It’s the drivers responsibility to make sure the load is secure and safe so you find time
taffytrucker:
It’s the drivers responsibility to make sure the load is secure and safe so you find time
Yep, never take notice of someone telling you not to strap/chain, whatever.
A lot of the marshals sites are a good example. Their own drivers have to strap up every pallet yet subbed are told not to strap up in their premises that includes closing the curtains if you have them. A Waldron driver and myself refused to move until we had closed up and strapped up last week. A complaint has been made against me and I am now banned from their eaglescliff site apparently!
whenever your loaded and told to move,rally the lot left to right before you get out of the gates,if its going to move,itl have moved by then and obviously the loaders fault. this works especially well if your unfortunate enough to have to lift a d decker.coup the lot before your out the gates…works for me…? 
Ady Williams:
A lot of the marshals sites are a good example. Their own drivers have to strap up every pallet yet subbed are told not to strap up in their premises that includes closing the curtains if you have them. A Waldron driver and myself refused to move until we had closed up and strapped up last week. A complaint has been made against me and I am now banned from their eaglescliff site apparently!
…So, What did the DVSA say when you rang up and reported Marshalls?
And what would I report them for? They kindly allow subbies to strap up outside their premises some have a designated area but the one I was at didn’t.
The point I made was their own drivers must secure their load before they move from their loading bay yet contractors and subbies are not permitted to do the same.
Ady Williams:
And what would I report them for? They kindly allow subbies to strap up outside their premises some have a designated area but the one I was at didn’t.
The point I made was their own drivers must secure their load before they move from their loading bay yet contractors and subbies are not permitted to do the same.
So… …don’t you think that is unsafe practice? They have obviously identified a risk, and taken control measures to minimise that risk. Those measures should apply to everyone on site doing the same task - just as everyone on a building site is usually required to wear correct PPE.
Cheeky ■■■■■■■!! I’d be standing my ground with that one - what would they do if you drove off and the load went before you had time to get to the designated area etc? Sorry but they’re full of it - it’s not them who’s driving your truck is it? You’re asking to be allowed to work to a legal requirement for the safety of the load, yourself, the truck, and anyone else & their property, if they don’t like it - tough. It’s a part of our job.
And theres me banned from Boots cause I undid the security cable, upset the seal number to check the load…
Was told not to go inside the the trailer as its not my responsibility…
milodon:
the picture on the door of the krone i’m pulling says it’s no go if the angle of the strap is less than 30 degrees so it’s useless strapping only the pallet anyway
A sensible answer at last.
Take a look at BSEN 12195-1:2010 which contains the recognised standard for calculating the number of lashings required for a top-over lashing. You will see that the angle of the lashing relative to the floor is crucial and anything below 45 degrees becomes increasingly ineffective. The ideal is 75 - 90 degrees.
As an example - using webbing straps with a Standard Tension Force of 350DaN to secure a 2000kg load which is loaded AWAY from the headboard with a coefficient of friction of 0.3 (a dry wooden pallet on a dry wooden floor) would require 6 straps at 90 degrees, 8 straps at 50 degrees, 10 straps at 40 degrees, 12 straps at 30 degrees and 18 straps at 20 degrees. Therefore you can see how the angle affects the amount of force the webbing will place downwards on the load.
The above is to prevent the load moving under a force of 0.8g forwards and 0.5g sideways and backwards. Most trucks can generate 0.75g under emergency stop situations and about 0.45g sideways when swerving. As has already been said on here - we should be securing our loads to withstand at least an emergency stop or swerve.
The problem is that some ratchets, although they have a Lashing Capacity of 2500DaN (2.5 t to you and me) they have a very low Standard Tension Force which is the important bit for over-strapping or tie-down lashing and some only manage a Standard Tension Force of 250DaN - the example above is based on 350Dan. At 250Dan you can add 2 or 3 straps to the figures above.
The point often missed is that a strap over the top of the load is simply being used to generate a downwards force that will multiply the existing coefficient of friction to a point that equals the forces acting forwards, backwards or sideways. The lower the coefficient of friction the harder it is to multiply it enough to achieve the goal.
According to the IMO and their European best practice guidelines, a webbing strap with a pre-tension of 4000N will only stop 0.3t sliding forwards at a coefficient of friction of 0.3 (dry pallet) when loaded away from the headboard. One strap would only stop 1.2t sliding sideways.
What DVSA are now saying about a ‘XL’ rated trailer makes sense if all the criteria are met. Usually this means a coefficient of friction of AT LEAST 0.6 or the ‘XL’ certificate is void. The only way you’ll reach 0.6 with most products is by using friction enhancing matting - pretty much the norm in mainland Europe - rarely seen in UK making most ‘XL’ trailers pointless.
I could go on - and on - and on but I know I’m only boring you.
Pete
ady, id have asked for h&s fella to confirm and if he said ok then so be it but does usually work as iv done it in past, but as you lads say this goes on more than is realised by vosa, BUT DO MAKE SURE FOR YOUR OWN LICENSE THAT YOU MAKE THE TIME TO SECURE FU- WHAT THEY THINK OR SAY, ITS HOW WE MAKE OUR CORN GOOD LUCK