Heavy Equipment Transporting Operation Procedure

HEALTH, SAFETY AND ENVIRONMENT SPECIFICATION
HEAVY EQUIPMENT TRANSPORTING OPERATION PROCEDURE

LOAD SAFETY AND RESTRAINING
DOCUMENT ID - SAB 2001

VERSION - 1.0
DATE - 04.12.20
Prepared By: Approved By:
SALEH AYED BALHARITH EST. (SAB)
COPYRIGHT
No part of this manual may be reproduced in any form by print, photocopy, microfilm or any other means
wholly or in part or disclosed to any person outside Saleh Ayed Balharith Est. (SAB) without the written
permission of the General Manager .
Dec 2020
The following is a brief summary of the four most recent revisions to this document. Details of all
revisions prior to these are held on file by the Document Custodian.
Version No. Date Author Scope / Remarks

Version 1.0 Dec 2020 Mohamed Amri Initial issue.
SAB-2001 Version 1.0 Page ii

Contents
1 Introduction .................................................................................................................................. 1
1.1 Purpose ................................................................................................................................. 1
1.2 Scope .................................................................................................................................... 1
1.3 Definitions............................................................................................................................. 1
1.4 Responsibilities ..................................................................................................................... 2
1.5 Legal Requirements ............................................................................................................... 3
1.6 Performance Monitoring ....................................................................................................... 3
1.7 Review and Improvement ..................................................................................................... 3
2 Summary of Requirements ........................................................................................................... 4
2.1 General Requirements .......................................................................................................... 4
2.1.1 Vehicle Selection ............................................................................................................. 4
2.1.2 Amount of Restraint ........................................................................................................ 4
2.1.3 Load Dimensions Summary ............................................................................................. 4
2.1.4 Load Height ..................................................................................................................... 5
2.1.5 Maximum Load Weight ................................................................................................... 6
2.1.6 Traffic Law: Vehicle width, length and total weight ......................................................... 9
2.1.7 Lashing .......................................................................................................................... 10
2.1.8 Inspection of chains and hooks used for load restraining ............................................... 10
2.2 Requirements for Specific Loads.......................................................................................... 11
2.2.1 Mobile Plant and Equipment ......................................................................................... 11
2.2.2 Contained Loads ............................................................................................................ 12
2.2.3 Pipes and Tubulars ........................................................................................................ 13
2.2.4 Big Bags ........................................................................................................................ 13
2.2.5 General Cargo ............................................................................................................... 13
2.2.6 Hazardous Materials ..................................................................................................... 14
3 Principles of Restraining Loads .................................................................................................... 15
3.1 Adequate load restraint ...................................................................................................... 15
3.2 Types of load shifting .......................................................................................................... 16
3.2.1 Braking .......................................................................................................................... 16
3.2.2 Accelerating .................................................................................................................. 16
3.2.3 Cornering ...................................................................................................................... 17
3.2.4 Road gradients .............................................................................................................. 17
3.2.5 Air flow .......................................................................................................................... 18
3.2.6 Rough road surface ....................................................................................................... 18
3.3 Basic requirements for load restraint .................................................................................. 18
3.3.1 Choice of vehicles .......................................................................................................... 18
3.3.2 Arrangement of loads .................................................................................................... 20
3.4 Lashing Material .................................................................................................................. 22
3.4.1 Steel Chains ................................................................................................................... 22
3.4.2 Inspection of Chains and Hooks ..................................................................................... 23
3.4.3 Webbing and tensioners ................................................................................................ 23
3.4.4 Chain binders ................................................................................................................ 25
SAB-2001 Version 1.0 Page iii

3.5 Lashing Angles ..................................................................................................................... 27
3.6 Load Restraint Methods ...................................................................................................... 28
3.6.1 Tie-Down Lashing .......................................................................................................... 28
3.6.2 Contained Loads ............................................................................................................ 30
3.6.3 Blocked loads ................................................................................................................ 30
3.6.4 Attached loads .............................................................................................................. 31
3.6.5 Combined tie-down and direct restraint ........................................................................ 31
3.7 Dunnage.............................................................................................................................. 31
3.8 Chocks................................................................................................................................. 33
3.9 Appropriate Driving Methods .............................................................................................. 33
4 Securing Specific Loads ............................................................................................................... 34
4.1 Vehicles and Mobile Equipment .......................................................................................... 34
4.1.1 General Requirements ................................................................................................... 34
4.1.2 Lashings and Attaching Lashings .................................................................................... 35
4.1.3 Securing Tracked Vehicles and Equipment ..................................................................... 36
4.1.4 Securing Rubber Tyred Vehicles and Equipment ............................................................ 39
4.2 Contained Loads .................................................................................................................. 44
4.3 Large Loads ......................................................................................................................... 45
4.3.1 Containers ..................................................................................................................... 45
4.3.2 Tanks, Bins, Skips and Skids ........................................................................................... 45
4.4 Pipes and Tubulars .............................................................................................................. 47
4.4.1 General Requirements ................................................................................................... 47
4.4.2 Pipes and Tubulars ........................................................................................................ 48
4.5 Bags and Sacks .................................................................................................................... 50
4.6 Packs and Pallets ................................................................................................................. 51
4.7 Rolls, Reels, Coils and Drums ............................................................................................... 52
4.8 Sheets and Flat Loads .......................................................................................................... 53
4.9 Gas Cylinders....................................................................................................................... 53
4.10 General Freight ................................................................................................................... 54
APPENDIX A – LEGAL TRUCK WEIGHT
SAB-2001 Version 1.0 Page iv

1 Introduction
1.1 Purpose
SAB operations rely on road transport of cargo and heavy equipment to and from remote
locations. Recent incidents and focused inspections resulting from incidents have identified
that improperly secured loads of cargo or equipment contribute to the incidence and severity
of road accidents.
This Specification describes SAB's minimum requirements for load restraint in road transport.
1.2 Scope
This Specification applies to:
 all SAB, Contractors and their subcontractors, vendors and suppliers staff (undertaking
work-related road transport journeys) and/or road transport activities (in the execution of
SAB contracts); and,
 all SAB and Contractors vehicles and equipment (when operating in the execution of SAB
contracts).
The requirements of this Specification that apply to Contractors shall apply to Vendors and
Suppliers when delivering goods to SAB interior locations (including to warehouses) on behalf
of SAB, a Contractor or Sub-Contractor.
1.3 Definitions
Baffle Barriers fitted crosswise and lengthwise inside tanks to limits the
surging of fluids during acceleration, braking and cornering
Centre of Gravity The point at which a load can be balanced with half of the mass on
either side of a line through the point
Chock Wedge shaped blocks that can be used to prevent movement of a
load
Dunnage Packing material placed either between items of a load or between
the load and the transport vehicle
Flammable Substance A substance which is:
 A liquid with a flash point below 23°C
 Any flammable gas
Friction Mat A sheet of material used to increase the coefficient of friction
between two surfaces, typically made of rubber
Gross Vehicle Weight The maximum weight of a vehicle when loaded, as stated by the
(GVW) manufacturer. Derived from the kerb weight of the vehicle plus the
weight of the load added together equate to the Gross Vehicle Weight
(GVW)
Hazardous Materials Materials classified as dangerous to humans and/or the environment
(generally explosive, radioactive, flammable, toxic, or corrosive)
Headboard A permanent vertical frame mounted at the front of a transport
vehicle’s loading deck, capable of restraining 50% of the load weight.
Heavy Equipment Wheeled or tracked engineering plant
Heavy Goods Vehicle Any motor vehicle with a kerb weight of more than 4000 kg, which is
(HGV) designed specifically to pull a trailer or to carry cargo
Kerb Weight (Tare The unladen weight of a vehicle as recorded by the Royal Saudi Arabia
Weight) Police at registration.
Lashing Point A fitting or attachment on a vehicle or a load specifically installed as a
SP-2001 Version 1.0 Page 1

