Today we are in the heart of the Emsland and therefore similarly at the epicenter of trailer production. The occasion is the 10th Load Securing Practice Day. As always organized by the Verkehrsrundschau and as always hosted in the TrailerForum in Werlte. And KRONE TV would like to take the opportunity to enter into discourse with the lecturing experts. Mr. Ehringer, short question how is your definition of inadequate load securing? One can bring this definition to a relatively simple common denominator by looking at §22 of the Road Traffic Regulations. It states that in the event of emergency braking or sudden evasive movement the load must not slip, roll, fall or generate avoidable noise. And if I look at a specific load and realize that it could actually do that then I have an inadequate load securing. How to solve it will be the next challenge. Whether I am using straps, fixed blocking parts, etc. But the benchmark of inadequate load securing is simply to look at it and compare it with §22 of the Road Traffic Regulations. Mr. Ehringer, the definition of inadequate load securing is clear now. What exactly are its causes? The causes are actually to be found in the fact that the concrete rules and regulations that exist in the situation of the actual loading of certain products onto a means of transport are not so clear and organised that the employee, who in the end actually brings the goods onto the truck, knows exactly how to secure this load, what forces are required and therefore errors occur. Insufficient load securing, incorrect load securing incorrect means of securing for example. Mr. Gaede, you are an active police officer and you are daily confronted with load securing. What do you remember most intensively? This was a Turkish semi-trailer truck loaded with steel structures that stood completely unsecured on the loading area. During a curve to the right they then fell into the tarpaulin and it was left to chance that they did not fall down and killed cyclists or motorcyclists. Then there was a huge deployment with the fire service, which had to erect the panels again by means of a crane. What bothered me the most was the missing understanding of the driver. He did not understand at all what we want from him and why we are making such a fuss. He only wanted to go to Rostock. Mr. Noll, in your experience, what are the most common errors in load securing? As a matter of fact, I have to state that the number of complaints about load securing has decreased significantly recently. Whether this is the result of the better qualification trainings or whether more attention is paid to it because of the higher and better controlls. However, the most common errors are still the missing securing equipment or gaps in the load that are present and partially damaged load securing equipment. Are there any reliable statistics? Yes, our latest statistics says that in the national area meaning vehicles with a German registration are at about a 10/11% complaint rate while in the foreign area, especially from Eastern European countries about twice with 21/22%. And why is that? According to my experience the predominant shortcomings are in the knowledge about the load security and there is still a need for improvement especially for the Eastern Europeans because they just do not understand that we have to present the loading so that it stays on the loading area during normal traffic conditions and there may be no deficits. Compared to our drivers who are already better trained. Finally, we come to the conclusion that optimum safety in goods and road transport can only sbe achieved in close cooperation between drivers, loaders and manufacturers. And as banal as it is epochal. With a slight slant on the Oktoberfest it is advisable to lean back and with black ice on the trotuar you avoid hasty movements and preferably also bring out sand. So you essentially need two things. The just described common sense and a vehicle from KRONE with Multiwall & Co.