Load securing: how DVSA enforces the rules. DVSA examiners ask themselves a series of questions:.
The matrix helps them decide the appropriate course of action to take based on the risk. You can encourage your drivers to ask the same questions before the start of any journey. This will:. If there are, then you need to find other ways of preventing forward movement. The driver then has 60 minutes to fix the problem. If they cannot do this, then the DVSA immobilisation policy would be followed with a release fee incurred. Penalty points are not routinely issued, but they can be in certain situations, for exmple where a vehicle is deemed to be in a dangerous condition due to the condition or suitable purpose, or weight, distribution, packing and adjustment of the load.
This offence carries 3 penalty points and a licence endorsement for the driver. The court may also give the driver an unlimited fine. All vehicles with load securing issues are dangerous, but some are a more significant risk than others. For example, no load securing on a flat-bed vehicle carrying a load of steel would be considered substantially more dangerous than a curtain-side vehicle laden with a few loose bags of clothing. The vehicle carrying steel could result in a charge of dangerous condition, whereas a less serious offence might result in the driver being given advice or a verbal warning.
Depending on how serious the load securing breach is, DVSA can interview you about the issues found at the roadside. This action could result in either:. Disciplinary action could include suspension, curtailment or revocation of your licence. Not only will this have an adverse impact on the driver, it might also create additional problems for the operator. The body structure and curtains only provide weather protection for the load.
Load and secure goods the same as you would on a flatbed vehicle. It sets out two types that can be built:. Vehicle and trailer bodies do not have to be built to this standard in the UK but XL bodies are a useful part of the load securing system. Treat goods and pallets over kg - and stacked pallets if the combined weight of the stack is more than kg - as heavy goods. Whatever method you use, it must be able to restrain half the weight of the load to the side and rear, and the full weight forward. In most cases, the load carried and the body structure used will show the best way to secure the load.
Both the DfT and EU guides provide detailed instructions on how to secure different loads depending on things like:. This will secure the load in the same way as the rear of the vehicle would for a full load. The EN XL standard refers to the entire vehicle or trailer and not just the curtains. So, reinforced curtains fitted to an ordinary trailer do not meet the XL standard. XL-rated bodies have stickers in prominent positions - usually on the rear door or front bulkhead - to show they meet the standard.
Stickers confirming this are usually found on the inside of the curtains at the rear of the body. XL bodies are also given a certificate, specific to the vehicle tested, from the organisation responsible for testing vehicles and trailers to the standard. But you may find it useful to either provide a copy of the certificate or other documentation so they can be shown to enforcement authorities at the roadside. Some vehicles are tested to a higher standard than EN so that they can carry larger or unusual loads. In these cases, DVSA expects you to be able to show the relevant certificate at the roadside.
Double-deck trailers are designed to optimise the available space in trailers. This reduces the carbon footprint and improves efficiency. Working at height can be problematic on any vehicle, however double decks present particular problems. Operators and consignors the person sending a shipment should make sure that a thorough risk assessment has been carried out to identify the most practicable means of loading and securing goods on the vehicle.
Securing solutions are available to help to mitigate the risks of working at height on double deck trailers. For example, netting and strapping systems that attach to the trailer roof and can be pulled into place over the load and secured to the vehicle chassis from ground level allow goods to be secured without accessing the load bed. Secure heavy pallets and stacked laden light pallets on the lower deck with rave to rave lashing or something similar. Laden pallets on the upper deck of double-deck curtain-siders should be single-stacked; and weigh no more than kg each.
RHA , TPN , APN and enforcement bodies have agreed that the use of an extra internal curtain with integral straps designed to hug the load on the upper deck is a practicable means of mitigating the risks of falling objects during unloading and working at height. This arrangement can be used by any operator or trailer manufacturer. The benefit of the internal curtain with integral straps is that it contains the pallets more effectively than using internal straps alone.
This improves safety both on the road and in the workplace. Generally speaking loads carried on the lower deck and swan neck of a double-deck trailer should be secured as if they were carried on a single deck trailer. This guidance is the minimum requirement needed to secure loads on existing double-deck trailers. You can decide to use other methods of securing the load as well as those in this section, for example rated ratchet straps. Vehicles with rigid sides are no different to any other vehicle when it comes to load securing.
ATA Practical Cargo Securement Guide
Load securing requirements still apply. Most rigid-sided vehicles have a gate-type system. These items must be kept in good condition. Any defects must be repaired at the earliest opportunity if the load securing relies on the sides of the vehicle. Loads stacked above the height of the sides of the vehicles need to be secured to the vehicle by other means - usually by over-the-top lashings.
The sides of the vehicle cannot be relied upon to secure this type of loading. Loads above the height of a vehicles sides can affect stability and will raise the centre of gravity. Box vans and rigid-sided vehicles offer some load security, but you need to consider the effect of a load shift on vehicle stability. Goods carried in containers should also be secured to prevent movement during a journey. Euroliner semi-trailers have an internal frame running down their length, usually hidden by standard curtain sides. Different sized beams made of aluminium or wood can be placed in the frame, either lengthways - to strengthen the side - or across the width of the vehicle to separate the load.
The securing of light palletised goods - where each pallet or stack weigh no more than kg - on Euroline vehicles is accepted as sufficient when the these conditions are met:. Additional securing could include rated lashing heavy duty straps attached between raves hooks , or other approved methods. Many sectors of the industry have specific problems which require bespoke solutions to follow the DfT and EC guidelines.
