| Claims 1. A safety apparatus for a load bed of a lorry or trailer, the apparatus comprising at least one channel mountable flush with the load bed, wherein the apparatus further comprises anchor means engagable with the channel, the anchor means being slidable with respect to the channel intermediate a first end and a second end of the channel. 2. A safety apparatus as claimed in claim 1 further comprising closing means for closing at least one of the first end and the second end of at least one channel. 3. A safety apparatus as claimed in claim 1 or claim 2 wherein the closing means is movable between an open configuration and a closed configuration and wherein the closing means is mountable flush with the load bed in its closed configuration. 4. A safety apparatus as claimed in any one of the preceding claims wherein at least one channel comprises a pair of opposing plates for engaging the anchor means. 5. A safety apparatus as claimed in any one of the preceding claims wherein at least one channel comprises a hollow elongate element comprising a longitudinal aperture having opposing longitudinal edges for engaging the anchor means. 6. A safety apparatus as claimed in any one of the preceding claims further comprising at least one deflector attachable beneath the channel. 7. A safety apparatus as claimed in any one of the preceding claims wherein the channel has a depth of up to 30 mm. 8. A safety apparatus as claimed in claim 7 wherein the channel has a depth of between about 15 and about 25 mm, preferably about 18 to about 22 mm. 9. A safety apparatus as claimed in any one of the preceding claims wherein the anchor means comprises a pair of opposing recesses for engaging at least one channel. 10. A safety apparatus as claimed in any one of the preceding claims wherein the anchor means is formed of high density polyethylene. 11. A safety apparatus as claimed in any one of the preceding claims further comprising a harness having an attachment point positionable adjacent a wearer's lower back, in use. 12. A load bed for a lorry or trailer, the load bed comprising a safety apparatus as claimed in any one of claims 1 to 11 mounted flush with the load bed. 13. A harness for use with a safety apparatus as claimed in any one of the preceding claims, the harness comprising a waist strap and at least one shoulder strap, wherein the harness further comprises an attachment point that, in use, is positionable substantially adjacent a wearer's lower back. 14. A harness as claimed in claim 13 wherein the waist and shoulder straps are adjustable. 15. A kit comprising a harness as claimed in claim 13 or claim 14 and a safety apparatus as claimed in any one of claims 1 to 10. 16. A safety apparatus substantially as herein described with reference to the accompanying drawings. 17. A load bed substantially as herein described with reference to the accompanying drawings. 18. A harness substantially as herein described with reference to the accompanying drawings. 19. A kit substantially as herein described with reference to the accompanying drawings. |
The present invention relates to safety apparatus. In particular, it relates to safety apparatus for preventing a person falling from the load bed of a lorry or trailer.
The load bed of a conventional lorry or trailer is around 1.5 m above ground level. It is common for haulage workers to climb onto a load bed to prepare cargo for unloading. For instance, when unloading by forklift truck or by crane, cargo must be prepared by fitting lifting slings, orientating lifting eyes or securing crane hooks. Similarly, during loading, an operative is often required on the load bed to remove any slings or hooks from the cargo before transportation. This type of work carries a significant risk of injury since operatives on the load bed risk falling from height.
To minimize the distance and consequences of a fall, a variety of fall arrest systems have been proposed for use on a load bed. For example, GB 2459340 describes a fall protection apparatus installed in a vehicle above the height of the cargo. The apparatus comprises upright members, positioned on the load bed, which support an overhead cable. In use of the apparatus of GB 2459340, a person working on the load bed is secured to the cable via a harness and, should he fall, the cable supports his weight to prevent impact with the ground.
Harnesses adapted for use with overhead fall arrest systems are also known. For example, US 2004065272 describes a full-body fall arrest harness having leg straps, shoulder straps and a connector. In use of the harness, the connector is located adjacent a wearer's upper back. A lanyard or cable is used to attach the connector to an overhead fall arrest apparatus. In the event of a fall, a vertical pulling force is exerted on the connector by the overhead fall apparatus. This pulling force suspends the wearer above the ground. The configuration of the harness is such that the wearer is suspended in a generally seated position, supported by the leg straps of the harness, and the connector is pulled vertically upwards towards the head of the wearer.
