Cargo netting is a safety product, not a convenience. A load that shifts on the highway endangers the driver, other road users and the goods themselves — and in most jurisdictions it is a legal liability as well. The net has to hold the load through wind, vibration and weather, and it has to be spec’d for that job, not just thrown over the top.
Tie-down straps secure the load to the vehicle; cargo netting contains what the straps cannot reach — loose items, light debris and smaller pieces that would otherwise shift or fly off. The two work together: straps anchor the heavy mass, the net spreads restraint across the whole surface. For palletised, loose or irregular loads, the net is what keeps individual pieces from working loose over a long run.
The mesh size is set by what you are carrying. 25–50 mm mesh retains boxes, bags and general freight. 15–25 mm is the choice for smaller items — aggregate bags, loose tools, timber offcuts — where a larger mesh would let pieces through. For fine debris or dust suppression on tipper trucks, a fine 10–15 mm debris mesh goes over the top. The finer the mesh, the more wind load it catches, so only go as fine as the load needs.
Cargo netting takes constant vibration and repeated tension, so it needs strength and a little controlled give. 80–120 gsm HDPE handles most light and medium freight; 150–200 gsm for heavy, sharp or abrasive loads. A small amount of elasticity is good — it lets the net settle onto the load and absorb vibration without tearing. UV stabilization matters because cargo nets live outside on the vehicle: an unstabilized net degrades fast and fails mid-run. See our HDPE lifespan guide for what to demand.
A cargo net is only as good as its fixing. Reinforced edges with eyelets or D-rings at the perimeter are what take the load — hook or clip the net at every eyelet to the vehicle, and tension it so there is no slack to flap. A flapping net wears through in weeks and sheds its load in wind. Overlap net-to-net joins by 20–30 cm on long loads. Inspect the net before every run for cuts, UV chalking or stretched eyelets, and replace any net that shows damage at the load-bearing edges.
Measure the load, not just the bed. The net has to drape over the heaped or stacked cargo and still reach every anchor point under tension, so the working size is the bed dimensions plus a drape allowance — over a heaped tipper load that can mean an extra meter or more across the top. Rectangular nets with reinforced hems are the standard format: one piece covers the load, and the edge lands on the vehicle’s lashing rail instead of hanging free. Eyelet or D-ring spacing should match your anchor points — when every hook finds an eyelet, the driver tensions the whole edge in one pass; when the spacing does not line up, sections of edge are left loose and start flapping. Long flatbed loads are usually covered by two nets overlapped 20–30 cm rather than one very long piece, because a shorter net is easier to throw, tension and inspect. Fleets running several vehicle classes do best standardizing one net size per class: drivers stop improvising, and replacements come off the shelf instead of off a measuring tape.
| Grade | Mesh | GSM | Best for |
|---|---|---|---|
| Light | 25–50 mm | 80–100 | Boxes, bags, general freight |
| Medium | 20–40 mm | 100–120 | Palletised, mixed loads |
| Heavy | 15–25 mm | 150–200 | Sharp, abrasive, aggregate loads |
| Debris / dust | 10–15 mm | 100–150 | Tipper trucks, dust suppression |
Read more in our how much netting you need.
For a freight company or 3PL, cargo netting is a fleet consumable bought against a replacement cycle, not a one-off purchase — and the ordering logic follows from that. Standardize on two or three grades from the table above: most fleets settle on a medium grade for general freight plus a heavy grade for construction or aggregate work, which keeps the spares list short and the spec easy to hand to drivers. On quantities, our production minimum is 2 tons, and at cargo-net weights that is a fleet-scale number — a 150 gsm net for a 4 × 6 m bed weighs about 3.6 kg, so a minimum order finishes well over 500 nets, with mixed grades and sizes counting toward the same quantity. A 40’HQ container carries 14–15 tons, which works out to several thousand finished nets for distributors stocking transport and logistics customers. Production runs 25–35 days after deposit, payment by T/T 30% deposit with 70% balance or 100% L/C at sight. Sample nets are free for evaluation (courier on your account) — we recommend running one on a live route for a few weeks before committing the fleet order. OMB Textiles is a knitted HDPE netting manufacturer in Changzhou, China, founded in 2003 — we knit cargo and containment netting from 100% virgin HDPE to your dimensions, with private-label packaging for distributors. Send your vehicle class, bed dimensions, quantity and destination port via the contact page or WhatsApp — we reply within 24 hours with a grade recommendation and a container plan.
A knitted cargo net is load containment, not certified lifting or lashing gear — it holds loose and shifting pieces against wind and vibration while the straps anchor the heavy mass. Spec it by GSM and mesh: 80–120 gsm for general freight, 150–200 gsm where the load is sharp or abrasive. If your operation must meet a regulated restraint rating, tell us the standard and the load profile and we will tell you honestly where the net’s role ends and rated lashing begins.
Yes — every cargo net we produce is cut and finished to order: width and length to your bed or trailer body, edge reinforcement to suit the tie-down style, and eyelets or D-rings spaced to match your anchor rails so drivers hook every point without slack. Send the bed dimensions and anchor spacing; for mixed fleets we can run one net size per vehicle class inside a single production run.
The nets are knitted from 100% virgin HDPE with UV stabilizer, so rain, frost and heat do not rot the yarn, and the knit construction does not fray when cut or punctured. UV exposure is the real wear mechanism for a net that lives on a vehicle, which is why we do not offer unstabilized grades for this job — our HDPE lifespan guide explains what to check on a supplier’s stabilization before buying a season of nets.
Production MOQ is 2 tons, and that number is friendlier than it sounds for fleet buyers: at 150 gsm a 4 × 6 m net weighs about 3.6 kg, so 2 tons is roughly 550 finished nets — enough to fit out a mid-size fleet or stock a distributor’s shelf. Different grades and sizes mix inside that quantity, so a first order can cover several vehicle classes at once.
Finished nets are folded and poly-bagged individually or packed in compressed bales, with your company label and barcode applied for distributor programs. Nets are compact for their value — a 40’HQ takes 14–15 tons, several thousand nets at fleet weights — which keeps the landed freight per unit low. Tell us how your warehouse prefers to receive stock and we pack to it.
Cargo netting is load security — match mesh to the smallest piece, GSM to the weight, and fix at every eyelet. Tell us your load type and we will spec the right net, GSM and fixing.
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