Post flatbed load photos here V2.0

@Oldman83 is absolutely correct.

You X-chain, front and rear to keep the item(s) locked from forward backward movement trying to keep it stationary in place, and use the cross securement to keep it downward or sideways, remember that and you'll never be sorry.

I do the same with palletized freight. I lock the pallets from moving front and back, since the freight tends to be secured to the pallet most of the time, so that keeps them from moving front or back and the cross securement, again, holds it down from up and down and sideways movement. The first time it saves your butt, you'll be happy as a clam in a shell that you did it that way. Although X-chaining the front is the big item, because preventing movement forward (or any direction) since that typically is where most of the kinetic energy will be strongest, it helps keep it from building up momentum which helps keep it from over powering securement, and counter securement is almost as important as the rest.

Vehicles are required to be either V pulled, or A pulled. Why? Rolling, yes, but movement from that primary securement spot is the concern....same with other freight, in my opinion.

 

For that load, about the only thing different I do is put some blocking pieces under the straps in the middle.

 

That keep straps from vibrating? Always wondered how to fix that on flat loads like that

 

Helps with that, plus puts down force in the middle. You get a twofer. Squeeze and squish.

 

A 1/2 twist should stop that.

 

Twofer and squish ? Please elaborate. Those are flat steel plates. What is down force going to do ? He already “X” the front. Just curious, not being a smart*^s.
I myself would’ve just throw chains all around. @booley is the strap man expert

 

You get two forces out of one strap, you get squeeze from the side, then down force from a 18 to 24 inch 4X4 in the middle of the sheet.
The squeeze keeps them in a line. The down force adds friction, reducing the potential to slide.


When you place a strap, the highest clamping force is the point from the last change in angle to the tension device, a 90 degree angle reduces the clamping force by 50 percent for each one. As the angle reduces, this number goes down. A 45 degree angle has less loss than a 90 degree angle.

Let’s pick on a lumber load. You have two points of clamping force, each is a 90 degree angle. From the hook, over the load, then to the winch.
The clamping force goes from the winch, to the first 90 degrees, then to the second 90 degrees.

From the winch, you could have 1000 lbs clamping force, the across the load (this area has zero clamping force) then down to the hook, this only has 500 lbs clamping force. All of this force is at the point of the angle change, just two points. If you change the angles, add a component in the middle of the section across the load, you change the clamping points of contact and reduce the angles. Allowing more clamp force at theother points of contact. The clamping force starts to equalize. It’s never going to be as high as the last change of angle to the tension device, but can get closer to equilibrium.

 

On a lumber load I agree with you 100% cuz I did my time with it, steel plates………. Let’s say Ive not as many however your logically thinking makes somewhat of sense, …… with steel plates, and I could see somewhat of a reduce movement forward incase of a braking emergency, being assisted by the “X”ing on the front.

 

Still do the cross chains in the front. More clamp/friction the better. Sort of a “stop it before it starts” thing.

 

That last sentence….amen!
I tell guys it’s a whole lot easier to keep something sitting still with proper securement, than it is to stop it if it ever starts moving.