point to secure a lashing
Lashings Fastening devices made of chain or nylon webbing used to restrain
loads
Light Vehicle (LV) Any motor vehicle having a kerb weight less than or equal to 4000 kg
and having 8 passenger seats or less
Low Bed Trailer A trailer specifically designed to carry high centre of gravity loads
Pallet A portable wooden platform onto which loads are placed for
mechanical handling
Payload Is the load capacity (load weight) carried by a vehicle. Calculated as
being the difference between the Gross Vehicle Weight (GVW) and
the kerb (tare) weight of the vehicle.
Professional Driver Any person employed as a driver
SAP Saudi Arabia Police
RMS Rig Move Supervisor
Stabiliser A rigid member that can be extended from a crane or vehicle to
support a load in the direction of its length
Stanchion An upright pole fixed to the side of a vehicle for lateral restraint
Tarpaulin A waterproof sheet used to cover and protect goods from the
weather
Trailer Any vehicle designed to be towed by a motor vehicle (including semi-
trailers)
Twist Lock A locking device with a rotating head that is used to engage a corner
casting of specially designed load containers
Unitising Binding groups of small items together to form larger units of a load
Vehicle A light vehicle, heavy goods vehicle or trailer
1.4 Responsibilities
Operation Manager/Safety Manager are responsible for ensuring that the activities they
control are managed in accordance with the requirements of this Specification. In the event
that circumstances prevent compliance with this Specification, Operation Manager/Safety
Manager shall seek step-out approval (refer to ‘HSE Management System Manual’).
Contract Holders are responsible for communicating this Specification to Contractors, and for
ensuring that the requirements of this Specification are adhered to within the scope of their
contracts. In the event that circumstances prevent compliance with this Specification,
Contract Holders shall seek step-out approval (refer to ‘HSE Management System Manual’).
Contractors are responsible for ensuring that activities undertaken within the scope of their
contracts and sub-contracts are managed in accordance with the requirements of this
Specification.
Contracting and procurement staff are responsible for ensuring that the requirements of this
Specification are reflected in contracts, price agreements and purchase orders with suppliers
to SAB.
Logistic supervisors are responsible for ensuring that the vehicles that are used to transport
cargo and equipment are appropriate and fit for service, and that drivers are provided with
the skills and equipment necessary to secure their loads prior to taking to the road.
Drivers are ultimately responsible for ensuring that the loads that they carry are secure prior
to taking to the road and for inspecting the load at regular intervals during a trip.

1.5 Legal Requirements
All drivers, vehicles and equipment shall comply with the road traffic laws of Saudi Arabia.
1.6 Performance Monitoring

Compliance with this Specification shall be monitored through workplace supervision, audits
of transport companies, periodic inspections and random checks by the RMS.
1.7 Review and Improvement

Any user of this document who encounters a mistake or confusing entry is requested to
immediately notify the Document Custodian using the form provided in ‘HSE Management
System Manual’.
This document shall be reviewed as necessary by the Document Custodian, but no less
frequently than every two years.

2 Summary of Requirements
2.1 General Requirements
2.1.1 Vehicle Selection

Select a vehicle appropriate for the actual load to be carried; taking into account the
following:
 Design and construction of the vehicle; eg wood or steel deck, open sided or side gated,
high bed or low bed, twist locks fitted, open or closed body, restraint anchorage points.
 Maximum carrying capacity of the vehicle in relation to the weight of the load, -do not
overload the vehicle.
 Length, height and width of the vehicle load deck in order that a load can be contained
within the vehicle if possible and thus avoid the need for an escort.
 If the load is a bulk liquid, then the vehicle tank must be designed to completely contain
the load and to minimise the effect of load movement on stability (baffled).
 If the load is loose bulk material (eg. sand or earth) then the vehicle must be fitted with a
cover to prevent any of the material blowing or falling off.
2.1.2 Amount of Restraint

Every load shall be restrained. The restraint system shall be strong enough to restrain the load
without any movement relative to the vehicle during all expected conditions of operation.
This requires a load restraint system strong enough to withstand:
 100% of the load weight in the forward direction of the vehicle
 50% of the weight of the load in the sideways directions
 50% of the weight in the reverse direction of the vehicle
 20% of the weight in the upward direction
2.1.3 Load Dimensions Summary

Loaded vehicles shall not normally be more than:
 4.80 metres in height.
 3.5 metres in width.
 1.5 metres extension beyond the rear, and 1.0 metres in front of the vehicle.
The length of the vehicle on government roads should not exceed 17 metres.
A vehicle, which cannot meet these limits, requires an escort vehicle, and in some cases
particularly wide loads over 3.5 metres wide, an ROP/SAB escort to their destination, as well
as additional route planning is necessary. Vehicles carrying an oversized load shall have
appropriate flags, and placards. If permitted to move at night wide loads shall have additional
lighting and have lit hazard markings and width indicators.
On in-field rig moves only, escort vehicles are at the discretion of the rig move supervisor, all
other out size load movements shall adhere to the requirements for escorts, flagging etc. as
detailed above.

2.1.4 Load Height
A vehicle shall not be loaded to such a height that vehicle stability is adversely affected.
For maximum stability the height of the combined Centre of Gravity (C of G) of the vehicle
plus the load should be within the width of the vehicle, as measured from the outside of
nearside tyre to the outside of the offside tyre -- the track width.
The Centre of Gravity of vehicles plus loads, which are higher than the measured track-width
of the vehicle have a correspondingly lower stability, and greater care shall be taken when
driving, particularly on corners and side slopes.
The normal maximum clearance below bridges and overpasses in Saudi Arabia is 5.5 metres.
Therefore, the maximum permissible height of a vehicle and high load (over 4.80m) that will
use a government road for transport in a populous area is 5.4 metres-allowing 10 cm safety
tolerance. Note that some overhead bridges are lower than 5.5 metres, and also the stated
clearance may not apply to the full width of the roadway under the bridge. Due care shall
therefore be taken in route planning.
Overhead power lines present a hazard to high loads, particularly in the Interior of Saudi
Arabia, both within towns and in desert oilfield areas. A minimum vertical gap–to avoid
flashover, which can be up to 3.2 metres dependent on line voltage, is required between the
point of maximum load height and the overhead power-line.
The route of a vehicle over 5.4 metres height shall therefore be carefully selected so that
obstructions such as low power lines, bridges and overhanging obstructions e.g. lamp-posts,
can be avoided. Such high loads shall be escorted.
In order to identify such potential obstructions when planning the movement of loads over
5.4 metres in height a pre-movement route survey shall be completed.
Pre-move route surveys are mandatory for high and wide loads including
rig trailers (with SAP/SAB escort further in front).
Figure 1: Rig Move

2.1.5 Maximum Load Weight
A vehicle shall not carry a load which exceeds its specified loading capacity.
The legal maximum vehicle plus load weight, ie. the gross vehicle weight (GVW) described in
the Saudi Arabia National Transportation Strategy is 40 tonnes (see APPENDIX A – LEGAL
TRUCK WEIGHT 1).
Permits for oversize or overweight vehicles.
(a) The secretary of transportation with respect to highways under the secretary's
jurisdiction and local authorities with respect to highways under their jurisdiction, in their
discretion, upon application, may issue a special permit, such term shall include an
authorization number, to the owner or operator of an oversize or overweight vehicle. The
special permit shall authorize the special permit holder to operate or move a vehicle or
combination of vehicles that exceed the limitations of this act, on a route, or routes,
designated in the special permit and in accordance with the terms and conditions of the
special permit.
(b) The application for the permit shall describe the vehicle, or combination of vehicles and
all loads or cargo for which the special permit is requested, the route or routes on which
operation is sought and whether a single trip or annual operation is requested. One special
permit may be issued for a vehicle or combination of vehicles, that are both oversize and
overweight. A special permit under this section may be for a single trip or for annual
operation. The special permit shall designate the route or routes that may be used and any
other terms, conditions or restrictions deemed necessary. The secretary of transportation
shall charge a fee for each permit or authorization number issued as provided for in
subsection (f). No permit shall be required to authorize the moving or operating upon any
highway, by an implement dealer, as defined in K.S.A. 2018 Supp. 8-1918, and amendments
thereto, or employee thereof who possesses an annual permit and following all conditions set

forth in K.S.A. 2018 Supp. 8-1918, and amendments thereto, of farm tractors, combines,
fertilizer dispensing equipment or other farm machinery, or machinery being transported to
be used for terracing or soil or water conservation work upon farms. No permit shall be
required to authorize the moving or operating upon any highway of farm tractors, combines,
fertilizer dispensing equipment or other farm machinery, or machinery being transported to
be used for terracing or soil or water conservation work upon farms, or vehicles owned by
counties, cities and other political subdivisions of the state, except that this sentence shall
not:
Vehicles operating under the provisions of a permit issued under subsection (a), that exceed
the width limitations prescribed by K.S.A. 8-1902, and amendments thereto, or the length
provisions in K.S.A. 8-1904, and amendments thereto, shall have a sign attached that states
"OVERSIZE LOAD" and the dimensions of the sign shall be a minimum of seven feet long and
18 inches high. Letters shall be a minimum of 10 inches high with a brush stroke of not less
than 12∕5 inches. The sign shall be readily visible from a distance of 500 feet and shall be
removed when the vehicle or load no longer exceeds the legal width dimensions prescribed by
K.S.A. 8-1902, and amendments thereto, or the length provisions in K.S.A. 8-1904, and
amendments thereto. Each such vehicle shall be equipped with red flags on all four corners of
the oversize load.
Maximum legal load weights for Semi-Trailers

This section covers the safe (and legal) maximum load weights to be loaded onto prime
movers and 40-foot flat-bed trailers.
The maximum permitted legal load is determined by both the empty weight of the trailer and
the drive axle load capacity of the prime mover as stated on their respective Vehicle
Registration Documents.
Forty-foot semi-trailers commonly used in Saudi Arabia have an empty weight of either 8
tonnes or 9 tonnes.
Procedure:
1. First determine empty weight of the trailer (from registration card or trailer
manufacturer’s plate) then use the relevant table 1 or 2 below, for 8 tonnes or 9 tonnes.
If the trailer empty weight is less, then the load may be increased accordingly.
2. Check the prime mover rear axle loading capacity recorded on the Vehicle registration
card.
3. Use the table to read off the maximum safe load against that axle capacity.
Semi-trailers hauled by SINGLE REAR AXLE Prime Movers (4 X 2)
1) Trailer with an empty weight of 9 tonnes.
Registered Single Axle Capacity in tonnes Maximum Load in

Tonnes
12 18.5
13 21
14 23.5

15 24.6

2) Trailer with an empty weight of 8 tonnes
Registered Single Axle Capacity Maximum Load in

In tonnes Tonnes
12 19.5
13 22
14 24.5
15 25.8
Semi trailer hauled by TWIN REAR AXLE Prime Mover (6 X4, or 6X2)
The maximum safe and legal load depends on the trailer empty weight (and meeting the SAP
legal maximum axle loadings,
Trailer with an empty weight of 9 tonnes: Maximum allowable load is 29 tonnes.

