Reefer Load Securement
What tools does a reefer driver need?
Load locks
Load locks (pic on upper left), also called distribution bars or cargo locks, are long bars with gripped rubber pads on the end that are designed to hold items in place inside the trailer. They can be extended out to the sides of the interior of the trailer and create enough pressure on the rubber pads to lock the bar in place. This is great if you have large, tall or bulky items in a load, because it prevents product within a load being damage by a load shift. Under extreme circumstances it can prevent a load shift that could shut you down while going through a weigh station or even cause the truck to roll.
Padlock
A padlock is needed in order to keep the load secure. Many loads have seals to ensure quality and for security reasons, but the majority of trucking companies insist that a padlock be put on the trailer also for added security.
Seals
Seals are plastic or metal strips used in ensuring the quality and security of a load. Each seal comes with a number that corresponds to a number listed on the bill of lading, as a result each load has a unique seal number. After a truck is finished being loaded at a shipper, the doors to the trailer are closed and a seal is threaded through a small hole next to the passenger side trailer door and locked in place. The seal is not to be removed until the trailer reaches the receiver and the driver has been given permission to remove it. Exceptions to this rule are when a load is being inspected by an officer of the law. In which case the driver needs to ensure that the officer signs for the removal on the bill of lading otherwise he or she will be responsible for any damage done to the load. Afterwards a new seal (from the trucking companies stock) is then put on to maintain the quality and security of the load.
Load locks (pic on upper left), also called distribution bars or cargo locks, are long bars with gripped rubber pads on the end that are designed to hold items in place inside the trailer. They can be extended out to the sides of the interior of the trailer and create enough pressure on the rubber pads to lock the bar in place. This is great if you have large, tall or bulky items in a load, because it prevents product within a load being damage by a load shift. Under extreme circumstances it can prevent a load shift that could shut you down while going through a weigh station or even cause the truck to roll.
Padlock
A padlock is needed in order to keep the load secure. Many loads have seals to ensure quality and for security reasons, but the majority of trucking companies insist that a padlock be put on the trailer also for added security.
Seals
Seals are plastic or metal strips used in ensuring the quality and security of a load. Each seal comes with a number that corresponds to a number listed on the bill of lading, as a result each load has a unique seal number. After a truck is finished being loaded at a shipper, the doors to the trailer are closed and a seal is threaded through a small hole next to the passenger side trailer door and locked in place. The seal is not to be removed until the trailer reaches the receiver and the driver has been given permission to remove it. Exceptions to this rule are when a load is being inspected by an officer of the law. In which case the driver needs to ensure that the officer signs for the removal on the bill of lading otherwise he or she will be responsible for any damage done to the load. Afterwards a new seal (from the trucking companies stock) is then put on to maintain the quality and security of the load.
How to move the axels on a reefer trailer:
One of the more interesting things about reefer trailers is their ability to move their axels. By shifting the axels it can increase or decrease the turning radius of the trailer, it also affects how the weight is distributed on the axels of the trailer.
On the underside of the reefer trailer are two long rails with holes punched in them every few inches (on corresponds to the other). The back axels of the trailer are mechanically connected to this rail through the use of an air pressurized pin.
When a tractor is connected to the trailer, and the trailer air breaks are applied, a driver can change which hole the air pressurized pin is located in. The pressurized pin can unlocked from it's current hole by locating a small black box normally located next the axels. Inside the box is a small knob that when pulled releases the pin. The driver than can then climb back into his or her truck and release the tractors breaks and move the axels.
When the truck moves forwards the axel moves back shifting the weight towards the front of the truck.
When the truck moves back it shifts more weight onto the back axels.
When the desired hole is in front of the pin, the truck and trailer breaks can be applied, released and then applied causing the pin to re-pressurize and lock back in place.
Shifting the axels 1-4 holes can move and redistribute between 250 - 500 lbs of pressure between the axels.
Some states have laws about where the axels must be located within their states. I will attempt to update this post with that information.
On the underside of the reefer trailer are two long rails with holes punched in them every few inches (on corresponds to the other). The back axels of the trailer are mechanically connected to this rail through the use of an air pressurized pin.
When a tractor is connected to the trailer, and the trailer air breaks are applied, a driver can change which hole the air pressurized pin is located in. The pressurized pin can unlocked from it's current hole by locating a small black box normally located next the axels. Inside the box is a small knob that when pulled releases the pin. The driver than can then climb back into his or her truck and release the tractors breaks and move the axels.
When the truck moves forwards the axel moves back shifting the weight towards the front of the truck.
When the truck moves back it shifts more weight onto the back axels.
When the desired hole is in front of the pin, the truck and trailer breaks can be applied, released and then applied causing the pin to re-pressurize and lock back in place.
Shifting the axels 1-4 holes can move and redistribute between 250 - 500 lbs of pressure between the axels.
Some states have laws about where the axels must be located within their states. I will attempt to update this post with that information.