A particular disadvantage of fall arrest systems is that the components must be capable of supporting the weight of a user, meaning that regular inspection and testing of the apparatus is necessary in order to conform to health and safety requirements. Moreover, although they can be effective at minimizing injury, fall arrest systems do not prevent a fall from occurring in the first place. The present invention seeks to provide safety apparatus to prevent a person falling from a load bed.
In a first aspect, the present invention provides a safety apparatus for a load bed of a lorry or trailer, the apparatus comprising at least one channel mountable flush with the load bed, wherein the apparatus further comprises anchor means engagable with the channel, the anchor means being slidable with respect to the channel intermediate a first end and a second end of the channel.
In one embodiment, the apparatus further comprises closing means for closing at least one of the first end and the second end of the channel. Preferably, the closing means is movable between an open configuration and a closed configuration wherein the closing means is mountable flush with the load bed in its closed configuration.
Suitably, the channel comprises a pair of opposing plates for engaging the anchor means. Preferably, the plates are formed of aluminium or carbon fibre. In one embodiment, the channel comprises a hollow elongate element comprising a longitudinal aperture having opposing longitudinal edges for engaging the anchor means.
In one embodiment, the apparatus further comprises one or more deflectors attachable beneath the channel for deflecting road spray away from the channel.
In a preferred embodiment, the channel has a maximum depth of substantially 30 mm, preferably, between about 15 mm and about 25 mm and ideally between about 18 mm and about 22 mm.
Ideally, the anchor means comprises a pair of opposing recesses for engaging the channel. Preferably, the anchor means is formed of high density polyethylene. In one embodiment, the safety apparatus further comprises a harness having an attachment point positionable adjacent a wearer's lower back
In a second aspect, the present invention provides a load bed comprising a safety apparatus as described above.
In a third aspect, the present invention provides a harness for use with the safety apparatus as described above, the harness comprising a waist strap and at least one shoulder strap, wherein the harness further comprises an attachment point, which, in use, is positionable substantially adjacent a wearer's lower back.
Preferably, the waist and shoulder straps are adjustable.
In a further aspect of the present invention, there is provided a kit comprising a harness having an attachment point positionable substantially adjacent a wearer's lower back, a flush-mountable channel for fitting to the fioor of a load bed of a lorry or truck, and anchor means engagable with the channel, the anchor means being slidable with respect to the channel intermediate a first end and a second end of the channel, the anchor means being connectable to the attachment point, by means of a lanyard, for example.
The above and other aspects of the present invention will now be described in further detail, by way of example only, with reference to the accompanying figures, in which: Figure 1 is a partial cross sectional view of an embodiment of a safety apparatus in accordance with the present invention;
Figure 2 is side view of the anchor means of the embodiment of Figure 1;
Figure 3 shows the embodiment of Figure 1 fitted in a lorry;
Figure 4 shows the closing means of the embodiment of Figure 3;
Figure 5 shows the embodiment of Figure 3 in use;
Figure 6 shows a cross-sectional view of an embodiment of a safety apparatus in accordance with the present invention where the channel comprises an elongate element with a longitudinal aperture; Figure 7 shows a schematic view of an embodiment of a harness in accordance with the present in invention; and
Figure 8 shows a schematic view of the rear side of the embodiment of Figure 7. Figure 1 is a cross-sectional view of a part of a load bed of a lorry or trailer. The load bed comprises a horizontal cross-member 13 supporting a floorboard 12, a plurality of which forms the load bed. Floorboard 12 comprises a pair of opposing plates 10 recessed within a groove 16 and secured to cross-member 13 by means of screws 15. An aperture 20 is provided between opposing plates 10, aperture 20 defining a narrow opening in groove 16. Beneath aperture 20, a portion of floorboard 12 is cut away to provide a channel 14. An anchor 21 is received within channel 14 to engage plates 10. With reference to Figure 2, anchor 21 comprises an upper attachment element 11 and a lower slider element 22. Slider element 22 comprises two opposing recesses 23 for engaging plates 10. Attachment element 11 comprises an aperture 24 for attachment to a lanyard.