Trailer with an empty weight of 8 tonnes Maximum allowable load is 30 tonnes
2.1.6 Traffic Law: Vehicle width, length and total weight

vehicle including any load thereon shall exceed a height of 14 feet, except that a vehicle
transporting cylindrically shaped bales of hay as authorized by K.S.A. 8-1902(e), and
amendments thereto, may be loaded with such bales secured to a height not exceeding 14
1/2 feet.
The total weight of the vehicle inclusive of the assumed load on the road should not exceed
40 tonnes. The Administration may, with the approval of the competent authorities increase
the weight limit by a permit determining the route of the vehicle issued for each case
separately if so needed.

Lashing
Lashings shall be one of two types of material:
 Steel chain not less than 13 mm (1/2 inch) in thickness with grab, winged or claw hooks,
or,
 Webbing straps of 50 mm width or greater.
Cargo netting is also acceptable as a secondary restraint when the load is large enough not to
pass through the netting.
Ropes shall not be used to lash, tie down or restrain loads except on light vehicles.
Steel chain shall not be used to restrain steel pipes or tubulars - webbing straps shall be used.
Hydraulic lifting arms shall not be used as a means to restrain a load
Lashings shall be attached to the lashing points on vehicles and equipment to provide
adequate restraint and prevent damaging the equipment. In cases where no lashing point on
the equipment is available, the equipment shall be restrained at a point that will not move
during transport with respect to the lashing
The driver shall inspect lashings at regular intervals over a journey, and if necessary shall
tighten them, to ensure that adequate restraint is maintained.
 On blacktop roads, the load restraints shall be inspected every 100 kilometres.
 On graded roads, load restraints need to be inspected every 50 km.
The driver shall stop the vehicle in a safe place to inspect the load.
Lashing angles shall be adhered to per the specifications in section 3.5.
2.1.7 Inspection of chains and hooks used for load restraining

Chains and hooks shall be visually inspected every six months to ensure no broken, stretched,
bent, damaged or worn or grooved links (link diameter reduced by 10% = failure), or no
stretched or damaged hooks. If deemed fit for service chains shall be colour coded on the links
adjacent to the hooks (per lifting equipment colour codes in SP-1239), with the hooks also
colour coded. Note that chains “repaired” by welding are unacceptable. Chains which fail the
inspection shall be scrapped.
CHAINS FOR LASHING SHALL NEVER BE USED AS LIFTING EQUIPMENT-their method of

manufacture and steel type makes them unsuitable for lifting purposes.
The manufacturer’s Certificate of Shock Loading shall be obtained at time of purchasing the
chain, and be retained for inspection at owner’s premises.
Prior to each use of a chain the driver shall visually inspect the chains and hooks for damage. If
any damage is found do not use, notify the supervisor.

2.2 Requirements for Specific Loads
2.2.1 Mobile Plant and Equipment

Heavy mobile plant, vehicles and equipment (mobile cranes, engineering plant, bulldozers,
graders, etc.) shall only be transported by low-bed trailer. High bed trailers shall not be used.
[Exception: Oilfield trailers (2.8 metres wide or over) may be used to transport, all-terrain
fork-lifts, integrated tool carriers and seismic vibrator buggies in the interior of Saudi Arabia
provided winch cage prime movers are utilised (to protect the cab)].
Figure 2: Prime Mover with Winch Cage and Rear Cab Protection
Steel tracked equipment such as bulldozers, excavators, side booms etc., shall be transported
on wooden decked low-beds, Steel decked low-beds may only be used provided rubber or
wooden load mats are placed between the steel tracks and steel decks to avoid steel on steel
contact, (low friction = high risk).
Restraint by four 13 mm chains with blocking is the accepted standard for transporting most
mobile plant and equipment. Calculate to ensure 4 are sufficient for the load weight.
 The equipment should be blocked against the gooseneck of the low-bed trailer.
 Two chains shall be attached at the rear to prevent sideways movements.
 Two chains shall also be attached at the front to prevent rearward movement and be so
angled as to also prevent sideways movement. If the two front chains cannot be so
angled (eg. due to limited anchoring point locations), then two additional chains must be
utilised.
 Wheeled vehicles or equipment shall have at least one pair of tyres restrained with
chocks if the journey is to take place entirely on blacktop roads. If the journey is to
include graded roads, to avoid adverse “pinching effect” due to rough road surfaces
chocks are not required only when:
- additional lashings are applied; and,
- parking brakes and transmission brakes are applied.
If either one of these two conditions cannot be met, chocks shall also be used for trips on
graded roads.

The following load restraint rules shall also be applied when moving mobile plant or
equipment:
 Check tyres on rubber tyred vehicles or equipment for correct pressures and that there
are no leaks at the time of loading.
 Engage the articulated steering locks/separate locking mechanism when transporting
articulated machines.
 Operate all hydraulic controls (including steering) at least twice with the engine off to
relieve any residual hydraulic pressure in the systems.
 Engage the 4 Wheel Drive option, if fitted, before applying the parking brake.
 Apply transmission brakes of mobile equipment and engage the parking brake
 Lower the stabiliser outriggers if fitted (e.g. on cranes), ensuring no steel on steel contact,
use rubber or wooden load mats. Ensure that the tyres still have contact with the low-bed
trailer deck.
 Load cranes and excavators with the boom facing to the rear of the low-bed trailer.
 Restrain movable parts (eg. excavator booms, backhoes) that can rotate with chains.
 Lower buckets, blades and rippers, vibrator pads etc. onto the trailer deck.
When the mobile equipment is wider than the trailer deck, a widening low bed trailer with
outriggers or extensions shall be used for maximum support. At least 75% of the normal
contact area of tyres or tracks shall be supported.
Hydraulic booms shall not be used a means of load restraint.
2.2.2 Contained Loads

 Shipping Containers
Only trailers fitted with twist locks shall be used to transport 20 ft and 40 ft shipping
containers - four operable twist locks per container.
 Skid Loads
Skid loads shall be restrained by four chains, one at each corner of the skid, correctly
angled to prevent forward/rear/sideways movement.
 Other contained loads

Where a load is carried in an open bodied vehicle without any vertical lashing, the top of
each item shall be at least 300 mm below the top of the sides or tailgate.
Tanks, skips, skids, and bins shall be secured whether they are empty or not.

2.2.3 Pipes and Tubulars
Use of Headboards
Pipes and tubulars shall be
 transported on vehicle/trailers with headboards that can prevent the load from moving
forward in the event of a sudden stop of the vehicle.
[Exception: Oilfield trailers (without headboards) can be used to haul pipes/tubulars in
the interior provided the prime mover has a winch-cage to protect the cabin].
 positioned as close as possible to the headboard (to leave a minimal space for
loading/unloading hooks if required).
 positioned such that the top layer of pipe/tubulars has at least a portion of each pipe or
tubular below the top of the headboard. Ie. no layer shall be 100% above the headboard.
top.
Headboards shall be in good condition securely connected to the trailer/vehicle body, no

splits, corrosion or other damage affecting the headboard integrity. The headboard shall be
capable of restraining 50% of the maximum load weight that can be carried.
Side Stakes/Stanchions
Vehicles or trailers shall have a minimum of four side-stakes/stanchions on each side to
prevent sideways movement of the load.
Tie-down lashings
Tie-down web lashings shall be sufficiently tensioned to provide adequate downward restraint
and prevent sideways/frontal/rearward movement.
Forty-foot lengths of pipes and tubulars shall be restrained by webbing-minimum of four web
straps of 4 inch/100 mm width, and minimum of four stanchions/side stakes per side (8 in
total).
Steel chains shall not be used to secure steel pipes or tubulars.
2.2.4 Big Bags

Big Bags shall be transported in trailers with headboards, secured by tie-down web lashings
and cargo-nets. The first row of bags shall be stacked against the headboard. When high
sided cage trailers are used, cargo nets are not required. A second layer of bags may be
stacked on the middle of the two bottom rows of bags provided in so doing the vehicle is not
overloaded.
[Exception: Oilfield trailers may be used to transport big bags in the interior. Each of the front
and rear rows must be lashed with web lashings, with cargo nets secured over the entire
load].
2.2.5 General Cargo

Separate lashings shall be used for individual items in a load unless the items are blocked in,
unitised or contained as detailed in this Specification. All general freight loads shall be secured
such that the load will not dislodge, cause the vehicle to become unstable, or fall out during
unloading operations.

