load securement philosophy: Posted by DC Cargo Mall on June 25, 2010

Sean Kilcarr
Fleet Owner

Darius Cooper is a firm believer that if you want to haul steel for a living, you don't just follow standard safety requirements — you exceed them. “We've taken the minimum Dept. of Transportation (DOT) requirements for steel load securement and added 15%,” explains Cooper, vp-operations for Maverick Transportation.
“For example, if the DOT says a chain can secure 10,000 lb., we rate it at 8,000 lb. That's not to say DOT's safety standards don't work, because they do. But we want to build in an extra margin of safety to protect our drivers, the customer's cargo and the public. You can never be too safe. One of our mottoes is ‘safety first and foremost.’”

That extra effort is warranted, since trucks carry 75 to 80% of all steel shipments in the U.S. And that's a big load. According to the American Iron and Steel Institute, this $35.1-billion industry produced over 107-million tons of steel in 1999.
Although such a heightened safety philosophy requires more time and resources for equipment and driver training, the end result has paid handsome dividends for the Little Rock, Ark.-based fleet.
Steve Williams, president of Maverick, started the business in 1980 with one truck and a mobile home for an office. It has grown into a 750-tractor fleet with more than 750 drivers, as well as four terminals located around the country.
The bulk of Maverick's fleet is made up of Freightliner Century Class tractors, sporting air-ride seats and 70-in. midroof sleepers. Those trucks are limited to regional lanes in 28 Midwestern and Eastern states. About 100 trucks, all Freightliner Classic XL tractors, operate national longhaul routes throughout the “lower 48.”
Maverick uses primarily flatbed trailers: 45-ft. and 48-ft. 102-in. spread axle aluminum models built by East Manufacturing. Non-skid floors make loading and unloading easier. Each trailer comes equipped with eight chains for steel loads, nylon straps for non-steel goods and two tarps.
Steel products such as coils, coil rods, bars and beams make up about 85% of Maverick's freight. The rest is lumber (10%) and building materials (5%).
One key to Maverick's success in the steel-hauling business is the way it trains drivers. Dean Newell, the company's vp-safety, says new drivers go through an extensive four and one-half day orientation process, spending eight to nine hours a day learning how to secure steel loads “the Maverick way.”
“After watching a film on how we do things, drivers go out to a trailer in our yard that's packed with steel coils and practice loading and unloading,” he says. “At the end of that period, they have to pass a test.”
New drivers who are uncomfortable working in the flatbed environment can join the company's Co-Driver program, which lets new hires ride with seasoned veterans to learn the ropes, while getting paid $125 a day.
Maverick is a big believer in the steel-to-steel load securement philosophy: Steel chains secure steel loads, not nylon straps. Maverick's rule of thumb is one steel chain for every 8,000 lb. of steel load weight. For any steel coil weighing more than 30,000 lb., a minimum of four chains must be strung through the coil's “eye,” which is double the number required by DOT regulations.
The company also “double tarps,” covering steel shipments first with a canvas tarp and then a vinyl tarp to protect the load against the elements.
Maverick's steel hauling methods are not recent innovations; Williams credits his father, Wilkie Williams, with developing them. “The equipment we use today is entirely different, but we haul steel exactly the same way,” said Williams. “Steel is a very unforgiving load. That's why we secure all of our steel loads with chains and double tarps, period. While it might mean more work for drivers, this method ends up protecting the customer's cargo and our equipment. It's the only way we'll ever haul steel.”

Getting Started in Flatbeds Posted by DC Cargo Mall on June 08, 2010

You just signed on with a flatbed outfit. You've been pulling reefers for years, but you're sick and tired ofgrocery warehouses and packing sheds. Friends that haul flatbed freight throw around revenue per mile figures that make you green with envy. Yesterday you spent 14 hours waiting on a load of chickens. So here you are, signing a lease to start your flatbed career. There are a few things you should have researched before you signed the lease, but provided everything is in order according to the federal leasing regulations (you did thoroughly read your lease, didn't you?), you can and should correct your oversight before you hit the road. Hang on tight— learning the flatbed side of trucking will be the learning experience of a lifetime. Just getting started can be a little overwhelming, especially from a financial viewpoint.

Chances are you'll be purchasing one (or perhaps more) set of tarps. You'll also need chains, hooks, binders, straps, winches, ratchets, rope, flags, tarp straps and bungee cords sufficient for your operation. But how do you know how many of what to buy?

First familiarize yourself with the cargo securement rules in the Federal Motor Carrier Safety Regulations, Subpart I, Protection Against Shifting or Falling Cargo, §393.100. These regulations are the minimum requirements. The regs include everything from the minimum number of tie-down assemblies required (and the strength of the tie-downs) to special requirements for securing steel coils. Generally speaking, you must have a tie-down assembly (strap or chain) for every 10 feet of cargo on the trailer, though some specific types of freight require more.

