By Luis Lopez, AI transportation consultant, CEO of Go Hub.io Holdings Corp and subsidiaries, and host of the Freight Guru Podcast
A dry van protects freight from weather and theft, but it does nothing on its own to keep freight from moving. Once the doors close, every pallet, carton and crate inside is subject to braking, acceleration, turns, bumps and the slope of the road. Freight that is not secured will move, and freight that moves gets damaged.
This article covers why freight shifts inside a dry van, the common tools used to stop it, and the habits that make securement consistent. It focuses on the practical side. For the question of who is responsible when securement fails, see our article on loading and unloading liability at the dock.
Why Freight Shifts
Freight moves because the trailer moves and the cargo wants to keep doing what it was doing. A few forces cause most of the trouble:
- Braking: when the truck slows, freight keeps moving forward toward the nose of the trailer.
- Acceleration: when the truck speeds up, freight pushes toward the rear doors.
- Curves and ramps: side-to-side forces push freight into the walls and can tip tall, narrow loads.
- Road shock: potholes, rail crossings and dock plates bounce freight and loosen stacks.
- Gaps: any open space gives freight room to build speed before it hits something.
Partial loads are the most vulnerable. A full trailer packed nose to tail has little room for movement. A trailer carrying a few pallets has plenty, and that is where shifted freight and damaged doors usually come from.
Load Bars and Load Locks
Load bars and load locks are adjustable bars that brace between the trailer walls, or between the floor and ceiling, to hold freight in place. They are the most common securement tool in dry vans because they are quick, reusable and work in almost any trailer.
- Load locks typically use friction pads at each end and a ratchet or spring mechanism to press against the walls.
- Load bars that lock into logistic track are more secure because they engage the track rather than relying on friction alone.
A bar placed directly against the freight works best. A bar placed with a gap in front of it only stops the freight after it has already started moving. Bars also need to be set at a height where they contact the strongest part of the load, not the top edge of a stack of light cartons.
Logistic Track and Straps
Many dry vans have logistic track, commonly called E-track, mounted along the walls. The track gives anchor points for straps and bars at different heights along the trailer.
Straps that clip into the track can be run across the face of a load to hold it back, or used to tie individual items to the wall. Ratchet straps hold tension well. Cam straps are quicker to apply but hold less tension. Either way, look for these points:
- Straps should cross the load at a height that contacts solid freight, not just shrink wrap.
- Use edge protectors where straps bear on corners so the strap does not cut cartons.
- Check that the track itself is intact and firmly attached to the wall.
- Replace frayed straps and damaged fittings rather than hoping they hold.
Dunnage and Inflatable Airbags
Voids are the enemy. When freight cannot be loaded tightly, something has to fill the space.
Dunnage is any material placed to fill gaps or support loads, such as lumber, foam, cardboard or empty pallets. It can be placed between rows, between freight and the walls, or under items to keep them level.
Inflatable airbags, sometimes called dunnage bags, are placed in voids and inflated to press freight tight against itself. They work well between pallet rows and in side gaps. A few rules:
- Do not use airbags as a substitute for a door or rear barrier; they fill gaps, they do not stop a whole load.
- Keep them away from sharp edges or protruding nails.
- Inflate them to the manufacturer’s guidance, not until they look tight.
- Choose a bag size suited to the gap so it does not overinflate or slip out.
Blocking and Bracing
Blocking means placing material against freight to keep it from sliding. Bracing means installing supports that transfer force from the freight to the trailer structure. Together they are the oldest and still one of the most reliable securement methods, especially for heavy items, machinery and odd shapes that bars and straps cannot hold well.
Good blocking and bracing is built to fit the specific load, and it takes some skill. For recurring heavy freight, it is worth writing down a standard method so every load is secured the same way.
Nose-to-Tail Loading
The simplest securement method is loading the trailer tightly from the nose toward the doors, with no gaps between rows. Heavier freight generally goes on the floor and toward the front, lighter freight on top, and weight is spread to avoid overloading one axle group.
Tight loading reduces the need for other tools, but it rarely eliminates them. The last row before the doors almost always needs something to keep it from leaning or sliding into the doors.
Rear Securement on Partial Loads
When a trailer is not full, the back of the load is the weak point. Without rear securement, the last row can slide toward the doors under acceleration or bounce loose and fall when the doors open.
- Place a load bar or strap directly against the last row.
- For heavier freight, use two bars or a combination of bar and strap at different heights.
- Consider loading partial freight against the nose so the front wall does the braking work and the rear is held by bars.
- For multi-stop loads, plan the securement so each stop leaves the remaining freight held in place.
That last point matters. A load that is well secured at origin can become a loose load after the first delivery if nobody re-secures the rest.
Who Secures the Load
In general, the shipper loads the trailer and the driver checks what can be checked. On many sealed or live-loaded shipments, the driver may not be allowed on the dock or may not be able to see behind the first rows. The contract, the bill of lading and the facility’s procedures usually decide who is responsible for what. If the shipper loads and seals the trailer, our article on shipper’s load and count explains why that notation matters.
Photos Before Sealing
Before the doors close, take clear photos of the load: the rear face, the securement devices, and any visible gaps. Add photos of the seal once applied. Photos take seconds and can answer questions later about how the load left the dock.
Good securement is a habit, not a heroic effort. A consistent method, the right equipment, and a quick photo record prevent most of the damage that leads to common freight damage.
For more conversations on freight and AI, subscribe to the Freight Guru Podcast.
About the author: Luis Lopez is a Miami-based AI transportation consultant and logistics entrepreneur, the CEO of Go Hub.io Holdings Corp and subsidiaries, and host of the Freight Guru Podcast.