2.2.6 Hazardous Materials
The transport of hazardous materials presents additional risks and shall be fully in compliance
with the Chemical Management Specification, SP-1194 and SAP Regulations with regard to the
specific requirements for vehicles, transport supervisors, drivers, hazard communication and
emergency management as detailed in this Specification.
Industrial gas cylinders, full or empty shall be securely fastened in upright cages or racks; they
shall never be transported in a horizontal position.
Key points to note are as follows:

 Each hazardous material shall have a Manufacturers Safety Data Sheet MSDS) or SHOC
card accompanying the load.
 A Transport Emergency Card (TREM Card) relevant to the type of hazardous material shall
be carried in the vehicle for use by the driver and emergency services in event of an
accident.
 Vehicles transporting hazardous materials shall comply with both ROP Civil Defence, and
SAB specifications.
 Packaging and containers shall meet international minimum safety standards for the
transport of hazardous materials.
 Drivers shall have the relevant PPE readily available, per the MSDS requirements.
 Drivers of hazardous materials loads must be trained experienced drivers, who shall know
what to do in an emergency, or after an accident; their training shall include TREM Card
instructions and fire extinguisher training.
Refer to Section Erreur ! Source du renvoi introuvable. of this specification for fuller details of
safely transporting hazardous materials.

3 Principles of Restraining Loads
This section details information on the forces that act upon a load during transport and
illustrates the principles of properly restraining loads that can be applied in any situation.
Specific requirements that apply for the different load types that can be encountered in SAB’s
business are detailed in Section 4.
In summary, the transporters shall:

 Choose a suitable vehicle.
 Observe specific load restrictions (height, weight, etc).
 Arrange the load appropriately.
 Provide adequate load restraint and cover.
 Drive appropriately.
3.1 Adequate load restraint

Every load shall be restrained to prevent unacceptable movement during all expected
conditions of operation. The following figure illustrates the required restraining force in
different directions. The values in the figure represent the fraction of the full weight of the
load that the restraining system shall be able to withstand to prevent the load from shifting in
the direction indicated.
One fifth of the weight

upwards (rough roads)
Half of the weight of

the load rearward
(accelerating or
reverse braking)
Full weight of the

load forward
(braking)
Half of the weight of

the load sideways
(cornering)
Figure 3: Required restraint
The load restraint equipment shall be strong enough for each type of load carried. Specific
details of load restraint to be used on various load types are covered in Sections 3.4 to 3.8 for
specifics on load restraint equipment
The principles of load restraining contained in this Specification are based on the maximum
potential forces met during normal road use-they will not restrain a load when a vehicle is
involved in an accident where greatly increased forces may be encountered.

3.2 Types of load shifting
There are a number of reasons that loads can shift while the vehicle is moving. Unsecured
loads pose a danger to people who come into contact with them, other road users, and can
cause damage to the load and the vehicle.
Note that a load may seem secure when loaded onto a vehicle without restraint when the
vehicle is stationary, but often becomes unsecured as the vehicle moves.
3.2.1 Braking
The load can slide forward when the vehicle brakes while driving forward, or accelerates in
reverse direction.
Figure 4: Braking
3.2.2 Accelerating
The load can shift backwards when the vehicle accelerates forward or brakes while moving in
reverse direction.
Figure 5: Accelerating

3.2.3 Cornering
The load can easily shift sideways when cornering due to centrifugal forces. The amount of
force required to prevent the load shifting will increase as the speed increases, and as the
corner gets tighter (or radius of the corner becomes smaller).
Figure 6: Cornering
3.2.4 Road gradients

When travelling over undulating or hilly roads, or when the road surface is sloped in any
direction, the load can shift easily, even if the vehicle is stationary.
Figure 7: load shifting on hill
Figure 8: Sideways sloping

3.2.5 Air flow
When the vehicle is travelling at high speed or under windy conditions, lightweight loads,
loads with large wind facing areas, or loads in the form of sheets can dislodge from the
vehicle.
Figure 9: Air flow
3.2.6 Rough road surface

When a vehicle is travelling over rough surfaces such as a graded road, an unsecured load can
shift or fall off the vehicle due to vibration.
Figure 10: Rough road
3.3 Basic requirements for load restraint
3.3.1 Choice of vehicles

A vehicle that is appropriate for each load to be carried shall be selected, taking into
consideration characteristics including:
 the design and materials of construction of the vehicle; and,
 the maximum carrying capacity of the vehicle in relation to the weight of the load
and any mobile equipment (such as forklifts) that will be used on the vehicle for
loading; and,
 the length, height and width of the vehicle in relation to the load, so that a load can
be contained within the vehicle if possible and avoid the need for an escort.

Figure 11: Adequate choice of vehicles
Vehicles carrying liquids and loose bulk material must be designed to completely contain the
load and to minimise the effect of load movement on the vehicle’s stability. Open vehicles
designed for carrying loose bulk material (e.g. sand or earth) must be fitted with a cover if
there is a possibility of any of the load blowing or falling off. Large tanks must be adequately
baffled if not almost full or empty when transported.
Figure 12: Adequate load cover
Consideration must also be given to loads with high centres of gravity). Vehicle and load
combinations that have a high centre of mass will overturn at speeds that are lower than
vehicle and load combinations with lower centres of gravity. These types of loads should be
carried on a vehicle with a low platform height (e.g. drop frame trailer or low bed trailer) or on
a vehicle with good roll stability.
Figure 13: Low bed trailer

3.3.2 Arrangement of loads
Prior to loading a vehicle, the following items shall be inspected to ensure that they are in
good condition and are appropriate for the load to be carried:
 Load platform or cargo body
 Anchorage points or twist locks
Following inspection of the vehicle, the load then needs to be placed onto the vehicle and
secured in a manner that will not exceed the gross weight limit of the vehicle or overload any
of the individual axles. It should also be ensured that cargo that will be unloaded at multiple
stops in a journey is positioned in a manner that will not cause the load to be distributed
unevenly as pieces are removed during deliveries.
Finally, the load shall be arranged on the vehicle in such a way that the weight is distributed
evenly in both horizontal directions and does not cause the vehicle to tilt on its axles. A
vehicle that is tilting on its axles when stationary is more likely to overturn or have cargo fall
off of it.
Figure 14: Positioning the load
If practicable, the load shall be placed in contact with a headboard. Where this is not
practicable then additional means of securing the load must be used. These include:
a) moving the headboard rearward by fitting an obstacle transversely across the

vehicle platform that is firmly attached to the chassis frame;
b) the use of blocks or chocks to prevent individual items of a load moving in any
direction. If used, these must be attached to the bed of the vehicle firmly in a manner
that can restrain the item when under the force of the load.
c) additional lashing; and,
d) in the case of vans, straps secured to the vehicle body.
In order to achieve maximum vehicle stability the load shall be placed so that the centre of
gravity is kept as low as possible and near to the vehicle's longitudinal (front-to rear) centre
line.

This means that where practicable:
a) the load shall be spread to give an even weight distribution over the whole floor
area;
Figure 15: Load spreading
b) when items of mixed sizes and weights are loaded together, larger and heavier
items should be placed at the bottom;
Figure 16: Loading mixed items
c) the heavier items shall be placed nearer to the longitudinal centre line of the
vehicle and the lighter ones towards the sides; and,
d) when a load is stacked, the lower packages should be strong enough to support
the others, including during vehicle movement.
The weight of heavy loads of small dimensions shall be distributed across the vehicle platform
by the use of load spreading devices. (e.g. pallets, large wooden board etc.)
Great care shall be taken when loading uncoupled semi-trailers that have no means of support
other than the retractable legs. If the front of the trailer is loaded first it is possible for it to
'nose dive'. Trestles, “A” Frames or similar supports shall be used beneath the fifth wheel
coupling plate to prevent this from occurring.
Normally the load shall be arranged so that it does not obstruct the driver’s field of vision,
including rear view through the driving mirrors. In the case of wide or long projecting loads
care shall be taken so that the load does not obscure rear facing high-intensity lights when
travelling on graded roads.

