Episode 30: Damage to the truck - When should you refuse loading?

Container identification | Who is responsible for load securing? | Friction value on the truck | Incoming container inspection

Episode 30: Damage to the truck - When should you refuse loading?

When I am present at loading operations and observe the processes, it never ceases to amaze me what damage to the truck is accepted without a word by the loading employee or the loading company and the truck is loaded. Damages, even if they are not insignificant, are accepted godly, like a summer thunderstorm against which nothing can be done.

This entails the risk that the truck will be stopped, checked and, if necessary, immobilized as part of a routine inspection. The fulfillment of the supply agreement with the customer is thus called into question.

How does this behavior occur, what could be the causes and how can/must such situations be avoided?

Sigurd Ehringer - SeLogCon

About the author:

In a series of specialist articles from the field, on topics relating to containers and trucks, you will receive first-hand professional knowledge.
How to secure cargo correctly and what are the basics of cargo securing?

They are developed and presented by Sigurd Ehringer, owner of SE-LogCon:

  • VDI certified instructor for load securing
  • Reference book author
  • 8 years Project Manager
  • 12 years with the Bundeswehr (company commander)
  • 20 years of sales experience
  • since 1996 consultant/trainer in logistics
  • 44 years instructor/trainer in various fields

Episode 30: Damage to the truck

One of the main causes seems to me to be the fact that knowledge about cost, value and equivalent is not available or is distributed among different people. Perhaps an example that many can relate to:

You go to the supermarket for shopping and you need, among other things, 500g of beans in a can. The price is written with the goods or on the packaging and it is acceptable. One of the cans has a little damage to the band and the tin has a slight dent. The contents are certainly undamaged. However, everyone chooses an undamaged can, because one has a right to a flawless product.

When transporting goods by truck, it is basically the same, except that the way of thinking is not consistently implemented because there are several parties involved.

Transport prices are negotiated and often it is not clear to the parties involved what they are to deliver for the agreed price, or what they are to receive. This is exactly where the hare is in the poke. A means of transport must meet the following characteristics:

1. It must be suitable in principle for the safe and regulation-compliant transport of the goods in question. This also includes the necessary securing means, authorizations, exemptions, etc. The Road Traffic Regulations (STVO) and the Road Traffic Licensing Regulations (STVZO) are the essential bases for this, as are the dangerous goods regulations.
2. The vehicle itself must comply with the technical regulations (e.g. TÜV) and be operationally and roadworthy.
3. It must be available at the agreed time.

Only when points 1-3 have been clarified clearly and in detail can the most favorable one be selected from among various providers.

Point 1 includes Among other things, the following detailed questions:

- Type of vehicle, open, closed, radiator, etc.
- Sufficient payload for the goods to be transported
- Subpoena admissible, yes or no
- If form-fit loading is not possible, the number of lashing points or the necessary perforated strip
- Number and characteristics of the securing means (LC; STF; elongation; ratchet type, etc.)
- Number and characteristics of auxiliary materials (anti-slip mats, edge protectors, empty pallets for head lashing, etc.)
- It should also be clearly agreed that loading will be refused without reimbursement in the event of certain damage/defects.
- The driver also plays a role. Should he be uncooperative, overbearing towards the loading staff or have health concerns (alcohol, drugs).

Point 2 includes following characteristics/circumstances:

- All technical specifications that require operational and road safety. Brakes, lighting, direction indicators, windshield, side mirrors, etc. Also features, which purely visually generate a suspicion and could trigger a control, should be included.
- load-bearing parts such as vehicle frame, the loading area, bulkhead, drop sides
- in the case of positive load securing, the fastening elements for the stanchions, vehicle tarpaulin, dropside hinges, dropside locks, the transition of the end wall or rear portal to the loading area, etc.
- company-specific specifications for which damage loading is refused. The best way to back up something like this is with exemplary pictures.

The following collection of images is intended to show examples of how defects can look, which play a role in point 2.

Massive damage to the load platform's load-bearing frame.
>> Reject loading.

Perforated strip rusted through and away. It is no longer possible to attach tension belts.
>> Reject loading.

Damaged frame of the loading area, a supporting part.
>> Reject loading.

Damage to the lighting system and thus an impairment of operational and traffic safety.
>> Reject loading.

A damaged tire affects operational and traffic safety.
>> Reject loading.

The damage is so great that the fabric of the tire can already be seen.
>> Reject loading.

Structural modifications to the frame of the loading area. Depending on the impression given by the vehicle as a whole, loading should be refused. Experience has shown that other damage is also present.

>> Depending on the overall situation, rejecting would be the cleanest solution.

Dropside hinges replaced by a self-made one. This means that the strength of the ship's side can no longer be verified. Form-fit stowage is no longer sufficiently secure. Securing the load with belts (tie-down/direct lashing) would be conceivable.

>> Depending on the overall situation, rejecting would be the cleanest solution.

The connection of the right rear portal beam to the loading area is broken throughout. Form-fit loading is no longer sufficiently safe. Securing the load by lashing would still be conceivable.

>> Depending on the overall situation, rejecting would be the cleanest solution.

The above pictures show that you don't have to look for obvious defects, they catch your eye. A walk around the vehicle is usually sufficient to recognize them. What is decisive is the fact that the subsequent action or the necessary consequences are clearly and unambiguously regulated.

Unfortunately, experience also shows that some transport companies only understand the "hard way" and only react to the rejection. The loading company should always act in such a way that it is on legally secure ground.

Your Sigurd Ehringer.

Kevin OronowiczWarehouse logistics specialist - G&H GmbH Rothschenk

Picture company building Rothschenk
An employee of G&H GmbH Rothschenk sews a webbing strap to a dunnage bag.

On our own account:
Rothschenk. That's us.

Rothschenk is a manufacturer of load securing equipment for overseas containers. In the tranquil town of Aub in central Franconia, we develop, test and sell our own load securing equipment such as dunnage bags/padding, Lashing restraint systems, Edge Protectors, Anti-slip Mats, Lashing Straps and drum securement. You can get a small insight into our product world in our Online Shop: [R] SHOP24.

We develop for our customers, to whom also large corporations e.g. from the CHEMICALS-, BEVERAGES- and Automotive industry belong, individual load securing. Therefore we are used to come up with new products and solutions in our own research and test department.

We stand for quality "Made in Germany„. Not only in development, but also in production. Because we are the only manufacturer for load securing with our own production site in Germany. Real "Made in Germany" even.

>> Please use the comment function below for suggestions, additions and also for further questions.

We will, of course, respond promptly and professionally. Your Rothschenk Team

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