Loading FAQs

The Performance Standards are designed to restrain a load during normal driving, emergency braking, and minor collisions. Crashes above this will result in forces above those in the Performance Standards.

No. Restraint systems are designed for forces experienced under normal driving conditions, like braking, bumps, and vibration. Forces on the vehicle involved in a roll over are far greater that what load restraint systems are required to withstand.

Generally, no. The rated capacity of a strap indicates its maximum strength under straight-line pull, i.e. Direct Restraint, not its ability to restrain the same amount of weight. In Tie-Down restraint, blocking, friction, and pre-tension all effect how many webbing straps are required.

No. The additional 0.2 downwards force, on top of the force provided by gravity, only applies when you are relying on friction under the load as part of your tie-down or direct restraint system.

No. To safely restrain any load placed on a heavy vehicle will require some form of load restraint, whether it’s blocking, containing, attaching, tie-down or direct restraint.

Yes. Friction is critical for the tie-down restraint method but is optional in direct restraint. More friction equals fewer physical restraints required.

No. There is no legal requirement for a headboard to be rated, however it is strongly recommended.

Generally no. Unless gates have been certified by an engineer or manufacturer, the rating is completely unknown.

Not recommended. Check with the manufacturer as to its suitability.

No. Loading plans are not mandatory but they are strongly recommended. They help ensure the load is restrained correctly and consistently and can save time and money.

No. However it is strongly recommended to cover your load if there is any risk it may be dislodged during transport. If any of the load comes out, it may place other road users at risk.

Not automatically. Just because goods are inside a container does not mean they are safely restrained. Goods moving around inside containers can cause the vehicle to become unstable and roll over or in some instances pierce through the body of the container.

Yes. Friction is not constant and can change for many reasons. Conditions such as dust, mud, rain, temperature, humidity, oil contamination, wear on the deck surface or timber dunnage, can all affect friction. Lower friction means less grip, which equals more physical restraints required..

No. There is no legal requirement for lashing points to be rated, however it is strongly recommended especially when transporting heavy machinery.

Sugar cane is different from most freight because it is carried loose in mesh-sided cane bins rather than being packaged or palletised. Because it is a loose product, it can settle and move during transport. The key requirement is that the cane remains safely contained and does not create a risk to other road users.

Yes. Under the Heavy Vehicle National Law (HVNL), all loads must be secured so they do not fall from a vehicle or shift in a way that creates a safety risk.

For sugar cane, restraint is typically provided by the vehicle's structure, such as mesh-sided cane bins and other containment features. Additional controls, such as covers, may be needed if there is a risk of cane escaping during transport.

The key question is: Can any part of the load fall or be dislodged during normal driving?

If the answer is yes, further action is required.

Sugar cane may sometimes sit above the sides of a cane bin during transport. However, the key issue is not the height of the load, but whether it is safely contained. A load may be unsafe if:

• cane can fall or be blown from the vehicle
• the load is unstable
• the risk of load loss increases during braking, cornering or normal road vibrations.

The expectation is that the load remains secure and contained throughout the journey.

Sugar cane can fall onto the road for a number of reasons, including:

• loads that are overfilled
• poor load distribution
• cane shifting or settling during transport
• wind affecting the load at higher speeds
• damaged or defective bins.

Even small amounts of cane on the road can create a hazard for other road users, particularly motorcyclists, and can make the road surface slippery.

For this reason, operators should take steps to ensure loads are properly contained before starting a journey.

Operators must take reasonable steps to ensure sugar cane is safely contained before a vehicle enters the road network.

This includes:

• ensuring the load is properly contained and stable
• not overfilling the vehicle or bin
• making sure bins and equipment are in good condition
• removing loose cane from the vehicle before travel
• adjusting load heights where needed
• using covers or other controls where there is a risk of cane escaping.

The goal is to prevent any part of the load from falling onto the road during transport.

Responsibility does not sit with one person alone. Under the HVNL, anyone who influences how the load is loaded, contained or transported has a responsibility to ensure it is done safely. This may include:

• the driver
• the operator
• the loader
• any other person who influences how the load is transported.

Everyone involved has a role in preventing load loss and keeping roads safe.