3.4 Lashing Material
3.4.1 Steel Chains
Figure 17: Chains shall be no less than 13 mm (1/2 inch) in thickness
For loads requiring steel chains for restraint purposes,

 chains shall not be less than 13 mm (1/2 inch) in thickness.
 chains shall only be used for securing vehicles, mobile plant and equipment, skidded
loads, cable reels, and specific heavy loads such as transformers.
 chains shall not be used to restrain pipes and tubulars.
 chains shall not be used for lifting purposes
 when purchased chains shall be supplied with a copy of the manufacturers Shock
Testing certificate which shall be retained by the purchaser/owner, and made
available for inspection as may be required.
Typical 13 mm Chain Lashing Capacity

With claw or winged grab With grab hooks
hooks
13 mm transport chain 9.0 Tonnes 6.7 tonnes
13 mm Grade T (70)chain 10.0 tonnes 7.5 tonnes
Figure 18: Types of Hooks

3.4.2 Inspection of Chains and Hooks
Chains and hooks shall be visually inspected every six months to ensure no broken, stretched,
bent, damaged or worn or grooved links (link diameter reduced by 10% = failure), or no
stretched or damaged hooks. If deemed fit for service chains shall be colour coded on the links
adjacent to the hooks (per lifting equipment colour codes in SP-1239)), with the hooks also
colour coded. Note that chains “repaired” by welding are unacceptable. Chains which fail the
inspection shall be scrapped.
CHAINS FOR LASHING SHALL NEVER BE USED AS LIFTING EQUIPMENT-their method of

manufacture and steel type makes them unsuitable for lifting purposes.
The manufacturers Certificate of Shock Loading shall be obtained at time of purchasing the
chain, and be retained for inspection at owner’s premises.
Prior to each use of a chain the driver shall visually inspect the chains and hooks for damage. If
any damage is found do not use, notify the supervisor.
3.4.3 Webbing and tensioners

For loads requiring nylon webbing as a restraint, webbing of a minimum 50 mm width, shall
be used. The webbing can be tensioned using either:
 Truck winch on trailer side or,
 Hand ratchet winch (part of webbing assembly).
The webbing shall be in good condition, not frayed or showing signs of excessive wear,
stitching damage or chemical corrosion, or sunlight exposure damage. Damage can be
assessed by the hairy appearance of the fibres
 
Figure 19: Webbing with two knots tied to repair breaks used to tie own a tall
crate, and a second webbing belt showing severe damage. Both are
unfit for use.
Broken webbing even tied together with knots is totally unacceptable. Once webbing breaks,
or is damaged to the extent that its lashing capacity is reduced by 10% or more it must not be
used, and shall be disposed off.

Figure 20: Truck Winch Figure 21: hand ratchet winch
Figure 22: Winch bar
Web Lashing Safety Issues
Hand Ratchet (part of web lashing assembly)
When using a hand ratchet winch, the operator shall

 Wear appropriate PPE—hard hat, gloves, safety shoes/boots.
 Have firm footing on the ground.
The operator shall not:

 Stand on the vehicle/trailer, or load.
 
Figure 23: Hand Ratchet Safety

Winch Bar (used to tighten the small winches on side of trailers)
When using a winch bar, the operator shall:

 Wear appropriate PPE- hardhat, gloves, safety shoes/boots, coveralls.
 Have firm footing on the ground
 Stand to the side of the winch bar, keeping face and body clear of the movement
path of the bar.

 Stand on vehicle/trailer, or load
 Stand in front of the winch bar
 
Figure 24: Winch Bar Safety
3.4.4 Chain binders

There are two main types of chain binder:
 Lever type and
 Ratchet type chain binder.
Figure 25: Lever type chain binder Figure 26: Ratchet type chain binder
The ratchet type chain binder should be used only when securing short and straight sections
of chains. The lever type chain binder will not provide sufficient tension when the chain is
short.

Safety Issues: Chain Binders
Lever type chain binders can rotate out of control when released and if the operator is not
standing in the correct position can cause a nasty injury particularly to the face. When using
Cheater bars (Chain binder bars or specially adapted winch bars-the latter is preferred), the
operator shall:
 Wear appropriate PPE; Hard Hat, gloves, safety shoes/boots, coverall
 Have firm footing on the ground
 Secure the bar to the lever chain binder
 Stand to the side of the cheater bar and the binder handle, keeping body and face
clear of bar movement path.
 Never use a cheater bar longer than 76 cm
 When opening remove the cheater bar before the binder lever snaps over
 Keep everyone else clear

 Stand on the vehicle/trailer, or load
 Stand in front of the cheater/winch bar or in the bar’s movement path
 Use the cheater bar to final release the binder lever.
Never over-tension a chain binder, when tightening use only the force of one person –
never more than one - on the cheater bar.
Tie the chain binder handle down with wire to avoid accidental release in transit..
 
Figure 27: Chain Binder/Cheater Bar Safety

3.5 Lashing Angles
In order to be effective, lashings must be applied in directions that are opposite to the
direction in which a load is to be restrained. A lashing applied to keep a load from moving
forward needs to be angled such that it is primarily directed toward the rear of the vehicle
and not vertically. Direct lashings should be applied in a manner that gives a maximum slope
of 1 to 2 in the direction of restraint as shown in the following figure.
Slope = rise over length


1
2
Figure 28: Ideal lashing angle
In no case shall lashings applied to restrain loads in the forward and reverse direction exceed
60 degrees. Lashings applied to restrain only sideways movement should be applied to
provide a 1 to 1 slope. Various lashing angles, slopes and lashing effectiveness are provided
below.
Angle Slope Lashing

Effectiveness
(% of force in horizontal direction)
25 1:2 90 % Strongest
30 1:1.8 86 %
45 1:1 70 %
60 1:0.55 50 % Weakest
Figure 29: Lashing effectiveness

3.6 Load Restraint Methods
3.6.1 Tie-Down Lashing

Tie-down lashing of a load to the bed of a vehicle is used to increase the friction between the
load and the vehicle that keeps the load from shifting in a horizontal direction (forward, rear
and side to side).
Figure 30: Clamping the Load
Friction is the resistance to movement caused by the roughness of two surfaces in contact
with each other. The amount of friction is dependent on the weight of load and type of
materials at the interface. When there is high friction, the load is less likely to slide, similarly
when friction is low the load is likely to slide.
Low Friction = High Risk.
For example rubber is used to cover slippery metal brake, clutch and accelerator pedals to
prevent the driver’s shoe from slipping off. The rubber increases friction between the driver's
shoe and the pedal.
The following table is a rough guide on the amount of friction expected from different contact
surfaces.
Load Surfaces Friction coefficient Friction expected for

a 10 tonne load
Wet or greasy steel on steel 0.01-0.1 0.1-1 tonne
Smooth steel on smooth steel 0.1-0.2 1-2 tonne
Smooth steel on rusty steel 0.2-0.4 2-4 tonne
Smooth steel on timber 0.3-0.4 3-4 tonne
Smooth steel on rubber load mat 0.6-0.7 6-7 tonne
Rusty steel on rusty steel 0.4-0.7 4-7 tonne
Rusty steel on timber 0.6-0.7 6-7 tonne
The downward force comes from both the weight of the load and the clamping force of the
lashings.

Load weight and lashing
force N act in the vertical
direction
Force of friction F acts in

the horizontal direction
Figure 31: Tie-down lashing
Friction F = Friction Coefficient x N where N is the weight of the load plus lashing force.
Note that friction mats made of rubber or other material eg. wood, should also be used to
increase the force of friction between the vehicle and the load when tie-down lashing is used,
especially in the case of metal to metal contact between the load and vehicle.
The amount of friction depends only on the type of surfaces and the force between them. The
friction force is independent of the amount of surface area in contact. For example there is no
difference between friction from a steel dozer track resting on a steel checker-plate trailer
deck to the same dozer track lying on a flat steel trailer deck that is made from the same steel.
A tracked dozer on a wooden decked low bed trailer however can have up to 6 times the
friction between dozer and trailer, compared to being loaded on a steel decked trailer.
Adding extra timber dunnage under a load will not increase the friction force.
Oil or water between metal surfaces acts as a lubricant, severely reducing friction. Ensure the
truck or trailer bed is dry and free of spilt liquids. Similarly small stones and sand must be
cleared by sweeping from the trailer deck prior to loading.
Tie down lashing also provides the force required to prevent the load from moving upward
when the vehicle crests a hill or travels over an uneven surface such as a graded road.
Tie down lashings are most effective when vertical between the load and the tie point. If it is
not vertical then the effectiveness of the lashing is reduced below 100% as illustrated in the
following diagram-this is known as the tie down angle effect.

