DVSA updated its official load-securing manual on 24 September 2026. The published amendment is narrow: it adds a link to industry guidance for local brewery and drinks deliveries. It does not introduce a new load-security regime for every van operator.
The timing is still useful. DVSA’s code applies to goods carried in HGVs, trailers, vans and cars, and says loads must be transported, loaded and unloaded safely. That makes it a sensible prompt for any business whose vehicles carry tools, parts, feed, fencing materials, cylinders, machinery or customer deliveries.
An enclosed load space does not automatically make its contents secure. Loose items can affect handling and braking, injure occupants or move into a dangerous position when doors are opened.
Use these seven checks to test the system before the next job.
1. Define who controls each stage
Load security is not solely the driver’s problem. DVSA identifies responsibilities for operators, drivers and businesses consigning goods.
Record who chooses the vehicle, confirms payload, loads it, supplies restraint equipment and authorises departure. If a customer, supplier or warehouse loads the vehicle, the driver still needs a workable way to check that the load is safe before leaving.
Include temporary, agency and occasional drivers.
2. Match the vehicle to the whole load
Start with the vehicle rather than the empty space. DVSA’s van guidance says the design gross weight includes the vehicle, driver, passengers, fuel, load and everything else being carried.
Check the VIN plate and any axle limits. Account for permanently fitted racking, drawers, tow bars, tanks, tools and accessories before calculating the payload available for that day’s job.
Weight distribution matters as well as total weight. Keep the centre of gravity low, place weight close to the vehicle’s centre line and spread concentrated loads appropriately. A van can be below its gross limit but still have an overloaded axle or poor handling caused by where the weight sits.
For multi-drop work, consider the “diminishing load” effect. Removing part of the cargo reduces total weight but may leave the remaining load unsupported, change positive fit or put too much weight on one axle.
3. Inspect the load space and bulkhead
Before loading, check the floor, bodywork, racking and anchorage points. They must be suitable for the load and in usable condition.
DVSA says vans should have a bulkhead between the load compartment and cab to protect occupants during heavy braking. It should be strong enough for the items carried and free from gaps through which an object could enter the cab.
Look for corrosion, loose fixings, unauthorised holes, damaged mesh and gaps created by later conversions. A thin partition or decorative lining should not be assumed to provide effective restraint.
Load against the bulkhead where appropriate, but do not rely on it beyond its designed capacity. Large, heavy or unusually shaped items may need a dedicated frame, stillage, cage or restraint system.
4. Keep tools and load items out of the cab
DVSA’s manual states that load items-including work tools and gas cylinders-must not be stored in the cab. A toolbox, battery, chain or aerosol that seems harmless on the floor can become a projectile during a collision or emergency stop.
Give frequently used items a secure location in the load space rather than allowing the passenger footwell or seat to become overflow storage. Keep the dashboard, mirrors, controls, warning lamps, belts and exits unobstructed.
Cab protection does not replace this discipline. Farm Packs supplies heavy-duty van, pickup and 4x4 seat covers, but loose equipment still belongs in a properly secured load area.
5. Use restraint equipment that suits the load
Choose a system for the weight, shape, movement risk and available anchor points. A sheet or net may contain some light material, but it should not be assumed to restrain a heavy load.
Do not treat friction alone as security. Blocking, positive fit, straps, chains, bars or purpose-made containers may be needed in combination. Never attach a restraint to racking or a point that has not been designed and rated for the expected force.
For roof racks, follow the vehicle and rack manufacturers’ limits. DVSA says ladders and equipment should be clamped or secured with cargo ratchet straps; rope must not be the main securing method.
Specialist loads-including plant, wheeled equipment, gas cylinders and dangerous goods-need load-specific controls. Generic advice cannot replace competent planning for those items.
6. Inspect straps and record defects
Ratchet straps are useful only while the webbing, stitching and end fittings remain serviceable. DVSA advises checking straps before use, storing them dry and covered, recording their condition at least every six months and replacing significantly damaged items.
Look for cuts, abrasion, damaged stitching, contamination, heat damage, corrosion and missing hooks or fittings. Protect straps from sharp edges and never knot a tensioned section.
Make restraint equipment part of the vehicle defect system. Drivers need a simple way to report a damaged strap, anchor point, bulkhead or storage rack, and the business should record what was repaired or replaced. Do not return condemned equipment to the general store where it can be picked up again.
7. Recheck after every meaningful change
The load should be checked before departure and whenever its condition may have changed. That includes after a delivery, collection, hard braking event or warning from the vehicle’s handling.
For multi-drop work, resecure the remaining items after each stop. If the load shifts during a journey, DVSA says the driver must slow down, avoid heavy braking and steering, find a safe place to stop and not continue until it is secure.
If a load comes off or is dangerously unstable and could obstruct traffic or endanger people, stop safely and call 999. Do not attempt to recover material from a motorway, dual carriageway or other place where doing so would create further danger.
An unstable load discovered at the destination should be quarantined until there is a safe unloading plan. Sending it back onto the road simply transfers the risk.
Turn the checks into a working system
The 24 September amendment did not rewrite the rules for van fleets. It is a reminder that the official manual remains current and detailed-and that load security extends far beyond throwing a strap over the largest item.
A useful system connects vehicle selection, payload and axle limits, bulkhead condition, suitable restraint equipment, driver training, defect reporting and multi-drop rechecks. Test it against the actual loads the business carries, not an idealised empty van.
Photograph representative load arrangements, keep equipment specifications with the vehicle records and review the process when the vehicle, body conversion, route or cargo changes. The aim is straightforward: the load should remain stable through normal driving and foreseeable emergency manoeuvres, without putting the driver, passengers or other road users at risk.
This article provides general information and does not replace the DVSA code, vehicle and equipment manufacturers’ instructions, a load-specific risk assessment or competent professional advice.
Sources
DVSA: Updates to Securing loads on HGVs and goods vehicles - updated 24 September 2026
DVSA: Securing loads on HGVs and goods vehicles - updated 24 September 2026
DVSA: How to load HGVs, light goods vehicles, small vans and cars - updated 24 September 2026
DVSA: Running a fleet of vans - updated 15 May 2025
