1. This work has been produced by DGL (Aust) Pty Ltd
Load restraint T-1130
This work has been produced by DGL (Aust) Pty Ltd
This Learner’s Tool is about the skills and knowledge required for load restraint at
DGL (Aust) Pty Ltd.

2. Before you get started
It is important that you complete all sections in this learning tool as it has been designed so that
You can abide by the procedures of our organization.
You can apply what you have learnt in this package in your day to day activities
This Learning Tool is designed to be relevant only to DGL (Aust) Pty Ltd employees and only applied whilst employed with DGL (Aust) Pty Ltd
You may have already acquired knowledge in the area identified in this package as you may have completed some specialized training. Or you may have been working within the industry for some time. Should you identify any improvement opportunities in the information contained in this package or have difficulties completing the package please contact
National Training and Compliance Manager
DGL (Aust) Pty Ltd
PO BOX 1594
EAGLE FARM QLD 4009 Ph
Fax

3. Load restraint Loading, unloading and securing general
freight safely and efficiently saves lives and
saves money. Proper and secure loading will
ensure that damage to freight during transport
is significantly reduced. The following areas
are covered in this learning tool
A load restraint system on a vehicle should be
capable of restraining the following
percentages of the weight of the load from
shifting:
• 20 per cent upward.
• 80 per cent forward.
• 50 per cent rearward.
• 50 per cent sideways

4. What causes load shift Generally, there are six factors that cause the
load to shift or move on a vehicle (if you don't
restrain the load).
These are:
Sudden braking and accelerating
Cornering
Hills and undulating roads
Uneven road surfaces
Adverse road camber
Wind and airflow over the vehicle

5. Braking : Factor #1
Sudden braking will make the unrestrained load move
forwards. The load could fall off the vehicle or crash into the cab
potentially injuring the driver

6. Braking (in Reverse): Factor #1
Sudden braking when reversing will make the unrestrained
load move backwards. It may fall off the back of the vehicle

7. Cornering: Factor #2
Going around a corner will cause the unrestrained load to shift sideways.
The load will shift considerably more the higher the speed or the tighter the
corner.

8. Hills: Factor #3
Travelling over undulating or hilly roads causes your vehicle to travel at either an
upwards or downwards slope. Going down the slope will cause the unrestrained load
to shift forwards while going up the slope causes the load to shift backwards.

9. Uneven road surface : Factor #4
Rough or uneven road surfaces may cause the
unrestrained load to bounce, shift or fall off the vehicle.

10. Road Camber: Factor #5
The camber of the road will cause the unrestrained load to shift sideways.
The greater the camber, the more the load will shift. This is particularly
hazardous on worn or poorly maintained roads.

11. Airflow and Wind : Factor #6
Travelling at high speed on a highway or in windy conditions can
cause the unrestrained load to shift. Particularly if you are carrying
lightweight objects with large surface areas.

12. Consequences of load shift
Load shifting can:
Cause the load to fall off a vehicle and hit other vehicles or pedestrians.
Cause accidents because other vehicles swerve to miss the load that has fallen on the road.
Cause loss of vehicle control because the load was out of position or too heavy or too long

13. Load restraint methods
Think about how you can prevent loads from moving on a
vehicle.
Loads can be restrained:
Directly by attaching the load to the vehicle,
Directly by containing the load within the vehicle,
Directly by blocking the load from moving,
Indirectly by tying down the load.

14. Increasing Load grip
Some loading deck surfaces will grip the load better.
Rusty steel grips better than smooth steel.
A rubber load mat grips better than smooth or rusty steel

15. Textured surface doesn't always improve grip
Textured surface doesn't always improve grip! A textured surface like checker plate steel doesn't always provide better grip than smooth steel. It depends on the type of load that you are carrying and the material that is in contact with the load deck.
Smooth Steel load deck Checker plate load deck
Many operators think that textured surfaces like checker plate or ribbed steel will result in better grip. However, these surfaces can have the same amount of friction as smooth steel.

16. What happens when you carry unrestrained equipment
Unrestrained or improperly restrained plant and equipment
will slide on a load deck. This can cause damage to the vehicle,
equipment, the public or the road system.

17. What happens when you attach equipment
Attached equipment is prevented from moving by using
direct lashings (chains) or connectors (twist locks).