Figure 32: Tie-down Angle Effect
3.6.2 Contained Loads

Contained loads can be directly restrained without any securing devices. Materials can be
transported in the following types of vehicles with the container itself providing all the
necessary restraint:
 Tanker trucks
 Tippers
 Shipping containers and tanks specially mounted on flatbeds
Container body provides

restraint in all directions
Figure 33: Contained loads
3.6.3 Blocked loads

A load can be directly restrained by blocking it against the vehicle headboard, other rigid
portions of the load or a structure mounted to the vehicle, including:
 a braced loading rack;
 drop-sides;/side gates or,
 bulkheads.
If a load is blocked from moving forward by the headboard, it still requires additional lateral,
rearward and vertical restraint.

Vehicle headboard blocking
Figure 34: Blocked loads
3.6.4 Attached loads

Loads can be directly attached to the transport vehicle by lashing or mechanical locking
devices to provide the necessary restraint.
Lashing can provide all

restraint required
Twist locks can provide all

restraint for contained loads
Figure 35: Attached loads
3.6.5 Combined tie-down and direct restraint

Combined lashing and direct restraint secures the load using friction and direct restraint or
friction and blocking.
Figure 36: Combined tie-down and direct restraint
3.7 Dunnage
Dunnage is packing material placed between portions of the load and between the load and
vehicle. Wooden dunnage is often used to facilitate the loading and unloading of material by a
forklift or slings.
Dunnage can also be used to increase friction between a load and the vehicle and to prevent
portions of a load from damaging other parts of the load or the vehicle.
Dunnage material must be strong enough to support the portion of the load (including
lashing) that it is in contact with and does not become crushed during transport.
It is important to use dunnage in a way that increases the stability of the load when the
vehicle is stationary and also when the vehicle is moving.

Dunnage shall be placed so that it does not rotate out of position, break or slip out of place.
When dunnage is used between portions of a stacked load, it should be positioned in a

vertical line and lashed directly across the dunnage so that it cannot work free.
  
Lashing Positions Lashing Positions

Figure 37: Lashing loads with dunnage
Figure 38: GRP pipe stacked on sculpted dunnage,

positioned close to headboard, web lashing
correctly placed at dunnage point, tensioned
with truck winches, stanchions in place.
Externally coated steel pipes may also use fibre rope as dunnage to minimise contact between
pipes.

3.8 Chocks
Chocks are blocks or wedges of either solid material, or specially manufactured of steel or
composite-material with holes through which securing chains can be passed., Chocks are used
to prevent the rotation of wheeled vehicles during transport.
When used, the chocks must be secured to the transport vehicle (and not to the load) to
prevent them slipping from place or falling off onto the roadway.
Details on the requirements for the use of chocks are provided in Section 4.1.4.
3.9 Appropriate Driving Methods

If the load is correctly restrained, it will not shift or fall off in all expected driving conditions,
including a full braking stop.
A loaded vehicle may drive quite differently compared to an unloaded vehicle. Differences in
the susceptibility to overturn, harder steering, larger turning circle and longer braking times all
need to be taken into account by the driver when operating a loaded vehicle.
Load restraints shall be inspected at each stop over a long journey, and if necessary tightened,
to ensure that adequate restraint is maintained:
 For blacktop roads, the load needs to be inspected every 100 km.
 On graded roads loads need to be inspected every 50 km.

4 Securing Specific Loads
4.1 Vehicles and Mobile Equipment
4.1.1 General Requirements

Vehicle, mobile plant and equipment manufacturers often provide loading and restraining
recommendations that should be taken into account when securing them for transport.
Figure 39: Tracked excavator on low loader
Lashing Points
Lashings shall be attached to the lashing points on vehicles, plant and equipment that are
provided with them to provide adequate restraint and prevent damaging the equipment. In
cases where no lashing point on the equipment is available, the equipment shall be restrained
at a point that will not move during transport with respect to the lashing (such as
perpendicular to an axle).
Lashing points on trailers shall also be used where provided, rather than lashing to the edge or
underside of the trailer. Restraining by underside lashing is acceptable to prevent sideways
movement, but not as a means to prevent forward/backward movements.
Articulated Machines
Steering locks shall be engaged when transporting articulated machines. Steering controls
shall be operated at least twice with the engine stopped to relieve any residual hydraulic
pressure.
Movable parts and attachments

Movable parts and attachments (eg. excavator booms, back-hoes etc) that can rotate shall be
restrained for transport. Buckets, blades and rippers shall be lowered onto the deck and
secured appropriately.
Transmission and brakes

Transmission brakes if fitted, shall be applied during transport of mobile equipment and the
parking brakes engaged.
Tyres
The tyres on rubber tyred vehicles or equipment shall be checked for correct pressures and
presence of leaks at the time of loading.

Wide loads
When the mobile equipment is wider than the vehicle deck, a widening low loader, or
extensions should be used for maximum support. At least 75% of the normal contact area of
equipment tyres or tracks shall be supported.
Stabilisers
When outrigger stabilisers are used to support a vehicle on a steel-bedded trailer, friction
matting (wood or rubber) shall be used between the stabiliser and deck to avoid steel on steel
contact. They must not be deployed such as to raise the vehicle wheels off the trailer deck.
4.1.2 Lashings and Attaching Lashings

Chains shall be used to provide restraint to vehicles and mobile equipment. Suitable devices
should be employed to fully tension the restraint. Avoid having a single chain lashing passing
through the towing pin or under the chassis. A single chain passing through a towing eye will
not prevent sideways movements.
Figure 40: Inadequate restraint – One chain passing through a towing bracket
Figure 41: Adequate restraint – Two chains and grab hooks attached to towing bracket
Ratchet chain binders are ideal to tension such short, straight lengths of load securing chain.

4.1.3 Securing Tracked Vehicles and Equipment
Tracked vehicles and equipment should be restrained by chains 13mm (1/2 inch minimum)-a
minimum of four chains are required, could be more-see below, calculate the restraint
required:
Heavy vehicles and equipment (engineering plant, bulldozers, graders, etc.) shall be
transported by low bed trailer.
4 chains with blocking

It is most desirable to arrange the tracked machine in a blocked position to prevent forward
movement (eg. the blade of a dozer or the bucket of a front-end loader resting against a low-
bed gooseneck).
Two chains must be attached at the rear to prevent lateral movements. Two chains must be
attached at the front to prevent rearward movement. In addition, two chains must be
attached at the front to prevent lateral movement; these two chains can be the same two
front chains if they are angled back correctly (See Section 3.5). Cross lashing at the rear is
preferable if lashing points permit-if not, two chains, hooks attached to the tow eye.
Figure 42: Restraint by 4 chains with blocking
4 chains without blocking

Restraint by 4 chains requires two chains at the rear to prevent forward movement, and they
are required to form an angle that is approximately 30 degrees with the forward direction.
The two chains in front should be angled at approximately 45 degrees to the forward
direction. The two chains at the rear, if not cross lashed, attach hooks to the tow-eye.
Figure 43: Restraint by 4 chains without blocking

Inadequate Tracked Vehicle Restraint
Tie-down lashing across tracks or direct restraint on tracks WILL NOT provide adequate
restraint for tracked vehicles and should be avoided.
Inadequate Load Restraint Chains

attached to tracks with grab hooks
Figure 44: Inadequate restraint for tracked vehicle – Case 1
Inadequate Restraint Chain tied across tracks
Inadequate Restraint Chain attached to

track by grab hook

If not restrained correctly, a large heavy load will slide off, just as easily as a small load.
This bulldozer slid off the trailer because:
 Insufficient restraint-only 2 chains.
(Minimum 4 chains required)
 Steel on steel contact
(No friction matting between trailer and tracks was used).
 The driver braked harshly going round a sharp bend-driving too fast for the road
conditions.
Figure 47: Result of bad load restraint

4.1.4 Securing Rubber Tyred Vehicles and Equipment
Vehicles and equipment with rubber tyres shall have adequate restraint when being
transported.
Brakes and tie-down lashings will not provide sufficient restraint for forward and rearward
movement and prevent wheels rotating; at least one pair of tyres shall be
restrained with chocks if the transport of the wheeled vehicle is to take place entirely on
paved roads.
Chocks secured to
trailer with chains
Figure 48: Adequate use of chocks
If the transport is to take place on graded roads, chocks are not required if:
 additional lashings are applied; and,
 parking brakes and transmission brakes are applied.
If either one of these conditions are not met, also use chocks for trips on graded roads.
When sufficient restraint is present, it is acceptable to not have chocks on small equipment
with rubber tyres.
Normally, rubber tyres can provide enough friction to prevent sideway movements with
adequate tie-down lashing. However, the lashings should be pre-tensioned to keep the tyres
in contact with the deck, with resulting clamping force to be at least 20% of the weight of
load.
Rubber tyres bouncing

Loads with rubber tyres bounce during braking, accelerating, or travelling on rough roads.
Direct lashing should be no more than 25 degrees to the horizontal to minimise bouncing.
Vertical lashing at the wheel positions can further reduce bouncing; these lashings should
have a capacity of at least half of the weight of the load and should be as tight as possible.
Figure 49: Rubber tyres bouncing

