A LOAD RESTRAINT GUIDE FOR DRIVERS and

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A LOAD RESTRAINT GUIDE FOR DRIVERS and THEIR
SUPERVISORS JUNE 2002
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The Need for this Briefing Pack We want
you to go home to your family safely.
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The driver, Mohammed Hussein , 31 years old, a
father of one young son, was killed when he
applied his brakes, and the 25 Ton mobile crane
rolled forward and crushed his cab. The load
rolled forward becauseThe wrong trailer was
used - a normal 40ft flatbed trailer (with steel
deck) instead of a lowbed trailer.Outriggers on
steel-no friction. The chains and load binders (
ie the load restraints) were not strong enough to
stop the load moving forward.-a chain binder
broke under the strain.His company had only
issued him with two chains andbinders - not
enough for this heavy load. His company had not
trained him in how to restrain or tie down heavy
loads.
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THE TRAILER Steel Decked Flatbed Trailer instead
of a wooden deck lowbed trailer .

Lowered Crane Outriggers, - but steel on steel
adds very little friction, can slide easily.
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The Load Binders The two chain binders each had
a Safe Working Load (SWL) of 4.17 tonnes with a
1/2 inch chain. The binder , at the rear of the
trailer , broke, under the braking forces,
leaving the crane free to roll forward The binder
at the front bent, and came loose from its fixing
point.
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The Chains Only two chains used, the smaller
chain -3/8 of an inch- was used to prevent the
crane moving forward. The second and much
stronger chain was 1/2 inch (13 mm) thick, used
wrongly, to stop crane rolling back. Apart from
these two chains. No other effective load
restraint was used to hold a 22 ton load in
place.
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• To summarise this fatal accident
• The crane, weighing 22 Tonnes was inadequately
  restrained from moving in a forward direction
• Inadequate chainage, not enough of them, wrong
  angle, wrong size.
• No chocks at the wheels to add
  resistance/friction
• Wrong Trailer, no protection for driver if things
  went wrong
• Steel trailer deck meant steel crane outriggers
  added only minimal resistance compared to a
  wooden deck.
• The managers, supervisors and drivers did not
  know how to transport and restrain such a load
  correctly.
• Mohammed did not have to die.

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ROLLEROnly two chains, no chocks, no restraint
at rear, artic lock not in place.
CRANE Four chains, all almost straight across
trailer, (little effect), one chain slack, no
chocks, outriggers on steel
WRONG!
ROLLER 2 Only two chains, one almost straight,
artic. lock not in place, no chocks
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FORKLIFTOnly one chain thrutow hook, almost
straight across, minimal restraint. no artic
lock, no chocks.
WRONG!
Palletised CEMENT BAGS Not against headboard,
only thin rope around tarpaulin, there is nothing
restraining the bags on pallets-only loose boards.
Only the weight of the HIAB resting on frame is
securing the load.
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PIPES knotted tied web lashing, bent broken
side stakes. Overloaded.
WRONG!
REINFORCING STEEL MESHOnly loose thin rope used,
load resting on side gate
COMPRESSOR Two chains, wrong angles
directions, no chocks.
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• NOW, let us look at how to transport and restrain
  loads, particularly wheeled loads and heavy plant
  CORRECTLY.
• THE MAIN PRINCIPLES OF LOAD RESTRAINING
• PDO and SHELL use British Standards of Load
  Restraining applicable to ALL types of LOAD
• When a truck brakes, accelerates, changes
  direction or travels over rough road surfaces
  forces are generated on the load which are far
  greater than the friction between the load and
  the truck platform.The load will move if not
  secured.

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• Unless the load is secured by adequate
  restraining devices (chains, webbing belts,
  chocks, netting, twist locks etc), THE LOAD IS
  NOT SECURE.
• The forces acting on a load during braking
  increase with the weight of the load and the
  heavier the braking (deceleration).
• It requires much greater force to stop a load
  which has started moving - like a Battering Ram
  effect - than it does to prevent movement
  (restrain) in the first place.

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LOAD RESTRAINT PRINCIPLES
ONE FIFTH OF WEIGHT UPWARDS Rough Roads
Braking
FULL WEIGHT OF LOAD FORWARDS
HALF WEIGHT OF LOAD REARWARDS
Accelerating, or Reverse braking
Cornering (Both Sides)
HALF WEIGHT OF LOAD SIDEWAYS
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LOAD RESTRAINT METHODS
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TIE-DOWNLoad restrained using tie down lashings,
eg 50mm wide web belts. Lashings are tensioned to
clamp the load to the deck. Friction comes both
from load weight and downward force of lashings.

