The construction of the loading bay makes or breaks a logistics chain. Many variables need to be considered when designing a safe and efficient loading bay. This guide will help you in the complete process from start to finish and give you useful tips on the design and set-up of your loading bay construction.
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When determining the required number of loading bays, we recommend that you consider a range of factors that may influence both your current and future building requirements.
Traffic Scheduling
How many vehicles are likely to be loading and unloading simultaneously? Trafic and the capacity should be considered as two important factors.
Finding the balance between enough loading bays to cope with the peaks but at the same time avoiding too many empty loading bays during the off-peak times.
Goods In and Goods Out
Many companies rely on separate loading bays for receiving and despatching goods. Frequently, these loading bays are located on different sides of a distribution centre to allow the smooth processing of goods in and goods out. This scenario also needs to be considered when deciding upon the number of required loading bays.
Processing of Goods
Do different goods need different handling? Consider where processing activities, such as sorting, packing or labelling take place. It is advisable to have a sufficient number of loading bays to prevent internal handling equipment having to transport goods over long warehouse distances, or even at different locations within the distribution centre. This can easily be solved by positioning loading bays as close to the goods processing areas as possible.
Effectively designed road layouts enable vehicles to travel quickly and safely with a minimum of manoeuvring and eliminating congestion. Efficient traffic management, including strict control over the directional flow of traffic, will also contribute greatly to safe and smooth vehicle movement and speed-up the expedition process.
Differentiated vehicle dimensions should be taken into acount when designing a loading dock. In most European countries, a truck with a trailer length of 18 metres is permitted.
The parking and manoeuvring space in front of the dock should be twice the length of the longest vehicle plus and extra two metres, for example a 18 metre long trailer requires a space of 38 metres. Furthermore, the minimum space between the truck and the dock wall should be 1.4 metres.
Concrete, asphalt, concrete plates, paving or other stone slabs
The road itself can be made of concrete, asphalt, concrete plates, paving or other stone slabs. Whilst concrete can be costly initially, it is very durable and can endure the weight of heavy vehicles and trailers and thus can be a good investment in the long-term. Wheel guides contribute to the added protection of the distrubution centre road surfaces.
Snow & Ice
In countries with sub-zero winter conditions, snow and ice must be removed promptly from the parking and manoeuvring areas to reduce the risk of accidents. As well as maintaining a ready supply of salt, it may be advisable to consider underground heating within the bay
To reduce the difference in height between the yard and the truck floor, two options are possible:
- Raise the dock floor up to the level of the truck floor
- Create a depressed driveway approach
The construction of the loading pit may cause some construction challenges due to unfavourable soil conditions or the ground water level.
A steep decline can create problems because when a lorry is not horizontal during loading or unloading operations, the following problems may occur:
- Loads on trollies can roll-out when the truck’s doors are opened
- Difficult to load and inload on an incline
- Internal handling equipment is under increased pressure
- Rainwater from the vehicle accumulates in the pit
- Dock bumpers under extreme pressure
- Damage to the overhead door and building
Flat Lane
A flat lane of 16-18 metres may be the solution directly at the front of the dock before the slope begins. A drainage channel is necessary to allow drainage of rainwater.
A Good Loading Pit is Straight and has a max Gradient of 10%
The height difference between the straight lane and the road should be bridged with a gradient percentage of a maximum of 10%. When this incline is larger than 10%, problems can arise as trucks drive in and out.
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If there are several different vehicles with varying dimensions at your distribution centre and they all need to use the same loading bay. Special transport like refrigerated trucks are higher due to the overhead refrigeration units. Tankers and city vans and other variations are also possible. A general rule is to determine the average floor height of both the lowest and the highest loaded vehicle. Also take into consideration the frequency of the different types of vehicles. Make your plans based on the 80:20 rule.
Distance
The distance between parked trucks should be big enough to open and close the vehicle’s doors.