18. Key Learning points for Attaching
Load restrained by attaching
Loads such as heavy equipment can be directly restrained by lashings or twist locks. This is known as 'attaching'.
Heavy equipment is often attached to a loading deck of a vehicle using chains and the anchor points on the equipment.
Shipping containers are often attached to the loading decks of semi-trailers with twist locks.

19. What happens when you carry loose loads
When loads are unrestrained, they can shift or fall from the
vehicle. Load shifting can cause some or all of the load to fall off a
vehicle and it may affect vehicle performance

20. What happens when you 'contain' the load
When the load is packed tightly within the headboard, side gates and
tailgate of the vehicle, it is less likely to shift. The gates also restrain
the load in all directions except upwards.

21. Key Learning points for containing
Contained loads are directly restrained without using any
securing devices such as lashings. Typical contained loads
can include:
liquids in tanks,
bulk solids in tanks or rigid sided truck bodies or
mixed loads in rigid sided truck bodies or containers
General freight can sometimes be contained by using gates and the headboard, although this is often in combination with lashings.

22. Load shift during braking
An unrestrained load positioned in the middle of the load deck can
shift when the vehicle brakes. This can cause damage to the load,
the vehicle, the public or the road system.

23. Blocking the load
Positioning the load against the headboard prevents the
load from shifting in the forward direction when the vehicle brakes

24. Key Learning points for blocking
Moving the load against the headboard of the truck:
blocks (stops) the load from moving forward is known as "Blocking".

25. Uneven Surfaces
When the vehicle travels over rough or uneven surfaces,
the load can lose contact with the load deck resulting in load shift.

26. What happens when you tie down the load
When the load is tied down, it is clamped to the
load deck and is less likely to shift.

27. Key Learning points tying down
Using lashings to restrain a load is known
as 'tying down'. Tying down prevents:
movement to the sides of the vehicle
movement to the rear of the vehicle
movement upwards (from rough roads)

28. Sometimes tying down is not enough
If you rely on tie-down lashings only, the load can
still shift. .

29. Tying down and blocking a load
Combining tying down and blocking will ensure that the load is much
less likely to shift. The load doesn't need to be against the
headboard to be blocked. The load can be blocked by positioning wooden
pallets between the load and the headboard.

30. Key Learning points
It is often necessary to combine more than one type of load restraint.
For example blocked by the pallet (dunnage) tied down by lashings

31. Load restraint methods
Summary
Load restraint can be either:
Direct (attaching, containing, and blocking)
Indirect (tie-down) or
A combination of both types.

32. When to use chains Chains are the strongest type of tie-down
lashing. Chains are often used with heavier
non-crushable loads such as:
Steel tubing or pipes
Steel coils
Concrete panels
Concrete tubing
Heavy equipment
Only chains complying with the Australian/New Zealand standard should be used. Chains are usually tensioned with a dog or turnbuckle.

33. The lashing angle affect tie-down strength
The lashing angle is the angle made between the edge of the load and the
tie-down point on the vehicle.
The lashing angle is usually rounded to the nearest of: 15, 30, 45, 60 or 90°
(degrees). .

34. Key Learning points The strength of your tie-down restraint depends
on the lashing angles.
High lashing angles provide stronger load restraint. This is true for all types of lashings: ropes, webbing and chains.
High angle = Stronger restraint
You can often achieve higher angles by stacking loads, repacking
loads, using dunnage, or repositioning loads on the load deck.

35. Combine load restraint
You can reduce the number of chains by using other forms of restraints and equipment.
Whenever practical, use:
Blocking Containing Dunnage (including load mat) Packed and palletised loads
Stanchions and pins Corner protectors

36. How many chains to use
Engineers determine the maximum weight that can be restrained by a single chain
under certain conditions and publish them in tie-down tables. The tie-down load tables for chains
are found in section F of the Load Restraint Guide.
This animation shows you how the tables can be used to work out the number of chains needed to
restrain a load.

37. Practise at calculating the number of chains to use
Practise with the problems above and see how blocking, lashing angle, weight and
friction affects the number of restraints. Enter the values for each problem by clicking the buttons.
This will show you the minimum number of chains that are needed to restrain the load.
This animation is based on the Tie-down table for chains.