Figure 3 shows a lorry having a cab, a headboard and a rectangular load bed, the load bed having a head end, a tail end and two sides. The surface of the load bed comprises floorboards 12 having a standard thickness of about 21 mm. Floorboards 12 are supported on cross-members 13 (not shown). Cross-members 13 are load- bearing beams, fixed to the chassis of the lorry, which run the width of the load bed at approximately 4500 mm intervals. A longitudinal track comprising channel 14 and plates 10 is positioned on the load bed intermediate its two sides. A standard load bed has a width of about 2400 mm and the track is positioned equidistant each side. Anchor 21 sits within channel 14 of the track, engaging plates 10, and has a lanyard 25 attached via aperture 24. Lanyard 25 has a non-adjustable length of about 1000 mm. In other embodiments, lanyard 25 has a length of about 1100 mm, which is suitable for users with a height of around 188 cm or a length of about 900 mm, which is suitable for users with a height of about 158 cm.
In the embodiment of Figures 3 to 5, the track has a first end close to the head end of the load bed and a second end about 1200 mm from the tail end of the load bed. In an alternative embodiment, the first end of the track is positioned about 1200 mm from the head end of the load bed and the second end is positioned about 1200 mm from the tail end of the load bed. This alternative embodiment is suitable for use in a lorry which does not have a headboard at its head end. In the embodiment of Figures 3 to 5, at the first end of the track, channel 14 adjoins floorboards 12 whereas at the second end of the track, channel 14 adjoins an edge of closing means in the form of a flap 26 (Figure 4). Flap 26 is hinged such that it is movable between an open position and a closed position. In its closed position, the edge of flap 26 abuts the end of channel 14. Flap 26 is recessed to be flush with the floor of the load bed in its closed position. The track can be fitted to any load bed having a wooden or phenolic floor by cutting a T-shaped recess into floorboards 12 to provide channel 14 and groove 16 for mounting plates 10. The apparatus of the present invention therefore has the advantage that it can be fitted without modifying the integral structure of the vehicle. Plates 10 have a depth less than, or equal to, the depth of floorboards 12 to ensure flush fitting within the load bed. Since plates 10 are fitted flush with the surface of the load bed, the apparatus of the present invention does not hinder loading or unloading, nor does it restrict the quantity or type of cargo that can be transported in or on the lorry or trailer. A load bed fitted with apparatus in accordance with the present invention also provides a suitable surface for wheeled vehicles, such as pallet trucks, since the track itself has no upstanding or projecting parts. A particular advantage of the present invention is that it does not add significantly to the overall weight of a vehicle in which it is installed.
Plates 10 can be made from any durable material, such as aluminium or carbon fibre. In the embodiment of Figures 3 to 5, an adhesive grip tape or a grit-based paint is applied to the top surface of plates 10 to improve traction and to minimize the risk of a person slipping. Flap 26 can be made from a section of floorboard 12 and can also include an adhesive grip tape or grit-based paint. Anchor 21 is ideally made from high density polyethylene by injection moulding. Alternatively, anchor 21 is formed from aluminium with HDPE inserts in recesses 23 (not shown).