They also include information on:.
Load securing: vehicle operator guidance
The centre of gravity of a loaded goods vehicle tends to be much higher than that of a passenger car. This makes a goods vehicle more likely to roll over than a car at the same speed. Single items with a high centre of gravity like large plant equipment should be transported on low loaders to minimise the unbalancing effect. Loads that are free to move from side to side within a vehicle can result in serious stability issues, even if the load is contained within the vehicle body.
Pallets are widely used to carry all manner of goods, mainly because they are a safe and convenient way to store and move goods around via fork lift trucks. The goods on the pallets are often shrink-wrapped to restrict movement during transit. Palletised loads must be stable and freestanding before any load securing is applied. Otherwise, they could slide or topple off the pallet in transit or during unloading. Make sure that the unit load remains in a secure and stable condition at all times.
Stacked light palletised goods need to be secured in the same way as palletised goods over kg. On double-deck trailers with inner curtains, light pallets should be carried on the top deck with heavier pallets or goods secured on the lower deck using over-the-top lashings. Pallets with a high centre of gravity need extra strapping because of the potential for the load to be unstable, which increases the likelihood of movement during transit.
Loose items such as single pallets, pump trucks or chains on flat beds need to be secured by other methods, as the internal strapping system or curtains will have no effect. These are used by some industries to secure the loads carried.
Cargo Securement - Ontario Trucking Association
There will also be an outer curtain on these vehicles for weather protection as the inner curtains are constructed of nets and securing straps. These vehicles and trailers are commonly found in the drinks industry and are covered extensively in the FTA guidance document see the drinks industry.
Roll cages are frequently used to carry goods in all types of vehicles. These are becoming increasingly popular because they:. Once loaded onto the vehicle they need securing to stop them from moving. This is often done using securing bars, lashings or other suitable methods. This is a particular problem with partially loaded vehicles see diminishing loads and presents further problems when unloading.
You should take appropriate steps to stop movement of the roll cages to the side, front and particularly to rear. To prevent goods being damaged care should be taken to stack products within the footprint of the cage. Damaging the goods can lead to the loads becoming loose and causing further problems when off loading. Crushable loads could need extra protection like shrink-wrap or other packaging to be protected enough to be transported.
Netting systems with straps interwoven through the netting can be used for these loads.
There are some loads which are very unlikely to cause any load securing problems while in transit in curtain side vehicles, for exampe small amounts of polystyrene insulation. You might not be able to use traditional lashings because of the damage they would cause. However, internal straps may retain the load sufficiently dependant on the size of the objects. You could also use some sort of internal frame or roll cage to provide the necessary securing. Make sure the frame itself is secure if you use this method.
However, this becomes more difficult for vehicles involved in multi-drops or carrying diminishing loads. If the load is removed in a hap-hazard way, gaps may appear that could be detrimental to effectiveness of the load securing system. If this happens, the driver might find it easier to use dunnage or blocking to fill the gaps, and keep the integrity of the original security. The strapping needs to be maintained as the load diminishes or an intermediate bulkhead could be used. Drivers should be wary about axle overloads when removing large portions of the load from either the front or the rear.
The remaining load may well need re-distribution to avoid these situations. You should carry loads like wood chippings, pellets and grain in solid-sided vehicles and curtain-sided vehicles specifically adapted for that use. These vehicles have additional strapping and covering to secure the load within the vehicle. The likelihood of such items becoming insecure is unlikely if carried in a covered secure containing trailer.
Grain carriers and vehicles servicing the wood processing industry will have this type of vehicle. Most will have a blowing system fitted to the vehicle to load and unload the vehicle contents into a storage unit. Equipment carried on vehicles like Hiabs, fork lift trucks and pallet pump trucks should be properly secured when not in use. Hiabs should be deactivated and correctly seated and not used as part of the load securing system. Pallet pump trucks should be secured in the same way as the rest of a vehicles load, for example with lashings or other suitable methods.
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View All. Magazine June You may think you have longer than you really do. Make sure all appointments made give plenty of time to account for loading and unloading with the detention clock in mind. Ensure that all equipment is maintained. This includes the truck itself and the weigh scales that are being used to weigh loads; keeping all equipment well maintained prevents errors, damage, and accidents from occurring.
In addition, weighing equipment should calibrated by professionals on a regular basis. Finally, a truck needs to meet the current safety, size, and weight regulations for their sector. It is common practice for drivers to account for fuel while measuring the weight of the load. If the truck is being sent long-haul, a driver can calculate how much fuel will be used between stops, as well as how much you may need to take on in between. Some drivers find that a few extra stops for re-fueling with smaller quantities are more beneficial than paying a fine for being overweight.
Use on-board scales for extra peace of mind. The use of on-board weigh scales allow drivers to not rely on fixed scales alone. Investing in a secondary set of scales can make a huge difference to the amount of time and effort you spend on weighing loads, as well as help you prevent overweight trucks. Just like a stationary or platform scale, these need to be kept in perfect shape with regular checks, maintenance and calibration.
Get a permit if you are often overweight. Generally, a gross vehicle load that weighs over 80, pounds is considered overweight, but make sure your permit covers the projected loads you might be transporting, as well as any special vehicle size requirements to tackle these loads.
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