eddie snax:
It is 8 years since I did any curtainsider or flat work, but even then all the Paper Mills I loaded at, wouldn’t let you out, if the reels weren’t strapped to the standard that they expected, so I’m surprised but not shocked that there are drivers still going out with reels unsecured.
With regard to the load in the OP, though it was some 20 years ago when I was shown by our yard shunter, how to secure the concrete pads that we delivered, I’m happy that those methods would still stand firm today. They were in no way as techicaly researched as how you’ve explained it, and we did not load to the head board, and did not brace the load to the headboard, but I worked for that general haulier for 10 years, and they worked for that customer for all that period of time. I cant recall a single incident, where they shed any of that particular customers work, or remember hearing on the drivers grapevine, that driver A B or C had had a load shifted. I don’t believe that in at least 10 years, and many loads of concrete pads being transported, that if the standard of load security wasn’t good enough, that someone wouldn’t have come unstuck at one point.
I will concede to you, that there is a massive lack of understanding about load security, and this is possibly the fault of an industry, that doesn’t have the will to train drivers anymore. In this, I include having a yard shunter, who’d show you how to rope and sheet, the way the gaffer wanted it. I also include having in house workshops, where you could pick up useful knowledge about the mechanics of your truck, and how to put it right, on a quiet Wednesday, when you truck was being serviced.
Because of this, there is a need for something like the DCPC, and probably we’d get on all right, but I would have to disagree with you over this.
In most cases this technical ideal I talk about is only for that one off extreme situation where it all goes wrong. From what I hear on the news a wagon sheds a load almost daily - and how many don’t make the news.
From what I see on the road and in yards what most drivers do for load securing will be sufficient on most days, but I’d hate to work at a place where one of my colleagues dies doing the same job I do. Puts a whole new light on it for a while as it sinks in. It only takes that one set of circumstances to occur and that’s when the driver finds out the load CAN shift.
The standards I repeat parrot fashion are about that one set of circumstances and securing for that worst case. I guess it is all about the odds and stacking them in your favour.
As for the reels - I was very surprised to stand there and see reels loaded, curtains closed and driven away. I’m not going to mention names but it was a larg(ish) well known haulier. When I queried it at the site I was at they said “Not our problem mate. Drivers responsibility”. You are right though. Most places that send out reels, steel, concrete products etc usually have some kind of checking in place before you leave. Probably because they have already killed/maimed somebody previously.
) it is the European code that says 0.8G in a forward direction.