understanding fmcsa's cargo securement rules

8/8/2019 Understanding FMCSA's Cargo Securement Rules

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Federal Motor CarrierSafety Administrations

Cargo Securement Rules


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a r g o s e c u r e m e n t r u l e s

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Background

On September 27, 2002, the Federal Motor Carrier SafetyAdministration (FMCSA) published new cargo securementules. Motor carriers operating in interstate commerce

must comply with the new requirements beginning January , 2004. The new rules are based on the North American

Cargo Securement Standard Model Regulations, reflecting he results of a multi-year research program to evaluate

U.S. and Canadian cargo securement regulations; themotor carrier industrys best practices; andecommendations presented during a series of public

meetings involving U.S. and Canadian industry experts,Federal, State and Provincial enforcement officials, and

ther interested parties. The new rules require motorarriers to change the way they use cargo securementevices to prevent articles from shifting on or within, oralling from commercial motor vehicles. The changes mayequire motor carriers to increase the number of tiedownssed to secure certain types of cargo. However, the ruleenerally does not prohibit the use of tiedowns or cargoecurement devices currently in use. Therefore, motorarriers are not required to purchase new cargoecurement equipment or vehicles to comply with the rule.

The intent of the new requirements is to reduce theumber of accidents caused by cargo shifting on or within,

r falling from, commercial motor vehicles operating innterstate commerce, and to harmonize to the greatestxtent practicable U.S., Canadian, and Mexican cargoecurement regulations.

Applic abilit y of the New Rules

The new cargo securement rules apply to the same typesf vehicles and cargo as the old rules, covering allargo-carrying commercial motor vehicles (as defined in9 CFR 390.5) operated in interstate commerce. Thisncludes all types of articles of cargo, exceptommodities in bulk that lack structure or fixed shapee.g., liquids, gases, grain, liquid concrete, sand, gravel,ggregates) and are transported in a tank, hopper, box orimilar device that forms part of the structure of aommercial motor vehicle.

Performance Criteria

FMCSA has adopted new performance requirementsconcerning deceleration in the forward direction, andacceleration in the rearward and lateral directions, thatcargo securement systems must withstand. Decelerationis the rate at which the speed of the vehicle decreases

when the brakes are applied, and acceleration is therate at which the speed of the vehicle increases in thelateral direction or sideways (while the vehicle is turning),or in the rearward direction (when the vehicle is being driven in reverse and makes contact with a loading dock). Acceleration and deceleration values are commonlyreported as a proportion of the acceleration due to gravity(g). This acceleration is about 9.8 meters/second/second(32.2 feet/second/second), which means that the velocityof an object dropped from a high elevation increases byapproximately 9.8 meters/second (32.2 feet/second) eachsecond it falls. FMCSA requires that cargo securementsystems be capable of withstanding the forces associatedwith following three deceleration/accelerations, appliedseparately:

(1) 0.8 g deceleration in the forward direction;

(2) 0.5 g acceleration in the rearward direction; and

(3) 0.5 g acceleration in a lateral direction.

These values were chosen based on researchers analysisof studies concerning commercial motor vehicleperformance. The analysis indicated that the highestdeceleration likely for an empty or lightly loaded vehiclewith an antilock brake system, all brakes properlyadjusted, and warmed to provide optimal braking performance, is in the range of 0.8-0.85 g. However, atypical loaded vehicle would not be expected to achieve adeceleration greater than 0.6 g on a dry road.

The typical lateral acceleration while driving in a curve oron a ramp at the posted advisory speed is in the range0.05-0.17 g. Loaded vehicles with a high center of gravityroll over at a lateral acceleration above 0.35 g. Lightlyloaded vehicles, or heavily loaded vehicles with a lowercenter of gravity, may withstand lateral acceleration forcesgreater than 0.5 g.