38. Summary on chains The number of chains needed depends on:
Lashing angle
Use of other restraint equipment (blocking, dunnage, floor of vehicle)
Weight of the load
Do:
Corner protectors prevent this load from being damaged by chains
Combine restraints whenever possible
Use dunnage and load mat
Block load against headboard or with a pallet in front of load
Position loads to maximize tie-down angle
Use corner protectors on crushable loads
Ensure that the lashing capacity of the chain is suitable for the load
Don't:
Use worn or damaged chains
Use faulty or worn restraint devices

39. How to tie down a load using chains
You need to use strong restraints to tie down loads such as steel and timber or other heavy loads. You can get very high levels of restraint using a dog and chain, if you use them correctly.
This section will show you how to tie down a load with a dog and chain. You will learn to:
Select a suitable chain for the load
Attach chain hook to one side of vehicle
Throw the chain over the vehicle
Attach chain hook to the other side of vehicle
Connect dog hooks onto chain
Adjust the tension
Close the dog
Secure loose chain ends
This section contains a number of instructional video clips. If you have a slow Internet connection, some video clips may take a minute or two to appear on your screen.
This section also contains a number of flash animations. You will need to move your mouse over the round blue buttons in the animation to find out more.

40. Do you know the steps

41. Equipment
The chain assembly includes the chain, chain hooks, dogs and a dog pipe.
The chain must be the correct strength for the job (typically, 8mm chain is used)
The most common type of chain hook is the grab hook
The dog pipe should be the size specified by the dog manufacturer

42. Select a suitable chain
Before you use your equipment, you
must ensure that:
All parts are in working order
The chain is not worn or damaged
The lashing capacity (LC) of the chain is suitable for the load.

43. Road Safety
You must ensure that your working environment is safe before you tie down your load. Make sure that you:
If possible place tensioners on the passenger side of the vehicle
Watch for traffic if you have to secure or retension on the side closest to traffic
Don't secure the load with your back to traffic
Don't step back without looking
Wear a safety vest at all times
Consider placing traffic cones to warn other motorists

44. Attach the chain
Attach a hook by looping it around the tie rail at a cross member. The tip of the hook should be pointed outwards as shown in the video. This ensures that the hook tip won't catch on anything whilst tensioning the load. Always be sure to connect the chain at a cross member on the vehicle. Chains attached at the middle of a tie rail may bend or break the tie rail.

45. Throw the chain over the load ……… safely
Before you throw the chain, be sure that you check the other side of the vehicle to ensure that it is clear of people or obstructions. The chain and hooks are quite heavy and could harm someone or damage equipment.
It is important to yell out to warn other people who might be passing by before you throw the chain.

46. Attach hook to the other side of the vehicle
Go around to the other side of the vehicle. Attach the chain hook by looping it around the tie rail at a cross member. Once again, ensure that the tip of the hook is pointed outwards as shown in the video.
Return to the original side of the vehicle and pull up the slack in the chain. Always be sure to connect the chain at a cross member on the vehicle. Chains attached at the middle of a tie rail will bend or break the tie rail.

47. Hook the dog onto the chain
Open the dog.
Connect the upper dog hook to the chain that is secured to the other side of the vehicle.
Connect the lower dog hook onto the chain that is secured to the same side of the vehicle.

48. Adjust the dog
Make adjustments to the dog and chain until you get the tension right.
You may need to move the chain through the lower dog hook one link at a time until you find the right tension.
Test the tension by partially closing the dog.

49. Close the dog
Once you have attached the dog hooks and adjusted the dog, you are ready to tighten it. You are allowed to use a dog pipe (cheater bar) providing that this meets the manufacturer's specifications. Using the dog pipe will make it easier to close the dog and achieve a high tension on the chain.
Be very careful that the dog pipe does not slip off the end of the dog. The dog can recoil with a large amount of force. Also, make sure that your arms don't move above the 9 o'clock position. This can lead to back injury.

50. Secure the loose ends
Wind the loose end of chain around the dog handle once or twice.
Secure the remaining chain underneath the load.