In one embodiment of the present invention, one or more deflectors are attached underneath channel 14 to prevent road spray entering the load bed (via aperture 20 in groove 16, for example) during transportation. This embodiment has particular utility where the load bed is used to carry cargo (for example, plasterboard) that must be kept dry. An alternative embodiment of a track in accordance with the present invention is illustrated in Figure 6. The track comprises a hollow elongate channel element 30 having a central longitudinal aperture 31. Channel element 30, which has a flattened C-shaped cross section, has opposing longitudinal edges adjacent aperture 31 for engaging slider element 22 of anchor 21. Elongate element 30 can be made from any durable material, such as aluminium or carbon fibre and can be fitted to any load bed having a wooden or phenolic floor by cutting an elongate recess into floorboards 12 to house element 30. Element 30 can be used as an alternative to plates 10 in the embodiments described above. In use of the safety apparatus of the present invention, lanyard 25 is secured to anchor 21 at one end, for example by means of a karabiner attached to aperture 24, and to a work positioning belt or harness at another end. Once on the load bed, a user puts on the harness or belt and inserts anchor 21 into the track, for example by opening flap 26 and engaging recesses 23 with plates 10. Once flap 26 has been closed, anchor 21 is retained within channel 14. In one embodiment, lanyard 25 has a non-adjustable length of around 1000 mm such that, in use, anchor 21 will follow the movement of the user by sliding along the track allowing a user to travel about 800 mm from any point of the track. One end of the track is positioned about 1200 mm from the tail end of the load bed so that a user cannot travel as far as the tail end of the load bed when he is secured to the safety apparatus. Likewise, the track is positioned about 1200 mm from each side of the load bed so that a user cannot travel as far as the sides. Once loading or unloading is complete, the user can detach the apparatus, foe example by opening flap 26 and sliding anchor 21 out of channel 14. The apparatus of the present invention has the advantage that, once a track is fitted into a load bed, the safety mechanism is quick to assemble and places little burden on a user, who must simply put on a belt or harness and slot anchor 21 into the track. It is intended that anchor 21, connected to a harness or work positioning belt, will be stored within any lorry to which the track of the present invention is fitted. The apparatus of the present invention is also simple and cost-effective to produce since, unlike fall arrest systems, it does not need to be capable of suspending the weight of a user.
A harness as illustrated in Figures 7 and 8 forms a further aspect of the present invention. The harness comprises a waist strap 40 and two shoulder straps 41. An attachment point 43 is provided on waist strap 40. Attachment point 43 is a D-ring that is positionable adjacent the lower back of a wearer, in use of the harness.
Waist and shoulder straps 40, 41 are adjustable by means of adjusters 42, so that the harness can be adapted to fit wearers having a range of measurements. Adjusters 42 are provided in each shoulder strap 41. Adjusters 42 are also provided on waist strap 40, co linear with attachment point 43. Shoulder straps 41 are secured to waist strap 40 at points equidistant from attachment point 43. As illustrated in Figure 8, the rear of the harness comprises a cross-over section formed by shoulder straps 41. The position of the cross-over section is preferably adjustable.
The harness can be made from commercially-available materials, such as webbing. Suitable webbing includes 40, 45 and 50 mm polyester webbing. Adjusters 42 can be made from, for example, stainless steel, aluminium, carbon fibre, fiberglass or plastic.
In use of the harness, straps 40, 41 can be fitted loosely on a wearer and subsequently adjusted using adjusters 42 to generate a snug fit. By making equal length adjustments with each of adjusters 42, attachment point 43 will remain adjacent the centre of a wearer's lower back.
Once the harness is fitted to a wearer, a lanyard is secured to attachment point 43 for connection to an anchor point. The location of attachment point 43 adjacent a wearer's lower back provides advantages when the anchor point is positioned at or below the level of the wearer's waist or lower back. As such, the harness is particularly suitable for use with the safety apparatus described above. When connected to a low-level anchor point, such as the slidable anchor means described above, movement of the wearer will be restricted by a generally downward pulling force exerted on attachment point 43. Since attachment point 43 is located near to the centre of mass of the wearer, he is unlikely to become unbalanced, or fall backwards, as a result of the pulling force on attachment point 43.
The dimensions given above are examples only and are given with respect to a standard dimension lorry. They are not to be considered as limiting on the scope of the invention except as defined in the claims.