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Generally, motor carriers are not required to conducttesting of cargo securement systems to determinecompliance with the performance requirements. The newrules explicitly state that cargo immobilized or secured inaccordance with the general securement rules, or thecommodity-specific rules, are considered to meet the

performance criteria.

Requirements for Securement Devices

The new rules require that all devices and systems used tosecure cargo to or within a vehicle must be capable of meeting the performance criteria. All vehicle structures,systems, parts and components used to secure cargo mustbe in proper working order when used to perform thatfunction with no damaged or weakened components thatcould adversely affect their performance.

The cargo securement rules incorporate by referencemanufacturing standards for certain types of tiedownsincluding steel strapping, chain, synthetic webbing,wire rope, and cordage. FMCSA has updated the rulesto reference the November 15, 1999, version of the National Association of Chain Manufacturers (NACM) Welded SteelChain Specifications. The agency notes that some of theworking load limit values in the 1999 version differ slightlyfrom the previous edition of this publication. Also, the 1999

version includes working load limits for a new grade of alloy chain, grade 100.

The agency also changed its reference for syntheticwebbing from the 1991 edition to the 1998 edition of the Web Sling and Tiedown Associations publication.Generally, the working load limits are the same asthose in the 1991 publication.

Changes in the references do not necessarily mean theolder securement devices need to be replaced. Motorcarriers are not required to replace tiedown devicespurchased prior to January 1, 2004. If the tiedownssatisfied the old rules, the devices should also satisfythe new rules.

Proper Use of Tiedowns

The new regulations require each tiedown to be attachedand secured in a manner that prevents it from becoming

loose, unfastening, opening or releasing while the vehicleis in transit. All tiedowns and other components of a cargosecurement system used to secure loads on a trailerequipped with rub rails must be located inboard of the rubrails whenever practicable. Also, edge protection must beused whenever a tiedown would be subject to abrasion or

cutting at the point where it touches an article of cargo.The edge protection must resist abrasion, cutting andcrushing.

Use of Unmarked Tiedowns

The new rules do not prohibit the use of unmarked tiedowdevices. Although many of the participants in the publicmeetings and numerous commenters to the rulemaking proposal argued the rules should include such aprohibition, FMCSA believes it is inappropriate to prohibiunmarked tiedowns at this time.

However, in view of the potential safety hazards of motorcarriers misidentifying unmarked tiedowns, there is aprovision that unmarked welded steel chain beconsidered to have a working load limit equal to thatof grade 30 proof coil, and other types of unmarkedtiedowns be considered to have a working load limit equalto the lowest rating for that type in the table of working load limits.

Unrated and Unmarked Anchor Points

FMCSAs cargo securement rules do not require rating anmarking of anchor points. While the agency encouragesmanufacturers to rate and mark anchor points, the newrules do not include a requirement for ratings andmarkings.

Front End Structures on CMVs

FMCSA revised its rules concerning front-end structures oheaderboards by changing the applicability of therequirements to cover CMVs transporting cargo that isin contact with the front-end structure of the vehicle.By contrast, the old rules required certain vehicles tobe equipped with front-end structures regardless of whether the devices were used as part of a cargosecurement system.


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ummary of th e GeneralCargo Securement Rules

The new cargo securement rules include generalecurement rules applicable to all types of articles of argo, with certain exceptions, and commodity-specificules covering commodities that are considered the most

ifficult to determine the most appropriate means of ecurement. Requirements concerning securement,

working load limits, blocking and bracing are applicable toll commodities being transported.

The commodity-specific requirements take precedence overhe general rules when additional requirements are givenor a commodity listed in those sections. This means allargo securement systems must meet the generalequirements, except to the extent a commodity-specific

ule imposes additional requirements that prescribe inmore detail the securement method to be used.

General Rule

Cargo must be firmly immobilized or secured on or within avehicle by structures of adequate strength, dunnage (loosematerials used to support and protect cargo) or dunnage

ags (inflatable bags intended to fill space betweenrticles of cargo or between cargo and the wall of the

vehicle), shoring bars, tiedowns or a combination of these.