Supporting the equipment on blocks or removing the wheels for transport can also prevent
bouncing. Excessive lateral swaying can occur for vehicles with large diameter tyres.
Therefore, additional lateral restraint should be applied to avoid lateral movement when
transporting vehicles of this type.
Small equipment
Small rubber tyred equipment should be restrained by at least two lashings. One should be
attached at the middle of one end of the equipment and one at the other end. It can pass
through a towing bracket and attach to the deck at two points. The rubber tyres will provide
lateral restraint and the lashings will provide the forward and rearward restraint.
Alternatively, small vehicles can be direct-lashed with four chains, as is required for large
vehicles.
Figure 50: Restraint for small equipment with rubber tyres
OR
Figure 51: Restraint for small equipment with rubber tyres


Figure 52: When transporting small wheeled equipment do not
overload the vehicle. This pick-up is grossly overloaded-
note the state of the rear tyre.
Large equipment
Large equipment shall be restrained by:
 securing chocks to at least one pair of wheels; (ref. exception on graded roads).
 keeping lashing points low to avoid excessive bouncing of the equipment;
 restraining the equipment by blocking it against the trailer gooseneck
 lashing the equipment with 4 chains in a manner that is identical to that required for
tracked vehicles, as detailed in Section 4.1.3
If the equipment is articulated, movement of the joint must be prevented by engaging the
locking mechanism and ensuring the controls have been operated twice with the engine off to
relieve all hydraulic pressure. If the equipment has a 4-wheel drive (4WD) option, engage the
4WD before applying the brake.
Figure 53: Mobile crane, four chains, blocked, brake on. No chocks.

Mobile Cranes and Excavators
A low bed trailer shall be used when transporting mobile cranes, excavators and other
equipment with large extendable implements due to their higher centre of gravity.
Cranes and excavators shall always be placed with the booms facing to the rear of the trailer.
Forward movement should be restrained by blocking the equipment against the trailer
gooseneck or headboard. Lashing with 4 chains should be done in a manner that is identical to
that required for tracked vehicles, as detailed in Section 4.1.3.
Figure 54: Restraint for an excavator
In addition to lashing the vehicle itself to the trailer, the excavator arm and bucket should also
be lashed to the deck of the trailer to prevent movement. Engage the slew lock to prevent cab
rotation.
If the equipment is articulated, movement of the joint shall be prevented by engaging the
relieve all hydraulic pressure.
If the equipment has outrigger stabilisers, they should be lowered onto the deck of the trailer
with friction matting placed to prevent metal to metal contact between the equipment and
trailer.
Figure 55: Crane stabilisers down, but should be on

wooden/rubber mats, not steel to steel. Restraining
chains should not have contact with the stabilisers.

Figure 56: Tracked excavator on low loader trailer. Two chains are each
required at the rear, front and also one to secure the bucket
boom. Cab slew lock engaged.
Rollers
Forward movement shall be restrained by butting the machine frame against the trailer
gooseneck. Lashing on to a towing bracket or lashing point at the rear of the equipment can
apply additional forward restraint. Rearward movement shall be prevented by the use of a
chock that lashed to the trailer forward of the front roller. Diagonal lashings onto a towing
bracket shall be made to prevent sideways movement.
If the equipment is articulated, movement of the joint shall be prevented by engaging the
relieve all hydraulic pressure.
Figure 57: Restraint for a roller
Forklift
Forward movement shall be restrained butting the machine against the trailer gooseneck.
Additional forward restraint can be applied by lashing on to a towing bracket or lashing point.
Rearward and lateral movement should be prevented by the use of two diagonal lashings onto
a towing bracket as detailed in Section 4.1.3.

The forks should be lowered onto timber dunnage, which must itself be restrained on the
deck. Engaging the locking mechanism and operating the controls with the engine off to
relieve all hydraulic pressure should be done to prevent articulation of the machine.
Note that all-terrain fork-lifts/IT carriers can be transported on oilfield trailers and do not
require movement with a low bed trailer provided the prime-mover’s cab is protected by a
winch cage.
Figure 58: An Integrated Tool-carrier (forklift mode) on an oilfield

trailer. Four chains, correctly angled, articulated
steering lock and hand and transmission brake and 4WD
all applied. Travelling on graded road, therefore as all
other restraints are in effect, there is no need for chocks
in this particular case.
4.2 Contained Loads

Material that is transported in a contained vehicle should be packed tightly together within
the vehicle’s body to prevent horizontal movement. If the load cannot be packed tightly
together, it should be restrained to the inside of the container to prevent it shifting within the
container and making the vehicle unstable.
Where a load is carried in an open body vehicle without any vertical lashing, the top of each
item shall be at least 300 mm (12 inches) below the top of the sides or tailgate. This is to avoid
the load bouncing out of the vehicle over bumps and vibration caused by rough road surfaces.
Tarpaulins and cargo nets can be used to provide vertical restraint for light loads contained in
open-topped cargo areas to counteract the effects of airflow and rough roads.
Loose individual loads such as cartons, boxes, tools, tyres, and small equipment should be
arranged to prevent horizontal movement. Where possible, they should be interlocked and
restrained to the vehicle. It is essential to ensure that no large heavy objects are left
unsupported or unrestrained among smaller lighter loads.

4.3 Large Loads
4.3.1 Containers
Only trailers fitted with functioning twist locks shall be used to transport 20 ft and 40 ft
shipping containers for transport. 4 twist locks are required per container.
Figure 59: ISO Shipping Container on trailer
When other types of containers are transported, metal on metal contact between the
container and trailer bed should be avoided by using friction matting or timber dunnage
between the container and trailer. Ensure that the lashing used to secure a container is strong
enough to restrain it (see Section 3.4).
4.3.2 Tanks, Bins, skips and skids

Large loads such as tanks, bins and skips should be secured on vehicles by lashings or locking
devices. Tanks, skips, and bins shall be secured whether they are empty or not. Hydraulic
lifting arms shall not be used as a means to restrain a carried item onto a transport vehicle.
Skid load, shall be adequately restrained to prevent forward, rearward and lateral movement.
Insufficient Restraint
 Metal on metal contact
 Only two chains were
used to secure load.

Figure 60: Insufficient restraint for Skid

Figure 61: Skid loads such as the 32,000 litre skid tank (top and above left) and the rig
skid (right), when carried on oilfield trucks instead of on oilfield trailers,
result in a large rear overhang of 3 metres plus. Without adequate
restraints, often difficult if not impossible to achieve on an over-length
skid loaded on an oilfield rigid truck, or when the truck travels round a
bend or down/across a slope the consequences are as graphically
portrayed above.
These, and many similar incidents, happened out on the roadway when
oilfield rigid trucks were utilised to transport full size skidded loads
between locations.
 Do not transport full length skids on rigid oilfield trucks other than within yard or rig
locations which have flat level surfaces, where rigid oilfields are correctly utilised to
offload and spot such loads.


Figure 62: Hydraulic booms shall not be used to restrain

loads. Illustrated here is a truck mounted crane
boom being used to restrain a load-it was the only
restraint being used.
4.4 Pipes and Tubulars
4.4.1 General Requirements

Pipes, and tubulars shall be transported on vehicle/trailers with headboards that can prevent
the load from moving forward in the event of a sudden stop of the vehicle. Vehicles or trailers
shall have stanchions (4 per side) to prevent sideways movement of the load. Shaped dunnage
or racks should be used when possible to keep the load from sliding or rolling under the
lashings.
A minimum of four web lashings should be used, tensioned from alternative sides of the
trailer. Chains and chain binders should not be used to tension steel pipe, use web lashings,
minimum 50 mm, 100 mm preferred.
Rubber load mats significantly increase friction if placed between the layers of pipe. Their use
is strongly recommended particularly if the pipe/tubular stack is not peaked, ie. pyramid
shaped. Rubber mats prevent inner lengths of pipe moving rearward due to not being
tensioned correctly by direct contact with the web lashing.
Figure 63: Restraint for long pipes and tubes using dunnage

4.4.2 Pipes and Tubulars
Tie-down lashings shall be sufficiently tensioned to provide adequate downward restraint and
prevent lateral movement.
Despite oilfield trailers not having a headboard, pipes and tubulars are permitted to be
transported by oilfield trailers in the interior provided the trailer is pulled by an oilfield prime
mover fitted with rear cabin protection bars and a winch cage.
 
Figure 64: Restraint for long pipes and casings without dunnage.
Use rubber mats to increase friction of inner pipes on top layer if stack is not a pyramid.
Figure 65: Poor restraint
Lengths of pipe/tubing over 12 metres (40 ft) should be transported on 15 metre (50 ft)
trailers if the overhang is greater than 1.5 metres. In the example pictured below the rear
overhang is well over the legally permitted 1.5 metres, the load should be flagged and
escorted.
Figure 66: Pipe Overhang
Large diameter steel or concrete pipes shall be supported at only two positions in order to
allow the vehicle to flex.

