In Europe, the driver is personally responsible for cargo securing under standard EN 12195-1 and for the correct completion of the CMR consignment note. Fines for violations range from 500 zlotys in Poland to 5,000 euros in Germany, and if unsecured cargo causes an accident, it becomes a criminal matter. A properly written note in Box 18 of the CMR (carrier’s reservations) is the only way to prove that the damage did not occur through your fault.
A driver was loaded on Friday evening near Łódź. Thirty-three pallets, a curtain-sided trailer, two straps over the top — “it’ll make it.” On Monday, during a weight and roadworthiness inspection near Hanover, a BALM inspector opened the curtain. Three pallets had collapsed, the cardboard was wet, and the straps were loose. Result: a €1,500 fine issued personally to the driver, a driving ban until the load was re-secured, and an 8-hour delay. The company received a separate fine. The dispatcher got a reprimand. And yet 15 minutes of proper work at the loading bay could have prevented all of it.
Cargo securing and working with documents are not just textbook theory. They are skills that directly affect your salary. Let’s go through it step by step.
Standard EN 12195-1 is not bureaucracy. It is physics translated into the language of straps and anti-slip mats.
During emergency braking, cargo pushes forward with a force equal to 0.8 of its weight. A one-ton pallet “hits” with a force of 800 kg. In a turn, it pushes sideways with 0.5 of its weight. On a bump, it lifts upward with 0.2 of its weight.
Now let’s turn that into practice: one standard ratchet strap (STF 400 daN), with the friction coefficient of wood on metal (0.3), can hold about 200 kg against sideways movement. For a one-ton pallet without a mat, you need at least 4 straps. With an anti-slip mat, the friction coefficient rises to 0.6 — and 2 straps are enough.
That is why anti-slip mats (maty antypoślizgowe) are not a minor detail, but your main ally. They cut the number of straps in half and halve the risk of a fine. Place them under every contact layer, not just under the first row.
Tie-down (docisk) means straps are thrown over the cargo and the ratchet pulls it downward. This is suitable for pallets, boxes, and sacks. The steeper the strap angle to the floor (ideally 75–90°), the stronger the downward force. If the angle is less than 30°, the strap is almost useless and only creates the appearance of security. An inspector sees this instantly.
Blocking (blokowanie) means the cargo is braced against a wall, stanchions, or stops. The straps do not work by pressing downward, but by holding the cargo in place. This is suitable for metal, machinery, and oversized freight.
A detail people forget: the certified front wall of a standard curtain-sided trailer can withstand only about 40–50% of the maximum payload. If you are carrying 24 tons, the wall will hold 10. The remaining 14 must be held by straps. Simply leaning pallets against the side is not cargo securing.
Low and wide cargo (for example paper rolls or pallets of beverages) is a problem. The strap lies almost horizontally, the angle to the floor drops below 30°, and the tie-down force approaches zero.
The solution: use corner protectors (narożniki) to raise the bending point, or switch to blocking. And never throw a strap over a sharp edge without a protector — after 100 km, it will be worn through.
In Europe, responsibility is shared among three parties:
In practice: if BALM finds a loose strap, you get the fine. The company will get one too, but nobody will pay your fine for you.
Amounts in 2026: Poland (ITD): 500–5,000 zlotys. Germany (BALM): €150–5,000 plus a driving ban. France (DREAL): comparable to Germany, plus immobilization of the vehicle combination.
If poorly secured cargo causes an accident with injuries, it becomes a criminal case. This is not a scare tactic: dozens of such cases are opened in the EU every year.
Straps “settle”: the rubber of the mats compresses, the cardboard settles, and temperature changes the tension. Check the securing:
A rule from our practice at “Code 95 with Mark”: if your finger can pass freely between the strap and the cargo, the tension is gone.
Why should a driver care about this at all?
The CMR is not just a piece of paper for the inspector. It is a legal shield. If damage is found during unloading and there are no reservations in your copy of the CMR, you are at fault. The cost of the damaged goods will be deducted from your salary, or the company will file a recourse claim against you.
The boxes you must check personally
Box 6 (description of goods): Count the pallets. If the CMR says 33 — count them. If there are 32, do not sign until the issue is clarified.
Boxes 7–8 (number of packages and weight): If it says 18 tons, but the trailer has sagged down to the bump stops — write a reservation.
Box 18 (carrier’s reservations): This is your main weapon. Write down EVERYTHING that raises doubts.
How to write reservations: Specifically and without eмоtions
Not “the cargo is in terrible condition.” Write like this:
The warehouse worker does not let you write it in? Insist — it is your right under the CMR Convention. If they refuse to sign, call the dispatcher and photograph everything: the cargo, the packaging, the unsigned CMR, the loading bay, the date on your phone screen. Photos with geolocation are your alibi in court.
Axle overload
The total gross weight of the vehicle combination is 40 tons. But the problem is usually not the total weight — it is the distribution. Twenty pallets at the rear of the trailer mean overloaded rear axles, an underloaded steering axle, poor vehicle handling, and a fine at the scales.
What to do: control the loading. Heavy cargo should be closer to the axles and evenly distributed along the length. Watch the air suspension readings on the dashboard. And do not hesitate to tell the forklift operator where to place the pallets. “The driver did not control load placement” is a direct path to personal liability.
Seals
Record the seal number in the CMR during loading. Do not break it under any circumstances — even if you suspect the load has shifted. Photograph the seal at every stop: a picture with date and GPS is your proof that the seal was not opened.
If the seal is damaged on arrival and you have no photos — you are responsible.
Cargo securing and working with the CMR are not exam theory. They are everyday skills that separate a driver with a good salary from a driver with fines. At “Code 95 with Marek” (Startruck), we teach these topics in practice: tightening ratchets, counting straps, and filling out real CMRs. Because on European roads, knowledge is money.
