Truck traffic within an organization significantly increases the exposure to hazards for employees and visitors. Maneuvering areas, such as when reversing and docking, are the most accident-prone.In the parking lot where the trucks drive:1. Crushing of a person between two trucks, one of which may be stopped and the other maneuvering in reverse.2. Crushing of a person between the dock and the truck.On the loading dock:3. Fall of the handler, open dock door, with no trailer at the dock.4. Crushing of the handler's head, dock door open, during the reversing of the trailer at the dock.5. Fall of the handler in case of movement (creep FEM class 2) or untimely departure of the truck (FEM class 3).Thanks to the intelligent interlocking with the dock door, the KING470® eliminates exposure to the 3 hazards on the dock!

Yes, it's essential to guarantee safety!Reason 1 - To ensure the position of the dock leveler lip on the truck floor:Many wheel chocks are positioned a few centimeters from the wheel of the truck they are supposed to block.This situation creates a significant risk of a broken connection between the dock leveller and the trailer floor. The leveller's lip must rest at least 10 cm (see EN 1398) on the trailer floor. When the wheel chock is only 5 or 10 cm from the wheel, the risk of the lip becoming dislodged increases considerably. If the lip loses contact with the trailer floor, the forklift can tip or fall between the dock and the trailer.The KING470®, on the other hand, actually positions itself against the wheel with a controlled force sufficient to guarantee constant contact. This physical contact offers two important advantages over other systems:Guarantee of wheel presenceWheel lock guaranteeReason 2 - To prevent the truck from gaining momentum:Another phenomenon also related to the gap between the wheel chock and the wheel is the fact that, in the event of an unintentional and sudden departure of the truck, the wheel passes much more easily over the wheel chock if there is a gap of a few centimeters because the truck can gain some momentum.With the KING470® the truck cannot gain any momentum because the shoe is constantly pressing against the wheel.In that case, why are some wheel chocks designed without contact with the wheel?Most of the time, due to technical limitations, here are several examples:Failure to detect the actual wheel diameter:Most wheel chocks don't have a system for measuring wheel diameter. Since the diameter is unknown to the chock, it detects the wheel approximately and positions itself at a certain distance, based on the largest wheel diameter. This can create a significant gap with smaller wheels.The KING470® perfectly detects the wheel thanks to its "TOUCH & BLOCK" principle (patent pending). It senses the wheel and positions itself perfectly against it with controlled force.Risk of the chock getting stuck during truck loading:When the truck is loaded, the suspension and wheel deform as they press against the ground. If the wheel chock is the wrong shape, it can get stuck, requiring the trailer to be reversed against the loading dock to free the chock and allow it to be removed.This cannot happen with the KING470®, as the vertical shape of the shoe offers no purchase for potential crushing. Furthermore, the shoe's recoil mechanism before returning to its housing allows for effortless wheel removal.

Most automatic truck restraint systems come in the form of a locking device that is positioned in front of or against the wheel.Thanks to its height of 470mm and the patented "TOUCH & BLOCK" principle, the KING470 constantly presses against the wheel in a controlled manner.Unexpected departure and "trailer creep" (gradual advance of the truck or trailer during loading) are impossible.This is obviously the most important aspect of this wheel chock.Another fundamental parameter is self-controlled interlocking.The classic interlocking mechanism of an automatic wheel chock:Stop the truck and turn the outside traffic light to RED for the driverReceive automatic confirmation that the wheel is detected and locked.Allow the door to open, which usually authorizes the use of the dock leveller.When the door is open, prevent the wheel chock from being removed.At the end of loading, when the door is closed, allow the wheel chock to be removed.When the wheel chock is removed, give the GREEN light to the driverThe KING470 obviously performs all these functions automatically.But it fulfills even more functions, thanks to its programmable logic controller, which brings it to the highest level of security:If a relay sticks, with a risk of confusion on the exterior lights, the KING470 detects and reports it.Throughout the truck's locking cycle, the wheel chock's holding force is monitored. If this force decreases for any reason, it adds pressure to restore it to the desired strength. Every 5 minutes, the KING470 automatically starts to check for any abnormalities in the locking operation.With the optional CDC sensor, a self-test of the sensor is automatically performed at each truck locking cycle. This prevents the system from being misled by an incorrect door setting, or other issue, and from receiving information that the door is closed when it is physically open, with the risk of allowing the wheel chock to be removed during the loading operation.Thanks to the KING470, security is reinforced by redundant safety sensors, monitored by a safety PLC, allowing consistency checks of positions, detection of sensor faults and complete interlocking between the truck restraint, the sectional door and the signaling.