Cargo Placement and Restraint

Articles of cargo that are likely to roll must be restrainedy chocks, wedges, a cradle or other equivalent means torevent rolling. The means of preventing rolling must note capable of becoming unintentionally unfastened oroose while the vehicle is in transit.

Articles of cargo placed beside each other and secured byransverse tiedowns must be:

(1) Placed in direct contact with each other, or

(2) Prevented from shifting towards each other whilein transit.

Minimum Working Load Limit for CargoSecurement Devices and Systems

The aggregate working load limit of any securementystem used to secure an article or group of articles

against movement must be at least one-half the weight of the article or group of articles. The aggregate working loadlimit is the sum of:

One-half the working load limit of each tiedown that goesfrom an anchor point on the vehicle to an attachment pointon an article of cargo; and

The working load limit for each tiedown that goes from ananchor point on the vehicle, through, over or around thecargo and then attaches to another anchor point on the vehicle.

Minimum Number of Tiedowns

The cargo securement system used to restrain articlesagainst movement must meet requirements concerning theminimum number of tiedowns. This requirement is in

addition to complying with rules concerning the minimumworking load limit.

When an article of cargo is not blocked or positioned toprevent movement in the forward direction, the number of tiedowns needed depends on the length and weight of thearticles. There must be

one tiedown for articles 5 ft or less in length, and 1,100 lbsor less in weight;

two tiedowns if the article is -(1) 5 ft or less in length and more than 1,100 lbs in

weight; or

(2) greater than 5 ft but less than 10 ft, regardlessof weight.

In the following example, one tiedown is required becausethe article of cargo is 5 ft in length and does not exceed1,100 lbs. If the article of cargo were greater than 5 ft inlength but less than 10 ft, two tiedowns would be neededregardless of the weight.

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5 ft

1,100 lbs


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393.118 - Dressed Lumber and Similar Building Products

The rules in this section apply to the transportation of undles of dressed lumber, packaged lumber, building roducts such as plywood, gypsum board or other

materials of similar shape. Lumber or building productshat are not bundled or packaged must be treated as loosetems and transported in accordance with theeneral cargo securement rules. For the purpose of thisection, the term bundle refers to packages of lumber,uilding materials or similar products which are unitizedor securement as a single article of cargo.

393.120 Metal Coils

The rules in this section apply to the transportation of oner more metal coils which, individually or groupedogether, weigh 2,268 kg (5,000 lbs) or more. Shipments of

metal coils that weigh less than 2,268 kg (5,000 lbs) maye secured in accordance with the general cargoecurement rules.

393.122 Paper Rolls

The rules for securing paperrolls areapplicable toshipments of paper rolls which,

individually ortogether, weigh2,268 kg (5,000lbs) or more.Shipments of paper rolls thatweigh less than2,268 kg (5,000 lbs),and paper rolls that are unitized on a pallet, may either besecured in accordance with the rules in this section or thegeneral cargo securement rules.

393.124 Concrete Pipe

The rules in this section apply to the transportation of concrete pipe on flatbed trailers and vehicles and lowboytrailers. Concrete pipe that is bundled tightly together intoa single rigid article with no tendency to roll, and concretepipe loaded in a sided vehicle or container must besecured in accordance with the general rules.

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393.126 Intermodal Containers

The requirements for intermodal containers cover thetransportation of these containers on container chassisand other types of vehicles. Intermodal containers arefreight containers designed and constructed to permitthem to be used interchangeably in two or more modesof transportation.

Cargo contained within intermodal containers must besecured in accordance with the general cargo securement

rules or, if applicable, the commodity-specific rules.