Be aware that the Feds are in the process of updating cargo securement requirements. In the meantime, you must have a good working knowledge of current regulations, and until you do, it's a good idea to carry them with you to refer to when necessary.

Next, ask your carrier careful questions about the variety of freight and types of trailers you're likely to haul. In most cases the carrier will have certain requirements about the number and type of tarps, chains, binders, etc. that you must have (these policies may exceed federal requirements). These requirements should have been spelled out in your lease.

Ask drivers who have been with the carrier a while what they would recommend as a good start-up package. Develop a complete list of what you need and contact a supplier. It is important to buy your supplies and equipment from a reputable source. There are any number of good suppliers for these items you require, such as WWW.DCCARGOMALL.COM On everyday items like tarp straps and rope, discount stores can be good places to save money. Depending on your operation, you may also need a good hammer, a supply of nails, and some wood blocks for bracing. You can purchase these at a discount building supply store to save money, but be sure of the quality you're getting. Get all of your equipment together before hitting the road. Buying straps or chains in a truckstop because you don't plan ahead can be an expensive lesson.

"While federal regulations are designed to keep your cargo on the trailer where it belongs, and no one ever expects things to

go wrong, stuff happens," says OOIDA director Ray Kasicki, who has been pulling a flatbed for more than 10 years. "If another vehicle strikes your trailer with enough force, chains, straps, etc., may give way. A few extra tie-downs may mean the load stays on the trailer. There is no such thing as a load that is too secure."

OOIDA member Mike Smead offers this advice: "If another vehicle strikes your rig from the front, you'll have enough to deal with without your suddenly stopped load coming through the back of the cab. If your carrier does not have headboards for their trailers, you might want to think about adding a good quality ‘headache rack' to your list of requirements. The Feds do require you to have one or the other. If your carrier does have headboards, a headache rack is still not a bad idea. It's a matter of personal choice, not a requirement, and a lot of drivers choose to do without."

—Land Line staff

Flatbed Truck Accident Posted by DC Cargo Mall on June 06, 2010

Flatbed Truck Accident

On the picturesque roadways of the United States, flatbed truck accidents all too often create an unsafe, ugly scene. Of the roughly half-million truck accidents that occur each year, flatbed trucks make up a great portion—both through collisions and unsecured cargo.
A flatbed truck is a large vehicle used for commercial purposes with a minimum gross weight of 10,000 pounds, discounting the weight of any passengers or cargo.
Unlike a tractor-trailer truck, the flatbed is mounted directly on the chassis of the truck and cannot be removed. And unlike a tanker truck, a flatbed truck has an open flatbed, as opposed to a closed or covered tanker. It is onto this flatbed that commercial goods and cargo are loaded and transported.
Types of Flatbed Truck Accidents
Flatbed trucks have been known to be involved in accidents both on and off the road.
1) On-the-Road Flatbed Truck Accidents
Many flatbed truck accidents are caused because of the load that they are carrying. Logs, among other types of lumber, are generally transported using flatbed trucks. Sometimes, when a flatbed truck accident occurs, the logs on the truck are shifted forward due to the impact, and come crashing into the cab of the truck after crushing the cab guards. These logs then strike the driver and other passengers in the truck, resulting in serious injuries and sometimes death. So even if the truck passengers would have been able to escape the impact uninjured, the flatbed truck accident can become a tragedy because of the load being carried.
Flatbeds are also used to haul many other types of loads, including motors, cranes, building materials, concrete beams, drywall, etc. These heavy loads have to be tied down to the flatbed and secured thoroughly. The drivers of the flatbed truck are also required to periodically stop their trucks, check their loads, and ensure that their cargo is secured properly and that there is no cause for concern. Even though flatbed truck drivers are careful for the most part, sometimes errors in securing the load adequately, or failure to regularly check the loads while on the road, can lead to a serious flatbed truck accident.
2) Off the Road Flatbed Truck Accidents
All flatbed truck accidents do not necessarily happen on the road. Some occur even if the flatbed truck is not in operation. Many times, during loading of the cargo on the flatbed truck, forklifts and other heavy machinery are used to lift heavy loads onto the flatbed. Misjudgments while using such machinery and errors while loading have resulted in many flatbed truck accidents, in which people have been crushed between the forklift and the rear of the truck, or been crushed by falling loads, and have lost their lives.
Thus to avoid flatbed truck accidents which occur because of the heavy loads, it is essential that employers adequately train their employees and truck drivers in the following areas:
Proper loading and unloading of heavy cargo from and onto the flatbed trucks.
Proper handling and operation of forklifts and other heavy machinery.
Flatbed truck drivers also need to be educated on the importance of regular checking of the loads on their flatbed truck. In a bid to save some time by not stopping to check if loads are secured properly, a truck driver could end up losing his life and also endangering that of others should a flatbed truck accident occur due to unsecured, heavy loads.
If you or a loved one have been injured in a truck accident involving a flatbed truck, it is in your best interest to contact an accident attorney today. They will help you to determine all of the compensation that you should have coming to you.

