The practice of the Load Controller signing the loadsheet stopped long ago for many operators. Numerous airlines (BA, VS, etc.) have Centralised Load Control (CLC) where the loadsheet is produced in (taking the VS example) LGW for flights departing pretty much everywhere worldwide.
There are certain advantages with this. For a far-flung Caribbean island with two flights per week it is very difficult to keep a local Load Controller fully up to speed with all the system entries associated with a 747-400 carrying freight, dangerous goods, etc. There is a very valid argument for keeping this in a specialist cell who are (hopefully!) fully up to speed with all the required system entries.
Of course even at local airports the Load Control office may be some distance from the gate, so it will invariably be a different person delivering the loadsheet.
Of course you are then reliant on the person producing the loadsheet to check the data before hitting "Send", and on the Despatcher at the other end to understand what they're looking at. This can work very well, but in many cases Handling Agents have used it as an excuse to 'dumb down' the despatch role, in which case you've got a Despatcher who doesn't know his ZFW from his elbow signing everything off to ensure that the aircraft has in fact been loaded in accordance with the paperwork.
My lot's having a blitz at the moment to target the Despatchers to ensure they really do know and understand what they are checking and signing, but the message, for ground staff and flight crew, has got to be double-check everything.