393.128 Automobiles, Light Trucks and Vans

This portion of the new standards applies to thetransportation of automobiles, light trucks, and vans whichindividually weight 4,536 kg (10,000 lbs) or less. Vehicleswhich individually are heavier than 4,536 kg (10,000 lbs)

must be secured in the same manner as heavy vehicles,equipment and machinery (see the rules under /393.126).

393.130 Heavy Vehicles, Equipment and Machinery

These requirements are applicable to the transportation of heavy vehicles, equipment and machinery which operateon wheels or tracks, such as front end loaders, bulldozers,tractors and power shovels and which individually weigh4,536 kg (10,000 lbs) or more. Vehicles, equipment andmachinery which is lighter than 4,536 kg (10,000 lbs) maybe secured in accordance with these rules, the rules forautomobiles, light trucks and vans, or the general freightrequirements.

393.132 - Flattened or Crushed Vehicles

The transportation of vehicles such as automobiles, lighttrucks and vans that have been flattened or crushed iscovered by these requirements. The transportation of automobiles that are flattened or crushed in a crash oraccident, as opposed to being intentionally flattened orcrushed in preparation for transportation to recycling facilities, is not subject to these requirements. However, vehicles damaged in a crash or accident are subject to thegeneral cargo securement requirements.


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393.134 Roll-on/Roll-Off or Hook-lift Containers

These rules apply to the transportation of roll-on/roll-off r hook lift containers. A hook-lift container is definedn 49 CFR 393.5 as a specialized container, primarilysed to contain and transport materials in the waste,ecycling, construction/demolition and scrap industries,

which is used in conjunction with specialized vehiclesn which the container is loaded and unloaded onto ailt frame body by an articulating hook-arm.

ection 393.134 is not, however, applicable to theperation of hoist-type equipment (or hoist equipment) asescribed in American National Standards Institute (ANSI)ublication ANSI 2245.1. Hoist-type equipment should beonsidered separate and distinct from roll-on/roll-off quipment and, therefore, not subject to 393.134.

Containers transported on hoist-type equipment must beecured in accordance with the general securement rules.

393.136 Large Boulders

The rules in this section are applicable to thetransportation of any large piece of natural, irregularlyshaped rock weighing in excess of 5,000 kg (11,000 lbs)or with a volume in excess of 2 cubic-meters on an open vehicle, or in a vehicle whose sides are not designedand rated to contain such cargo.

Pieces of rock weighing more than 100 kg (220 lbs), butless than 5,000 kg (11,000 lbs) must be secured, either inaccordance with this section, or in accordance with thegeneral cargo securement rules, including:

(1) rock contained within a vehicle which is designedto carry such cargo; or

(2) secured individually by tiedowns, provided eachpiece can be stabilized and adequately secured.

Rock which has been formed or cut to a shape and whichprovides a stable base for securement must also besecured, either in accordance with the provisions of thissection or in accordance with the general securement

rules.

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PART 393 PARTS AND ACCESSORIES NECESSARY FOR SAFE OPERATION

Subpart I Protection Against Shifting and Falling Cargo


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393.100 Which types of commercial motor vehicles aresubject to the cargo securement standards of this subpart,and what general requirements apply?

(a) Applicability. The rules in this subpart areapplicable to trucks, truck tractors, semitrailers,full trailers and pole trailers.

(b) Prevention against loss of load. Each commercialmotor vehicle must, when transporting cargo onpublic roads, be loaded and equipped, and thecargo secured, in accordance with this subpart toprevent the cargo from leaking, spilling, blowing orfalling from the motor vehicle.

(c) Prevention against shifting of load. Cargo must becontained, immobilized or secured in accordance

with this subpart to prevent shifting upon or withinthe vehicle to such an extent that the vehiclesstability or maneuverability is adversely affected.

393.102 What are the minimum performance criteria for cargo securement devices and systems?

(a) Performance criteria. Cargo securement devicesand systems must be capable of withstanding thefollowing three forces, applied separately:

(1) 0.8 g deceleration in the forward direction;

(2) 0.5 g acceleration in the rearward direction; and

(3) 0.5 g acceleration in a lateral direction.