51. Summary Select a suitable chain for the load
You should now have a basic understanding of how to securely tie down a load using a dog and chain:
Select a suitable chain for the load
Ensure that the working area is safe
Attach hook to the dog side of vehicle
Throw the chain over the vehicle
Attach hook to the other side of vehicle
Hook upper dog hook on chain
Hook lower dog hook on chain
Adjust the tension
Close the dog
Secure loose chain ends
Do:
Wear work gloves
Check that the chain is the correct load capacity
Check the chain for wear
Attach chain hooks at cross member
Assume a stable stance when closing dogs
Slide cheater bar all the way home onto dog handle
Don't:
When closing the dog, don't put arms above 9 o'clock
Overtension the dog
Throw chain over the vehicle unless you have checked the other side (call out a warning)

52. When to use webbing straps
The most common type of webbing
Straps are the 50mm nylon strap. Only
Webbing complying with the
Australian/New Zealand standard should
be used.
Webbing straps are usually tensioned
with a truck winch or hand\winch.
Webbing straps can be used to tie-down
heavier loads up to several tonnes

53. The lashing angle affect tie-down strength
The lashing angle is the angle made between the edge of the load and the
tie-down point on the vehicle.
The lashing angle is usually rounded to the nearest of: 15, 30, 45, 60 or 90°
(degrees). .

54. Key Learning points The strength of your tie-down restraint depends
on the lashing angles.
High lashing angles provide stronger load restraint. This is true for all types of lashings: ropes, webbing and chains.
High angle = Stronger restraint
You can often achieve higher angles by stacking loads, repacking
loads, using dunnage, or repositioning loads on the load deck.

55. Combine load restraint
You can reduce the number of webbing by using other forms of restraints and equipment.
Whenever practical, use:
Blocking Containing Dunnage (including load mat) Packed and palletised loads
Stanchions and pins Corner protectors

56. How many straps to use
Engineers determine the maximum weight that can be restrained by a single chain
under certain conditions and publish them in tie-down tables. The tie-down load tables for straps
are found in section F of the Load Restraint Guide.
This animation shows you how the tables can be used to work out the number of straps needed to
restrain a load.

57. Practise at calculating the number of webbing to use
Practice with the problems above and see how blocking, lashing angle, weight and
friction affects the number of restraints. Enter the values for each problem by clicking the buttons.
This will show you the minimum number of webbing that are needed to restrain the load.
This animation is based on the Tie-down table for webbing.

58. Summary on Webbing The number of webbing needed depends on:
Lashing angle
Use of other restraint equipment (blocking, dunnage, floor of vehicle)
Weight of the load
Do:
Corner protectors prevent this load from being damaged by webbing
Combine restraints whenever possible
Use dunnage and load mat
Block load against headboard or with a pallet in front of load
Position loads to maximize tie-down angle
Use corner protectors on crushable loads
Ensure that the lashing capacity of the webbing is suitable for the load
Don't:
Use worn or damaged webbing
Use faulty or worn restraint devices

59. How to tie down a load using webbing
You need to use stronger restraints to tie down loads like steel and timber and webbing is commonly used for
tying down heavy loads. You can get very high levels of restraint using webbing, if you apply it correctly.
This section will show you how to correctly tie down a load with webbing. You will learn to:
Select a suitable webbing for the load
Ensure that the working area is safe
Loosen and unwind the webbing from the truck winch
Throw the webbing over the vehicle
Attach the end fitting to the other side
Hand tighten the truck winch
Tighten the truck winch with a binder bar
Apply final tension safely
Check tension before you go
This section contains a number of instructional video clips. If you have a slow Internet connection, some video
clips may take a minute or two to appear on your screen.
This section also contains an interactive animation. You will need to rollover the round blue buttons in the
animation to find out more

60. Do you know the steps

61. Equipment
The webbing assembly includes the webbing, load binder, and end fittings.
On larger trucks, tensioners are often fixed to the vehicle (truck winch). Truck winches must be tensioned with a binder bar.
On smaller vehicles, you will often find truck winches that attach to the tie rail or 'in-line' tensioners (hand ratchet) that also attach to the tie rail.
The 'in-line' tensioners can be either hand ratchet winches or over-centre buckles that are attached to the tie rails, using a webbing strap and hook.