Standard loading bays should be at least 3700 mm although, for wide trucks with open doors, this should be increased to approximately 4000 mm (except for refrigerated and freezer trailers. The recommended distance between the truck and the loading pit edge is 1500 mm.
The Enclosed Dock
Here the trailer is parked inside the building or sheltered area during loading and unloading but the construction costs are high and there is limited space. Also, a ventilation system is required. However, it provides good protection for goods and personnel.
Dock Pods
A dock pod is a construction combining a dock leveller and a dock shelter. It offers a good solution for situations where pit recesses cannot be built, for example in existing concrete bays. Cutting out floors is often an expensive and awkward job. When a dock pod can be placed against the existing facade, it can be simply moved after a few years if required. In refrigeration and freezer applications, locating a dock pod may involve specific considerations. In order to maintain the extra insulated construction, it is often better to place the entire loading and unloading unit outside the facade.
The dock pod can be built with a substructure in steel or concrete framework. The top structure, comprising of hot-dip galvanised profiles, can be clad with uninsulated sheeting or insulated panels. The size of the dock pod will depend on the shelter and dock leveller model selected.
Dock Pods
A dock pod is a construction combining a dock leveller and a dock shelter. It offers a good solution for situations where pit recesses cannot be built, for example in existing concrete bays. Cutting out floors is often an expensive and awkward job. When a dock pod can be placed against the existing facade, it can be simply moved after a few years if required. In refrigeration and freezer applications, locating a dock pod may involve specific considerations. In order to maintain the extra insulated construction, it is often better to place the entire loading and unloading unit outside the facade.
The dock pod can be built with a substructure in steel or concrete framework. The top structure, comprising of hot-dip galvanised profiles, can be clad with uninsulated sheeting or insulated panels. The size of the dock pod will depend on the shelter and dock leveller model selected.
The Flush Dock
In this situation, the vehicle reverses up to the back wall of the building. The use of a dock shelter creates a seal between vehicle and the building.
This is the most common installation and the overhead door closes onto the front of the dock leveller.
Door Positioned In front of the Dock Leveller
The door is installed in a custom-made situation and the leveller is positioned further back to allow the door to seal along the front side. If free access is required to the letter box, the door may be closed on an intermediate floor.
Since this would create a greater distance between leveller and truck, the leveller must incorporate a Telescopic Lip. This continuously variable, extendable lip provides a bridge between the building, door and concrete construction.
For mouting a dock leveller to a loading bay a constructional recess will have to be made: the so called “Pit“
Generally there are two different types of pits:
- closed pit in which the leveller will be installed on the concrete pit floor
- An open pit in which a letterbox (Tail Lift opening) is integrated
Type of Dock Levellers
Many options available:
- The Standing Frame Leveller for closed pit design
- The conventional Hanging Frame Leveller which will be casted in to the concrete,
- used in open pit design where a letterbox is required
Curb Angles
There are several types of curb angles available:
- The Straight Angle used to cover and protect the horizontal and vertical concrete edges of the pit
- The Quick Mounted System (QMS) version, allowing you to create the pit and fit the leveller at the end of the construction process.
The Stertil Dock Products QMS curb angles protect the pit edges and also ensure tailoer measured to perfectly fit the exact dimensions of the pit. Once the pit is completed it is easy to fit the leveller and weld it to the curb angles
Closed Box
Another way to integrate a leveller into the pit is with a so called “closed box”. This galvanised “closed box” can be supplied completely assembled, including distance profiles which keep the walls at the exact position during the concrete casting process. Also levellers can be fitted into a closed box situation and completely casted in.
Pre-fabricated Concrete Pits
Pre-fabricated Concrete Pits
For extensive projects where many loading bays are being constructed, prefabricated concrete pits are usually the most effective option.
These concrete pits are pre-fabricated. Stertil Dock Products can supply galvanised curb angles in the exact dimensions, directly to the manufacturer of these pre-fabricated pits