Not all models on the market guarantee that the truck is actually stuck!Sometimes an accident occurs even when the wheel chock appears to be correctly positioned. What are the possible causes?If the wheel chock is too low: The driver can leave the platform without even realizing the wheel chock is in place. An accident is then inevitable. Some wheel chocks don't even detect the departure. Others detect it but are unable to prevent it. An alarm siren then sounds to signal the problem.If the locking mechanism is not guaranteed: Some wheel chocks are positioned in front of the wheel, but there is no guarantee that the device is actually locked. If it malfunctions, the truck can move the wheel chock without the problem being immediately detected.This problem is not possible with the KING470®. Indeed, its height and the constant, measured holding force ensure that it is indeed the wheel that is detected and that it is actually blocked by the clamp. The KING470® is the highest level of dockside security.

Trucks operating in Europe are equipped with many types of wheels, from a diameter of 787mm (265/55-19.5) to a diameter of 1072mm (385-65-22.5).Numerous accounts indicate that some drivers cannot bear to wait when they believe the loading is complete. They have complete faith in the strength of their truck. They may sometimes decide to leave the loading dock intentionally, even with a wheel chock in place.To truly lock the wheel, the wheel chock must be high enough.The larger the wheel, the lower the load on the axle, the higher the wheel chock must be to prevent the truck from moving unintentionally or intentionally.Wheel chocks less than 350 mm high offer no resistance to sudden departure . If the trailer is lightly loaded, the driver can leave the loading dock without even realizing their mistake. They don't need to accelerate. Departure is as easy as if there were nothing in the way.It is extremely dangerous if a handler is in the trailer at that moment because he can be thrown against the ceiling of the trailer when the wheel passes over the chock.The height of the wheel chock is therefore a crucial point for reducing the exposure of dock staff to danger.Many wheel chock manufacturers offer no guarantee that the truck will actually be immobilized. Some don't even provide any information regarding the locking height of their system.The reason is relatively simple: to actually block trucks in Europe, the height of the wheel chock must be at least 450mm.Thanks to its height of 470mm and its constant pressure on the wheel, the KING470® is a true truck blocking and locking device at the dock (class 3 according to FEM 12.008).It is impossible for the driver to leave the dock when his trailer or truck is blocked by the KING470®.The handlers can then work safely regardless of the driver's mood.

When a wheel chock exceeds the height of 300mm, it falls within the mudguard zone.If the wheel chock is positioned imprecisely, it can come into contact with and damage the mudguards, thus generating an accident report with the truck driver. Mudguard damaged by a wheel chockMudguards are indeed becoming increasingly enveloping. Truck wheels must comply with European Directive 91/226/EEC, which mandates a splash guard system to limit water spray onto other vehicles. The requirements are numerous, and the height must not exceed 200 to 300 mm from the ground.Some wheel chock manufacturers circumvent the problem by stating in the technical specifications of their system that there should be no mudguards in a defined space around the wheel chock, thus shifting the problem onto the user in the event of mudguard damage.Despite its very high height of 470mm, the KING470® does not damage mudguards.Thanks to the "TOUCH & BLOCK" function (patent pending), truck mudguards are completely protected. The skid plate gently touches the wheel and inserts itself between the wheel and the mudguard, regardless of its height. No risk of disputes or accidents with drivers.