(b) Performance criteria for devices to prevent verticalmovement of loads that are not contained within the structure of the vehicle. Securement systems mustprovide a downward force equivalent to at least 20percent of the weight of the article of cargo if the

article is not fully contained within the structure of the vehicle. If the article is fully contained within thestructure of the vehicle, it may be secured inaccordance with 393.106(b).

(c) Prohibition on exceeding working load limits.Cargo securement devices and systems must bedesigned, installed, and maintained to ensure thatthe maximum forces acting on the devices orsystems do not exceed the working load limit for

the devices under the conditions listed inparagraphs (a) and (b) of this section.

(d) Equivalent means of securement. Cargo that isimmobilized or secured in accordance with theapplicable requirements of 393.104 through393.136, is considered as meeting the performanc

criteria of this section.

393.104 What standards must cargo securement deviceand systems meet in order to satisfy the requirements of this subpart?

(a) General. All devices and systems used to securecargo to or within a vehicle must be capable of meeting the requirements of 393.102.

(b) Prohibition on the use of damaged securement devices. All vehicle structures, systems, parts,and components used to secure cargo must bein proper working order when used to performthat function with no damaged or weakenedcomponents that will adversely effect theirperformance for cargo securement purposes,including reducing the working load limit, andmust not have any cracks or cuts.

(c) Vehicle structures and anchor points. Vehiclestructures, floors, walls, decks, tiedown anchorpoints, headerboards, bulkheads, stakes, postsand associated mounting pockets used to containor secure articles of cargo must be strong enoughto meet the performance criteria of 393.102,with no damaged or weakened components thatwill adversely effect their performance for cargosecurement purposes, including reducing theworking load limit, and must not have any cracks

or cuts.(d) Material for dunnage, chocks, cradles, shoring bars

blocking and bracing. Material used as dunnage odunnage bags, chocks, cradles, shoring bars, orused for blocking and bracing, must not havedamage or defects which would compromise theeffectiveness of the securement system.


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An assembly Must conform toComponent of

(1) Steel strapping 1,2 Standard Specification for Strapping, Flat Steel and Seals, American Societyfor Testing and Materials (ASTM) D3953-97, February 1998. 4

(2) Chain National Association of Chain Manufacturers' Welded Steel ChainSpecifications, November 15, 1999. 4

(3) Webbing Web Sling and Tiedown Association's Recommended Standard Specificationfor Synthetic Web Tiedowns, WSTDA-T1, 1998.4

(4) Wire rope 3 Wire Rope Technical Board's Wire Rope Users Manual, 2nd Edition,November 1985. 4

(5) Cordage Cordage Institute rope standard:(i) PETRS-2, Polyester Fiber Rope, 3-Strand and 8-Strand Constructions,

January 1993; 4

(ii) PPRS-2, Polypropylene Fiber Rope, 3-Strand and 8-StrandConstructions, August 1992; 4

(iii) CRS-1, Polyester/Polypropylene Composite Rope Specifications, 3-Strand and 8-Strand Standard Construction, May 1979; 4

(iv) NRS-1, Nylon Rope Specifications, 3-Strand and 8- Strand Standard

Construction, May 1979 4; and

(v) C-1, Double Braided Nylon Rope Specifications DBN, January 1984. 4

1. Steel strapping not marked by the manufacturer with a working load limit will be considered to have a working load limit equal to

one-fourth of the breaking strength listed in ASTM D3953-97.

2. Steel strapping 25.4 mm (1 inch) or wider must have at least two pairs of crimps in each seal and, when an end-over-end lap joint is

formed, must be sealed with at least two seals.

3. Wire rope which is not marked by the manufacturer with a working load limit shall be considered to have a working load limit equal to one-

fourth of the nominal strength listed in the manual.

