'Reputable hauliers equip drivers with probes for checking product'
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t is reasonable for users of our services to expect us to be accountable for losses or damage to goods in our custody, and most of us insure this risk. But I am concerned by evidence that third-party contractors are being treated as soft targets to whom blame can be attached in disputes between consignors and consignees. When goods were routinely loaded by hand it was relatively simple for the driver to count cases, sacks, or drums using tried and trusted tallying methods. Today mechanical handling of unit loads is the norm and stretch or shrink wrapping is commonplace. And the trend towards smaller and more frequent deliveries results in many more mixed product pallet loads. So our hapless driver witnesses pallets of mixed products under wrap going on to his vehicle and is then asked to sign for the goods. If he attempts to add to his signature the words "Unchecked" or "20 pallets unseen" he will frequently be told that if he does not give a clear signature he will not be given his delivery notes. So he signs for what may be hundreds of different products and case quantities and from here on his employer is liable if they are not all there. In the event of a claim RHA and FTA Conditions of Carriage provide a defence in these circumstances but such clauses are frequently ignored by claimants. Now add to this already unsatisfactory situation the two elements of driver access and product temperature. Members of Transfrigoroute accept a responsibility for maintaining a required internal temperature in our vehicles and most of us are now routinely recording that temperature in transit. However internal vehicle temperature and product temperature are not necessarily the same thing so reputable hauliers equip drivers with probes for checking product temperature at the loading point as the driver will also have to sign for this. This is where the trouble starts. The driver can only expect to carry out a between-thecase probe which can produce wildly different results, So what if he comes up with a different figure to that stated on his delivery notes? A destructive probe should be carried out at this point (into the product itself} but all too often the driver is told to get going and sometimes even threatened with the loss of the business if he carries on causing trouble. Once again the signature is forthcoming and the haulier is now liable if that product is rejected for being out of temperature although the recorder may prove a defence against such a claim. To make matters worse, there are many dispatching locations where the driver is barred from entry to a sealed, controlledtemperature loading dock, usually as a result of hygiene regulations. Our driver has not even yet reached his destination where similar access restrictions may apply or where he may have to participate in a drop-and-drive situation which is a high-risk activity for a haulier. Transfrigoroute recognises that the industry needs a code of conduct to try to standardise procedures during transfer of custody. At this stage we hove restricted the scope to product temperature issues only, although it may be extended to cover other matters. For the sake of our businesses, reputations and insurance premiums let's make these guidelines stick.,