Nested pipes
Each layer of pipe must be as close to the headboard as possible. If a space is required to
permit hook access keep this gap as narrow as possible.
The upper layer of pipes must have a portion of each pipe beneath the top of the headboard.
Four stanchions per side.

Minimum of four web lashings-tensioned on alternate sides of the trailer.
  
Figure 67: Securing Pipe Load
Figure 68: Badly loaded pipes, insufficiently restrained

and lashed. Stanchions too weak for
adequate sideways support.
Figure 69: Load of used pipe slipping off trailer, low friction, oil
covered load, insufficient tie down. Extra care needs to
be taken when transporting and securing used
pipe/tubulars that contain oil residues.

4.5 Bags and Sacks
Bags and sacks usually have low or medium density products and are stacked on vehicles in
multiple layers. The load can shift and settle over the journey; therefore lashings should be
checked and re-tensioned regularly during the journey. The driver should recheck the lashing
tension within the first few kilometres of the journey.
The load must be placed so that its overall width and height does not exceed maximum
allowable dimensions during the journey taking into account any settling of the load.
Big Bags
Normally weighing either 1 tonne or 1.5 tonnes each, contain chemicals for rigs, eg. salt or
drilling cements, in one way big bags.
Figure 70: Restraint for big bags using caged truck, with headboard
Figure 71: Restraint for big bags using cargo net on oilfield truck. The front
and rear most rows (out of picture) require web lashing.

4.6 Packs and Pallets
Packs are unitised loads, consisting of multiple layers or stacks of materials, or bundles of
individual lengths. The unitising methods include banding, strapping, gluing, stretch wrapping
and shrink wrapping.
Unitising may not be sufficient restraint for individual items in a pack during transport.
Objects can spear out from the centre of a pack because external strapping does not clamp all
of the internal tubes. Where there is a possibility that items can dislodge from a pack,
additional restraint by blocking or containment should be used.
Tarpaulins and curtain sides will not provide adequate restraint. Combinations of tie-down
lashings and blocking can be used to restrain packs and pallets. Tie-down lashings over the top
of packs and pallets can normally provide adequate restraint, while direct restraint is
acceptable in some cases where the loads are unitised.
Figure 72: Pallet load

Insufficient Restraint
 Pallets not blocked
against headboard
 Pallets not restrained
Figure 73: Pallet loads not secured


Figure 74: Restraint for packs
4.7 Rolls, Reels, Coils and Drums

A combination of tie-down lashings and direct restraint against the vehicle headboard or
other structures mounted to the vehicle can be used to restrain rolls, reels, coils and drums.
Unless the load is unitised, tarpaulins and curtain sides will not provide adequate restraint.
Friction matting is recommended to assist the overall restraint system.
Each rolls, reel, coil or drum that is not blocked or contained by the vehicle body (or by other
items of load) requires a separate lashing to prevent movement in all horizontal directions.
 
Figure 75: Restraint for drums
Figure 76: Loose Drums unsecured on the back of a truck

4.8 Sheets and Flat Loads
Figure 77: Flat load of reinforcing mesh, only tied down with loose
rope, weight resting on side gate. Should be lashed with
webbing.-preferably on a wider vehicle/trailer
Large loose sheet or flat loads should be restrained in all directions by blocking against the
vehicle headboard or other structures mounted to the vehicle. Tie-down lashing alone will not
provide adequate restraint.
Stacked sheet loads can easily slip on each other, and therefore should be prevented from
sliding by unitising into packs or be fully contained within the sides of a vehicle body. Light-
weight sheets must be secured in open vehicles by tie-down lashings to prevent them from
dislodging due to airflow (refer to Section 3.2.5).
4.9 Gas Cylinders

Gas cylinders are often transported as part of a general cargo load. The cylinders must be kept
vertical, whether empty or full, transported in racks which have clamps or similar securing
devices to firmly restrain the cylinders. The racks themselves shall be securely restrained to
the transporting vehicle. Never transport as per this photograph below: horizontally, tied by
rope. Transport of full cylinders requires adherence to the Hazardous materials requirements
of this specification.
Figure 78: Incorrect way of transporting gas cylinders.

4.10 General Freight
General freight covers a combination of different types of loads that can vary significantly in
mass, size and shape. General freight can comprise a large number of smaller items including
boxes, cartons, crates, bags, and plastic containers, but often includes large items such as
pallets, cable reels, tyres and machinery. Separate lashings shall be used for large individual
loads.
Where there is a wide variation of types of general cargo, it is often easier to contain the
entire load rather than separately restrain every item. All general freight loads shall be
adequately secured such that the load will not dislodge, cause the vehicle to become
unstable, or fall out during unloading operations.
 
Figure 79: How not to load and secure general cargo.
General cargo should preferably be contained in a truck fitted with side-gates, with individual
pieces tightly lashed with crossed webbing and cargo nets. A second crane tyre being
transported had already fallen off the rear of the truck and rolled over 100 metres into the
desert.
Figure 80: Fate of unsecured cargo

Further examples of poor load securing:
Figure 81 : Accident waiting to happen - unrestrained load
Figure 82: The sixth tyre lying on the graded road
 Loads shall be correctly secured, no matter how short a distance the journey is. How
often is heard the excuse “But I was only driving one kilometre”
 Unsecured loads, light or heavy, can and do fall off in the first few metres of a journey.


Figure 83: A truckload of general cargo, correctly restrained by

headboard, side gates, and with web lashing securing
down the individual crates
 
Figure 84: Effective use of headboard, webbing, stanchions and cargo netting to secure a
trailer of general cargo. Note that sacks and drums are all banded to pallets.

How NOT to do it !!
Figure 85: Example of a bad load
 Inappropriate vehicle for the load

 Grossly overloaded
 Unstable-too high and wide
 Inadequate restraints: Using rope for tie down etc….

SP-2001 Version 0.0 DRAFT

Heavy Equipment Transporting Operation Procedure

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HEALTH, SAFETY AND ENVIRONMENT SPECIFICATION

HEAVY EQUIPMENT TRANSPORTING OPERATION PROCEDURE

DOCUMENT ID - SAB 2001

Prepared By: Approved By:

SALEH AYED BALHARITH EST. (SAB)

Version No. Date Author Scope / Remarks

SAB-2001 Version 1.0 Page ii

SAB-2001 Version 1.0 Page iii

APPENDIX A – LEGAL TRUCK WEIGHT

SAB-2001 Version 1.0 Page iv

SP-2001 Version 1.0 Page 1

SP-2001 Version 1.0 Page 2

1.6 Performance Monitoring

1.7 Review and Improvement

SP-2001 Version 1.0 Page 3

2.1 General Requirements

2.1.1 Vehicle Selection

2.1.2 Amount of Restraint

2.1.3 Load Dimensions Summary

SP-2001 Version 1.0 Page 4

Figure 1: Rig Move

SP-2001 Version 1.0 Page 5

Permits for oversize or overweight vehicles.

SP-2001 Version 1.0 Page 6

Maximum legal load weights for Semi-Trailers

Semi-trailers hauled by SINGLE REAR AXLE Prime Movers (4 X 2)

1) Trailer with an empty weight of 9 tonnes.

Registered Single Axle Capacity in tonnes Maximum Load in

SP-2001 Version 1.0 Page 7

SP-2001 Version 1.0 Page 8

Registered Single Axle Capacity Maximum Load in

Trailer with an empty weight of 9 tonnes: Maximum allowable load is 29 tonnes.

2.1.6 Traffic Law: Vehicle width, length and total weight

SP-2001 Version 1.0 Page 9

Hydraulic lifting arms shall not be used as a means to restrain a load

Lashing angles shall be adhered to per the specifications in section 3.5.

2.1.7 Inspection of chains and hooks used for load restraining

CHAINS FOR LASHING SHALL NEVER BE USED AS LIFTING EQUIPMENT-their method of

SP-2001 Version 1.0 Page 10

2.2.1 Mobile Plant and Equipment

SP-2001 Version 1.0 Page 11

Hydraulic booms shall not be used a means of load restraint.

2.2.2 Contained Loads

 Other contained loads

SP-2001 Version 1.0 Page 12

Headboards shall be in good condition securely connected to the trailer/vehicle body, no

Steel chains shall not be used to secure steel pipes or tubulars.

2.2.4 Big Bags

2.2.5 General Cargo

SP-2001 Version 1.0 Page 13

Key points to note are as follows:

SP-2001 Version 1.0 Page 14

In summary, the transporters shall:

3.1 Adequate load restraint

One fifth of the weight

Half of the weight of

Full weight of the

Half of the weight of

Figure 3: Required restraint

SP-2001 Version 1.0 Page 15

SP-2001 Version 1.0 Page 16

3.2.4 Road gradients

Figure 7: load shifting on hill

Figure 8: Sideways sloping