logistics process have learned to their cost, poor load security can also lead to heavy expenses and troublesome delays.
From a forwarder’s perspective, it’s therefore crucial to monitor whether their carriers of choice are keeping up with the latest load security trends.
A good authority on this very topic is EUMOS, the European Safe Logistics association. Founded in 2013 by 13 experts and academic professionals, EUMOS is a non-profit organisation devoted to safe logistics in Europe.
Since its foundation, the organisation has grown to over 100 members and created 8 safety standards, 2 of which were incorporated into the European Directive 2014/47/EU. The organisation is continuing to create new standards to this day.
The standards already created by EUMOS include EUMOS 40674:2021, which sets minimum requirements for the European Cargo Safety Card, ensuring secure cargo loading with verifiable features via QR codes and blockchain.
EUMOS 40607:2020 defines training standards for cargo securing professionals, covering both theoretical and practical knowledge. Additionally, EUMOS 40509:2020 offers a revised test method for evaluating load unit rigidity, crucial for the roadworthiness of commercial vehicles.
Moreover, standards like EUMOS 40511:2013 and EUMOS 40513:2014 describe test methods for cargo securing poles and film edge forces, respectively.
Keeping this in mind, we tracked down The President of EUMOS, Angel Hernandez, to learn about the standards and modern techniques that carriers, forwarders and shippers should be aware of, as well as discuss issues related to liability.
Modern load safety trends
Trans.INFO: Thanks for talking to us Angel. What changes are we seeing from a load security perspective at this moment in time?
Angel Hernandez, President of EUMOS: Eumos constantly works on new safety standards aiming at improving logistics safety. A new standard to be published shortly concerns the ventilation on light commercial vehicles – of importance in particular for vehicles transporting gases. Below a certain level, it can be dangerous, and after a certain level it can be terrible.
So we’ve created a standard for a warning system. If it is green, it’s normal. If it is yellow, it means there’s still some time to open the doors and ventilate the vehicle. However, if it is red, the vehicle will need to be vacated and the fire brigade called.
There are cases in which ignorance plays its part; doors of the vehicle are opened, resulting in the gas and the oxygen reacting to create a big bomb.
The EUMOS Technical Committee has been working on this recently published standard. This means that vehicle manufacturers who want a high level of safety will have to refer to this standard. At the same time, we are in contact with the European Commission about the possibility of new standards being incorporated as obligatory provisions into a future roadworthiness directive.
Then there is the multiaxial test, which deals with acceleration in all directions and takes account of pitch, role and liberation. A technical committee is working on a standard for this as well, which we expect to be published in February.
Let me give you an example to highlight the importance of this. Imagine a big lorry going down a mountain road. When you break, there’s some pitch, some roll, some acceleration, deceleration and some vibrations because of the state of the road.
This adds another layer of safety because it means not only adding two horizontal axes. We’re including more variables. It is multiaxial and you can use the hexapod simulator or a system with multiaxis; any technology that can simulate all these variables.
It’s also important to point out that the concept of load stability is universal because it’s pure physics. It applies to all methods of transport; road, rail, air and sea. The circumstances are different in terms of vibrations and speed, but when it comes to energy, the concept physically is the same.
A technical committee is going to be established on a universal formula of load stability in such a way that all transport industries, including air, sea and land can refer to this standard for basic calculations (EUMOS 40674).
Testing systems
What role do testing systems play in modern day load security?
In road transport, some of the more dangerous movements are when the emergency brake is used at roundabouts, where you may see some sand on the road, or some granules or parts of bricks.
The emergency brake normally results in a force of 0.5 g. This means that when you drive at 90km/h, you need a certain time to block the lorry. All the truck manufacturers agree that in the best case, with good asphalt, brakes, wheels and tyres, it can be 0.6 g.
Accelerating sleds – a key load security testing tool
An accelerating sled is used to simulate worst-case scenarios across various types of uneven paths, including transport by truck, train, sea, or a combination of these modes. By adjusting the stress levels on the sled, it is ensured that the products being tested can withstand the specified transport conditions and arrive at their destination without compromising their quality.
Photo: EUMOS
However, to be safe in the forward direction, the authority said we have to consider 0.8g, which is aggressive. The driver should be protected provided the wall of the trailer is able to support 0.8g multiplied by the mass. In the other direction, 0.5g should be sufficient.