62. Select suitable equipment
Before you use the webbing assembly, you must ensure
that:
All parts are in working order
The webbing is not frayed or damaged
The lashing capacity (LC) of the webbing is suitable for the load
When you are trying to work out the lashing capacity of webbing, don't just go by the width. Wider doesn't always mean stronger! Some of the newer webbings are narrower but very strong!
The lashing capacity is often printed on the webbing, otherwise, check the rating tag on the webbing assembly
This webbing is
damaged and needs to
be replaced
Webbing with lashing
capacity (4000kg)

63. Road Safety
You must ensure that your working environment is safe before you tie down your load. Make sure that you:
If possible place tensioners on the passenger side of the vehicle
Watch for traffic if you have to secure or retension on the side closest to traffic
Don't secure the load with your back to traffic
Don't step back without looking
Wear a safety vest at all times
Consider placing traffic cones to warn other motorists

64. Loosen webbing from the winch
The webbing assembly includes the webbing, load binder, and end fittings.
On larger trucks, tensioners are often fixed to the vehicle (truck winch). Truck winches must be tensioned with a binder bar.
On smaller vehicles, you will often find truck winches that attach to the tie rail or 'in-line' tensioners (hand ratchet) that also attach to the tie rail.
The 'in-line' tensioners can be either hand ratchet winches or over-centre buckles that are attached to the tie rails, using a webbing strap and hook.

65. Throw the webbing over the load……….safely
Before you throw the webbing, be sure that you check the other side of the vehicle to ensure that it is clear of people or obstructions. The webbing and end fitting is quite heavy and could harm someone or damage equipment.Make sure that the webbing is free of knots, kinks or twists. These will weaken the webbing and reduce tension.
It is important to yell out to warn other people who might be passing by before you throw.

66. Attach end fitting to other side of vehicle
Go around to the other side of the vehicle. Hook the end fitting on to the tie rail. The end fitting should be directly opposite the truck winch on the other side. Position the end fitting as close as possible to a cross member. This will prevent the tie rail from bending.
Before you hook on to the tie rail, make sure that the webbing is free from twists and kinks. Twists and kinks will reduce the amount of tension you can achieve and will create a weak point in the webbing

67. Hand tighten the winch
Go back to the other side of the vehicle. Pull on the webbing to make sure that the end fitting is hooked onto the opposite side of the vehicle.
Hand tighten the truck winch to pull up any slack in the webbing. You should use your free hand to guide the webbing onto the spool.

68. Tighten the winch with binder bar
Once the slack is taken up, you can start tightening the webbing with the binder bar. The binder bar is usually kept in the truck cab.
Insert the binder bar into the holes on the load binder handle. As you tighten, you will feel and hear the ratchet on the truck winch clicking into place.

69. Apply final tension …..safely
To apply the final tension to the load, make sure that you fit the binder bar securely into the holes. Stand in a stable position and hold the tie rail of the vehicle with your free hand.
Tighten down as required to get the right amount of tension. Don't use cheater bars (dog pipes) with binder bars! The binder bar has been supplied by the manufacturer and if used properly, it can give you enough tension. Cheater bars can slip off the end of binder bars, causing the binder bar to recoil.

70. Check the webbing tension
Always check the webbing tension before you go. You may need to retighten the load if it has been some time since the load was tightened.
You can check the webbing tension by giving the webbing a tap with the binder bar. The bar should spring back.

71. Summary
You should now have a basic understanding of how to securely tie down a load using webbing:
Select a suitable webbing for the load
Ensure that the working area is safe
Loosen and unwind the webbing from the truck winch
Throw the webbing over the vehicle
Attach the end fitting to the other side
Hand tighten the truck winch
Tighten the truck winch with a binder bar
Apply final tension safely
Check tension before you go
Do:
Always protect webbing straps when passing over sharp edges or rough surfaces
Ensure the strapping is wound evenly across the drum of the truck winch, because the effectiveness of the winch decreases as the thickness of the layers of webbing increases. The decrease in effectiveness can be 100%
Ensure there are at least 1 1/2 turns of strapping on the spindle of hand winches and no more than three, for effective pre-tensioning
Don't:
Join webbing straps by knots or by any means unless approved by the webbing manufacturer
Use webbing straps to restrain loose chemicals
Use webbing straps in high temperatures without referring to the manufacturer's instructions