Load not right? Don't take it Posted by DC Cargo Mall on June 03, 2010

Load not right? Don't take it

Read the eye-opening article from landlinemag.com:

OOIDA Life Member Richard Greer looks much younger than his 68 years – and he considers himself fortunate to have survived his 67th.

One year ago, Greer was bloated and in a coma for nearly two months after a steel building he was preparing to unload slipped and crushed every rib but one, collapsing a lung and coming within an inch, doctors say, of ending his life.

On Feb. 25, 2009, Greer was delivering a steel building at the Highland Valley Copper mines at Logan Lake in British Columbia, Canada.

From the moment he first saw the building, Greer said the building just didn’t look right on the flatbed.

“I didn’t like it. I noticed it didn’t look right the second I pulled in to pick it up,” Greer said.

But the escorts were ready to go, and his shipper and receiver were counting on the delivery to the mine site. So Richard hooked his truck up to the flatbed and delivered it to the mine that cold February day. At the mine, he walked around and stood behind the flatbed, and started to remove straps at the end of the load.

In an instant, the steel building slipped and flattened Richard to the ground.

As luck – or fate – would have it, area emergency workers were performing safety training exercises that day at the Highland Valley Copper mine within sight of Richard.

After the building fell, they rushed to his aid.

Three minutes after the building fell on him, the group had moved the building off and were trying to stabilize Richard’s body.

“It’s funny that they happened to be there that morning,” Richard said.

Richard remembers being taken to the hospital, and he’ll never forget not being able to feel his arms and legs.

“I couldn’t feel anything; even being naked on the cold table I wasn’t cold,” he said.

He soon went unconscious, a state in which he’d remain for nearly two months.

That day, Feb. 25, happened to be Jessie Greer’s birthday. Jessie, Richard’s wife, spent 54 days in the hospital with him, watching and hoping for a miracle as her husband lay unconscious.

Richard’s friends didn’t hold back when describing their buddy during his coma.

“They told me I blew up like the Pillsbury Doughboy,” Greer said.

British Columbia conducted a comprehensive investigation of the incident, and though the report identified causes and made “recommendations for policy and procedure changes,” the government’s Energy, Mines & Petroleum Resources division didn’t prosecute or fine anyone over the incident or Richard’s injuries.

Richard visited OOIDA headquarters with friend Vern Shore, who is also an OOIDA life member, in mid-April. The trip in Shore’s truck was his first road trip since the day he was nearly killed.

Richard said he wants drivers to take one bit of advice. As his smile fades, Richard locks eyes with you and he points his finger to punctuate his words.

“When you feel like something isn’t right with a load,” Richard says, “refuse to take it.”

Stacy Moody
Not every driver survives a slipped load.

Stacy Moody, 41, of Turbeville, SC, was unloading a slab of granite shortly after he arrived April 12 at American Countertops Co., in Hanover, MD. Moody was reportedly removing the straps from the granite slab by himself when it fell on him, killing him.

Other employees nearby moved the slab before paramedics arrived, but Moody was pronounced dead at the scene.

The Capital Gazette reported that Maryland Occupational Safety and Health is investigating the incident and that an American Countertops Co. supervisor said loading and unloading is typically performed by one truck driver.

OOIDA Life Member Charlie Parfrey has asked federal agencies for years to address problems with A-frame loads typically used for heavy flat rock and glass.

Parfrey said incidents where truckers are injured or even killed are unfortunately not surprising.

Steve Mosbrucker, who worked for Parfrey’s trucking company, nearly died when a granite load slipped and fell on him in 2004.

A shipper had loaded Mosbrucker’s flatbed with granite slabs, which were supported by an A-frame ill-equipped for the load. The A-frame had been extended, using two-by-fours and duct tape, and then loaded with the flat rock.

As Mosbrucker released the first strap, the A-frame collapsed and the granite slid off the truck. Mosbrucker suffered seven orbital fractures, a broken jaw, compressed left shoulder, a hip injury, and deep scrapes to his left leg.

Many other injuries suffered by drivers from slabs of granite, marble and glass go unreported, Parfrey said.

Mosbrucker spent 10 weeks off the road recovering, but the incident is one of several that motivated Parfrey to repeatedly ask the Federal Motor Carrier Safety Administration, the Occupational Safety and Health Administration, and others to protect truckers that work with loads that use A-frame systems.

Some A-frames have a load capacity of 6,000 pounds, but may be used to haul as much as 20,000 pounds, he said.

“This is a forgotten part of the industry. It’s just something where somebody said, ‘Oh, we can’t do anything about it – so let it be. We have no control,’ ” Parfrey said. “I think OSHA has got to get involved here.”

Parfrey said a new A-frame system has been used by flatbedders in recent years, which is safer for drivers and others to use. The continued use of A-frames that lack necessary strength, however, mean federal requirements are needed, he said.

“It’s going to have to be something that’s mandated from an agency like OSHA or FMCSA. It’s got to be mandated in the industry,” Parfrey said. LL