We simulate 0.5 g for about 300 milliseconds with this continuous acceleration, and we can observe with a slow motion camera that films at 80 frames per second. We can then see the levels of deformation. Following that, we can refer to the standard and see if the vehicle passes or not. The maximum deformation that is accepted is 10% of the height. For permanent deformation, it is only 5%.
If we are able to have load units with 0.5g resistance, the number of problems with the cargo will be close to zero. Yes, if a lorry crashes against a column or a bridge or whatever, there’ll be a 2g or even 3g impact that will cause severe destruction. However, in normal driving, including the use of the emergency brake, we have to protect the driver and the assets.
In cases whereby we are unable to reach 0.5g resistance because of the nature of the goods or whatever, other tools must be used such as cable lashings or other elements that can block the load. The know-how is available, but when you go to the real world and you talk to drivers, the level of ignorance appears high. So we have to spread the word and promote good practices.
Outsourcing and responsibility
What should various different entities across the supply chain understand about liability when it comes to load security and outsourcing?
Many actors are involved, including insurance companies. Supply chain responsibility is crucial. In many cases the driver is deemed directly guilty, which can be unfair, especially if the driver has not been involved in the cargo loading process.
This is where the European cargo safety cards have a role to play. They offer visual prompts on how to load your cargo and are just like the air-safety cards that you see on planes in front of your seat. You see the load, how you have to block it, restrict it or use some void fillers.
Photo: EUMOS
Everything you have to do with your cargo is explained, and the signature of the senior engineer responsible for the cargo is also there.
If everything is done according to good practice, then you can extend the responsibility to others, or protect the responsibility of the engineer who signed it.
It’s the same in the case of architects who sign off on some buildings that fail. Some architects may have signed off on a project, but it may be that although the calculations were done correctly, the execution was not correct. In this case, the architect is safe, but the contractor will face prosecution.
It’s the same principle with the creation of EUMOS 4674, which describes the minimum requirement that must be included on the safety card.
Logistics are of course often outsourced. That means when the lorry crosses the line from my factory to the outsourced company, this outsourced company assumes responsibility for the load – unless they reject this.
It is best to have a common language regarding how we transport safely from A to B. The conditions in EUMOS 4674 are a good reference here.
Developments in trailer and pallet designs
What developments are we seeing at the moment with regards to trailer and pallet design that are contributing to enhanced load security?
There are several areas that are working on. One is the EN 12642, which is for trailers. The trailer is not only a platform to place goods into; it is a platform to secure the load correctly. The big manufacturers like Schmitz Cargobull and Krone are all following this standard by implementing safer trailer walls adapted to different products.
There’s also innovation when it comes to trailer design. There are specific trailers with a lot of extra elements that can help to secure or block loads while maintaining a light structure.
In terms of pallets, there are two areas I’d highlight. One concerns the technology used to wrap pallets, where there are ongoing developments. One method is Shrink Hood, which is becoming less common. The others are Stretch Hood and Stretch Film Wrapping which is the most popular.
Under the conventional old system, you’d put some wraps on the bottom, on the top, and do some transitions. We need to create tenacity and rigidity while at the same time keeping some elasticity to absorb the energy.
In the past, it was just a case of wrapping the pallet. In the old system of packaging, with very rigid carton boxes and some glue, there was no need for some extra plastic packaging – just some dust protection.
Today we have very light primary and secondary packaging. With such packaging, you have to be sure that you maintain the level of integrity. So the OEMs are focusing their minds on producing machines that take into consideration the rigidity of the final unit.
Moreover, at the same time, this has to be combined with the materials, including polymers. The industry has gone in two directions here.
One is to create materials with better mechanical properties. In some cases, you have to read the barcodes through the packaging and with better properties, and at the same time reducing the consumption of materials. One side to be more sustainable, and at the same time to be more competitive, to use less to do the same.
Another area is load security risk. There is some concern that the use of post consumer recycled (PCR) polymers can pose a risk to safety.
The idea to include some recycled polymers on the structure of the packaging is a good idea, because we eliminate waste. However, we are talking about huge forces for what is essentially a small piece of plastic. Everybody recognizes that when using PCR, you reduce the properties.
However, the sustainability side of it is compromised due to some companies wanting to use thicker films to guarantee a certain percentage of PCR can be used. This could be deemed an example of greenwashing, as although the film is 30% recycled, it’s also 30% thicker.
Finally, the level of energy required to make these recycled components may not be so sustainable either.