4. See 393.7 for information on the incorporation by reference and availability of this document.

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Table to 393.104 (e)Manufacturing Standards for Tiedown Assemblies


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393.108 How is the working load limit of a tiedowndetermined?

(a) The working load limit (WLL) of a tiedown,associated connector or attachment mechanismis the lowest working load limit of any of itscomponents (including tensioner), or the working load limit of the anchor points to which it isattached, whichever is less.

(b) The working load limits of tiedowns may bedetermined by using either the tiedownmanufacturers markings or by using the tables inthis section. The working load limits listed in thetables are to be used when the tiedown material isnot marked by the manufacturer with the working load limit. Tiedown materials which are marked bythe manufacturer with working load limits that differfrom the tables, shall be considered to have aworking load limit equal to the value for which theyare marked.

(c) Synthetic cordage (e.g., nylon, polypropylene,polyester) which is not marked or labeled to enableidentification of its composition or working loadlimit shall be considered to have a working loadlimit equal to that for polypropylene fiber rope.

(d) Welded steel chain, which is not marked or labeledto enable identification of its grade or working loadlimit shall be considered to have a working loadlimit equal to that for grade 30 proof coil chain.

(e) (1) Wire rope which is not marked by themanufacturer with a working load limit shall beconsidered to have a working load limit equal tone-fourth of the nominal strength listed in theWire Rope Users Manual.

(2) Wire which is not marked or labeled to enable

identification of its construction type shall beconsidered to have a working load limit equal tthat for 6 x 37, fiber core wire rope.

(f ) Manila rope which is not marked by themanufacturer with a working load limit shall beconsidered to have a working load limit based on itdiameter as provided in the tables of working loadlimits.

(g) Friction mats which are not marked or rated by themanufacturer shall be considered to provideresistance to horizontal movement equal to 50percent of the weight placed on the mat.


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Synthetic Webbing Width mm (in) WLL kg (lbs)

45 (1-3/4) 790 (1,750)

50 (2) 910 (2,000)

75 (3) 1,360 (3,000)

100 (4) 1,810 (4,000)

Wire Rope (6 x 37, Fiber Core)Diameter mm (in) WLL kg (lbs)

7 (1/4) 640 (1,400)

8 (5/16) 950 (2,100)

10 (3/8) 1,360 (3,000)

11 (7/16) 1,860 (4,100)

13 (1/2) 2,400 (5,300)

16 (5/8) 3,770 (8,300)

20 (3/4) 4,940 (10,900)22 (7/8) 7,300 (16,100)

25 (1) 9,480 (20,900)

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Tables to 393.108[Working Load Limits (WLL), Chain]

WLL in kg (lbs)Size mm Grade 30 Grade 43 Grade 70 Grade 80 Grade 100

(inches) proof high test transport alloy alloy1. 7 (1/4) 580 (1,300) 1,180 (2,600) 1,430 (3,150) 1,570 (3,500) 1,950 (4,300)

2. 8 (5/16) 860 (1,900) 1,770 (3,900) 2,130 (4,700) 2,000 (4,500) 2,600 (5,700)

3. 10 (3/8) 1,200 (2,650) 2,450 (5,400) 2,990 (6,600) 3,200 (7,100) 4,000 (8,800)

4. 11 (7/16) 1,680 (3,700) 3,270 (7,200) 3,970 (8,750)

5. 13 (1/2) 2,030 (4,500) 4,170 (9,200) 5,130 (11,300) 5,400 (12,000) 6,800 (15,000)

6. 16 (5/8) 3,130 (6,900) 5,910 (13,000) 7,170 (15,800) 8,200 (18,100) 10,300 (22,600)

Chain Mark Examples:Example 1 3 4 7 8 10

Example 2 30 43 70 80 100

Example 3 300 430 700 800 1000


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Manila Rope WLLDiameter mm (in) WLL kg (lbs)

10 (3/8) 90 (205)

