Rank: Forum user 
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Has anyone experience of the supporting legs of a road tanker failing.
28,000liter road tanker, standing on reinforced concrete.
Its the integrity of the legs that we query. Any ideas?
If a Standard or Code of Practice for the parking of empty and full bulk road tankers, where would we access it?
Cheers
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Rank: New forum user
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It's not as uncommon as you would suppose. It is caused by the driver hitching onto the fifth wheel and then pulling forward to make sure it's hitched. This puts lateral pressure on the legs as they are still supporting the weight if the tanker / container which they are not designed to take. Eventually the legs either collapse or the gearing gets worn and they can't support weight for no apparent reason.
Hope that helps.
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Rank: Forum user
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Larry,
Scottie has provided some helpful information for you. I would like if I may to add some more that you may wish to consider.
The questions that you need to ask are:
1) was the SWL of the leg correct for the weight of the tanker - there are a number of different SWLs,
2) Was is a failure the leg mechanism itself or was it the support structure (frame), or the mounting bolts,
3) Observe the activity of coupling and assess if tankers are coupled at a cranked angle - this can increase the forces on the leg/frame and lead to failure,
4) Is the maintenance regime adequate,
5) Are tugs with hydraulic liftiing 5th wheels used and if so are tankers routinely 'dumped' onto their legs - causing stress that can lead to failure,
6) When you inspect the leg, does it look like its grounded at any time - then is this a one off, or do you observe drivers routinely driving with legs only partly raised.
There may be other reasons but this should be a good starter for you.
I hope this helps.
Steve Clark, Chair IOSH Retail & Distribution Group
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Rank: Forum user
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Thanks for the responses,
What I have is a risk assessment that wants as a control, a supporting scaffold put under the lorry hitch of the tanker while it is been filled.
If leg failure was a considerable risk, with evidence of best practice been to support the tanker I would agree , but as this will be a scaffold, it needs to be put up and taken down by a Scaffolder , who may or may not be available when the tanker is due to be removed.
The ground conditions make ground collapse highly unlikely and the tanker and frame is ADR designed and approved.
I'm trying to be reasonable but the RA is hmm been over cautious?
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Rank: Forum user
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Never experienced it but we assessed that it was a likely event (per some other posts). Our practice was always to fit an 'A' Frame under the tanker any time it was not connected to the tractor unit - so we always had a second line of defence in place should the legs fail.
I don't know if there was a standard or Code of Practice but this was our company practice.
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Rank: Forum user
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If the tanks are being filled whilst free standing (i.e not on the back of a tug or tractor unit) there are supports commercially available that I have seen used in some Distribution centres. These prevent the trailer tipping on its nose if the load distrubution is all at that end, which can occur during loading/unloading of heavy loads on a loading dock, particularly with forklifts.
Whilst not that relevant to a tanker, they could be a solution - easliy moved into and out of place they resemble a large car-jack negating the need for scaffolding but could support the trailer in the unlikely event of a landing leg collapse.
Or, keep a tractor/tug unit under it while filling takes place.
hope this helps
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Rank: Forum user
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Supports are relevant for road barrels - they are often dropped at load points to be tipped/back loaded whilst the tractor/shunter is carrying out other duties. I have seen a multi pot barrel tipped on its nose due to incorrect distribution of load and for all barrels, the support provides a safeguard against leg collapse. At my previous employment, a support was a requirement if the tractor was not hitched to the barrel during all filling/emptying operations.
Haven';t seen legs fail, but have seen them in very poor condition - cracked, warped, bent etc. and reported back to Haulier.
Saying this, your DGSA should have in place an inspection regime for incoming barrels.
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