• FRICTION is the resistance to movement between
  two surfaces.
• Steel to steel, Low friction movement is easy,
  can slip.
• Steel on wood, Medium friction
• Steel on rubber load mat, High friction, more
  difficult to move

CONTAINMENT Such as tippers, tankers. Load
contained with no securing devices necessary,
within the body of the vehicle or container.
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BLOCKED LOADS Loads can be directly restrained
by blocking against vehicle structure eg.
Headboard, or drop sides. Still requires
additional sideways, rearward and vertical
restraint
ATTACHED LOADS can be directly restrained by
lashings that provide all the necessary
restraint. Friction of tyres/tracks on truck bed,
and lashings provide restraint against sideways
movement. Lashings provide restraint against
rear, front and vertical movement. Chocks prevent
forward and rear movement, particularly if chains
are slack-Belt and Bracesapproach.
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COMBINED TIE-DOWN and DIRECT RESTRAINT Load
prevented from moving forward by blocking against
headboard , friction from load weight and lashing
tension. Friction only prevents it moving
rearward and sideways. Lashings prevent vertical
movement
FRICTION plus BLOCKING Load restraint provided
by friction force from weight of load, plus
friction downward force of lashings, plus direct
restraint from lashings attached to load.
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CHAIN LASHING ANGLES How wrong lashing angles
can reduce the restraining effectiveness of the
chain.
Do Not Attach the chain high up on wheeled loads.
Attach chain to obtain good angle-25 Deg.
STRONGEST
WEAKEST
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CHAIN ANGLES
SEEN from the SIDE VIEW Recommended angle for
direct lashing is approximately 25 degrees to the
horizontal, ie to the truck bed, equals a slope
of 1 in 2 , gives effectiveness of 90. STRONG !
TRAVEL DIRECTION

The length of the chain reaching down to the
trailer deck from the securing point on the load
should be at least twice the height measurement
that the securing point is above the trailer
deck



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CHAIN ANGLES
SEEN FROM ABOVE, Chains that run directly back
parallel to the side of the trailer are strongest
in preventing forward or rearward movement. but
mostly not practical.
TRAVEL DIRECTION

FRONT

TAKE CHAINS preventing FORWARD movement as FAR
BACK as possible, minimum length of twice the
height of the fixing point on the load, to make
as small an angle with the trailer edge as
possible. MAXIMISE RESTRAINING!

45 Degrees at front of load
30 Degrees
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• CHAINS
• Use I/2 inch, (13mm chains), not smaller. Always
  carry a minimum of four chains (USE THEM!) and
  four binders . Minimum of two chains preventing
  forward movement.
• Get the correct chain to load angles as per
  previous slides- both in height and direction-to
  maximise effect.
• NEVER put chains straight across trailer between
  load and securing point. Totally ineffective.
• KEEP CHAINS TIGHT, STOP AND CHECK
• On Blacktop roads -every 50 Kilometres
• On graded roads - every 25Kms
• The Driver is responsible for the securing of
  his load.

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• CHOCKS for wheeled equipment
• Chocks shall be used on EVERY journey that is
  100 on blacktop. Chocks shall be secured.
• Chocks are not essential for travelling off
  blacktop eg graded roads, where wheel
  bounce/pinch reduce even secured chock effect
  provided
• Sufficient chains are used to fully restrain the
  load
• Parking brake/ transmission brake is ON, if
  equipment has 4WD option, put it into 4WD before
  applying brake!
• If the above two conditions cannot be met, also
  use chocks.
• Cycle hydraulic controls twice to relieve system
  pressure.
• Can use oilfield trailers to carry all terrain
  forklifts
• Larger plant, mobile cranes, dozers etc must
  always be transported on lowbeds

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LOAD SAFETY

• When dropping crane outrigger pads for transport
  do not lift the tyres from the deck. Use mats -
  rubber, plywood, or similar - under all
  outrigger pads on steel and wood decks -reduces
  wheel bouncing.
• ALWAYS ensure the articulated lock bar is fitted
  on rollers, forklifts/ tool carriers etc which
  can articulate, prevents folding during
  transport.

Put two chains thrutow eyes, not just
one. Prevents side movement.
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LOAD SAFETY

• TRACKED VEHICLES - transport on Low Beds
• Do NOT fix chains directly to the track plates of
  tracked equipment-bulldozers, side booms etc.
  Use anchorage points provided. Cross lash is
  best, as in this example.

SHIPPING CONTAINERS Only trailers fitted with
twist-locks shall be used to transport 20ft and
40ft containers.
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• PIPE SECURING
• Use wooden dunnage positioned as shown.
• USE 50 mm wide webbing belt, no knots. NOT
  CHAINS.
• Side stakes, at least three per side
• Large diameter metal pipe,- 24 inch and over
  -only two lashing/dunnage points otherwise
  trailer flexibility adversely affected.
• Against the headboard, and not above the
  headboard.

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• BIG BAGS
• Transport within strong side cage as shown, or
  covered in cargo nets.
• Can go two high with a central row-provided not
  overloaded.
• When using cargo nets ensure ALL ROWS are covered
  by the nets.
• Front Row against the headboard, if trailer has
  a headboard-does not apply to oilfield trailers .

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NOTE to Managers/Supervisors This presentation
on load safety and load securing gives load
securing principles and guidelines -- highlights
and typical oilfield load examples only --these
slides cannot possibly cover such a large subject
in its entirety. Follow the guidelines, prevent
further accidents due to faulty load securing. A
more detailed PDO Spec. will be issued by end
2003. SHELL and PDO follow the British Department
of Transport Load Securing Code of Practice which
is on the PDO web http//www.pdo.co.om/hseforcont
ractors/dts/documents/load-DETR-COP.pdfUser
Name pdohse01 Password contractor01 Another
very good load securing guide with more pictures
and diagrams is also available on the web
http//www.pdo.co.om/hseforcontractors/dts/docum
ents/load-Aust-guide.pdfUser Name pdohse01
Password contractor01
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FOLLOW THE LOAD SECURING GUIDELINES
The End