72. Learnings from previous incidents
Incident – outside transport collect an IBC that was not properly restrained and product fell off the trick and onto the road
Root Cause – IBC was restrained with rope
Key Learnings – Ropes can not restrain IBC’s
Incident – Driver was attempting to close the gate on the bottom casette of the vehicle with an ockky strap and it flug back and a bystander got hooked in the eye
Root Cause – PPE not been used and unapproved restraining devices been used
Key Learnings – do not use unapproved load restraints
Incident – Driver stopped mid journey to check load restraints, found 1 loose, started to tighten the restraint device with a bar and experienced strong pain in the arm
Root Cause – Body stressing using hand tool
Key Learnings – over tensioning of a load restraint.

73. Learnings from previous incidents
Incident – 1. pallet fell off truck on the freeway
2. product cut through load binder webbing flying into the path of an incoming vehicle
3. pallet deteriorated causing the steel straps holding the product to come loose, product feel off the truck
Root Cause – not ensuring that restraints are correct
Key Learnings – the importance of ensuring the load is secure and not to leave site if there is any risk
Incident – sheet packs were been carried 2 abreast. Rubber matting were not used on checker plate tray and between packs. Load moved sideways, steel wsas over hanging tray by 50cm.
Root Cause – The entire loaded was loaded incorrectly
Key Learnings – ensure the operators have been trained and or be sent for a load restraint refresher.
Incident – the bar used to tighten the wich strap clipped causing it to jump back
Root Cause – not using company issued equipment
Key Learnings – DGL employees to only use company issued equipment

74. Learnings from previous incidents
Incident – Product during transporting has cut through the load binder webbing.
Webbing strap has gone underneath the tyres of vehicle and pulled at the ratchet through its track. Ratchet has then hit the mudguard and bounced the ratchet into the path on an oncoming car
Root Cause – Strap failure due to product cutting. Possible cause driver failed to ensure protective cover or protective angle not being placed over sharp product
Key Learnings – Webbing straps being applied to areas where sharp edges are present require additional protection.
Incident – Audit of vehicles found Load Binder straps, in dangerous state
Root Cause – Poor Pre-Start Inspections
Key Learnings – The importance of Pre-Start inspections
Incident – Operator was throwing strap over load of mesh, Loaders had loaded mesh onto truck, and side of mesh was caught ontop of broken pin. Operator did no realise mesh was sitting ontop of damaged pin and when grabbed strap, mesh fell onto hand, Mesh squashed finger and tearing/cutting left index finger, Gloves worn were riggers gloves, not slashguard cut resistant 5 as someone had removed
operator’s pair from his truck previous day
Root Cause – No wearing the appropriate gloves as previously issued
Key Learnings – By using the correct rated gloves can prevent certain injuries to the hands

75. Test your knowledge
Through the following slides you will be asked an number of questions to show that you have understood the content of this learning tool
Please record your answer on the training form F-260.
You will be required to submit the answers to the DGL HSEQ unit
10/19/2017

76. Question 1
The following provides the maximum amount of friction (grip) for loads
a) Smooth Steel
b) Rusty Steel
c) Dunnage
d) Rubber Matt

77. Question 2 Does checker plate offers more load grip than smooth steel
a) Yes
b) No

78. Question 3 High lashing angles provide stronger load restraint a) True
b) False

79. Question 4 Load restraint can be either:
a) Direct (attaching, containing, and blocking)
b) Indirect (tie-down)
c) Either one or a combination of the above

80. Question 5
Chains are suitable for all types of load restraint situations
a) yes
b) no

81. Question 6 a) true b) false
Twists and kinks will not reduce the amount of tension you can achieve in webbing
a) true
b) false

82. Question 7
A load restraint system on a vehicle should be capable of restraining the following percentages of the weight of the load from shifting:
a) 80% forward, 20% upward 50% sideways and 50% rear
b) 50% forward, 20% upward 50% sideways and 50% rear
c) 80% forward, 20% upward 50% sideways and 80% rear

83. Question 8
Joining webbing straps by knots is an accepatble practise and does not reduce the capacity of the webbing
a) True
b) False

84. Additional information
For more information on Load restraint the
following sources may be of assistance
National Transport Commission publication of the Load restraint Guide.
Available on the companies intranet