11 (7/16) 120 (265)

13 (1/2) 150 (315)

16 (5/8) 210 (465)

20 (3/4) 290 (640)

25 (1) 480 (1,050)

Polypropylene Fiber Rope WLL(3-Strand and 8-Strand Constructions)

Diameter mm (in) WLL kg (lbs)

10 (3/8) 180 (400)11 (7/16) 240 (525)

13 (1/2) 280 (625)

16 (5/8) 420 (925)

20 (3/4) 580 (1,275)

25 (1) 950 (2,100)

Polyester Fiber Rope WLL(3-Strand and 8-Strand Constructions)

Diameter mm (in) WLL kg (lbs)

10 (3/8) 250 (555)

11 (7/16) 340 (750)

13 (1/2) 440 (960)

16 (5/8) 680 (1,500)

20 (3/4) 850 (1,880)

25 (1) 1,500 (3,300)

Nylon Rope WLLDiameter mm (in) WLL kg (lbs)

10 (3/8) 130 (278)

11 (7/16) 190 (410)

13 (1/2) 240 (525)

16 (5/8) 420 (935)

20 (3/4) 640 (1,420)

25 (1) 1,140 (2,520)

Double Braided Nylon Rope WLLDiameter mm (in) WLL kg (lbs)

10 (3/8) 150 (336)

11 (7/16) 230 (502)

13 (1/2) 300 (655)

16 (5/8) 510 (1,130)

20 (3/4) 830 (1,840)

25 (1) 1,470 (3,250)

Steel Strapping WLLWidth x thickness mm (in) WLL kg (lbs)

31.7 x .74 (1-1/4 x 0.029) 540 (1,190)

31.7 x .79 (1-1/4 x 0.031) 540 (1,190)

31.7 x .89 (1-1/4 x 0.035) 540 (1,190)

31.7 x 1.12 (1-1/4 x 0.044) 770 (1,690)

31.7 x 1.27 (1-1/4 x 0.05) 770 (1,690)

31.7 x 1.5 (1-1/4 x 0.057) 870 (1,925)50.8 x 1.12 (2 x 0.044) 1,200 (2,650)

50.8 x 1.27 (2 x 0.05) 1,200 (2,650)


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393.110 What else do I have to do to determine theminimum number of tiedowns?

(a) In addition to the requirements of 393.106, theminimum number of tiedowns required to secure anarticle or group of articles against movementdepends on the length of the article(s) being secured, and the requirements of paragraphs (b)and (c) of this section.

(b) When an article is not blocked or positioned toprevent movement in the forward direction by aheaderboard, bulkhead, other cargo that ispositioned to prevent movement, or otherappropriate blocking devices, it must be secured byat least:

(1) One tiedown for articles 5 feet (1.52 meters) orless in length, and 1,100 lbs (500 kg) or less inweight;

(2) Two tiedowns if the article is:

(i) 5 feet (1.52 meters) or less in length andmore than 1,100 lbs (500 kg) in weight; or

(ii) Longer than 5 feet (1.52 meters) but lessthan or equal to 10 feet (3.04 meters) inlength, irrespective of the weight.

(3) Two tiedowns if the article is longer than 10 feet(3.04 meters), and one additional tiedown forevery 10 feet (3.04 meters) of article length, orfraction thereof, beyond the first 10 feet (3.04meters) of length.

(c) If an individual article is required to be blocked,braced or immobilized to prevent movement in theforward direction by a headerboard, bulkhead, otherarticles which are adequately secured or by anappropriate blocking or immobilization method, itmust be secured by at least one tiedown for every3.04 meters (10 feet) or article length, or fractionthereof.

(d) Special rule for special purpose vehicles.The rules in this section do not apply to a vehicle transporting one or more articles of cargo such as, but not limited to, machinery or

fabricated structural items (e.g., steel or concretebeams, crane booms, girders, and trusses, etc.)which, because of their design, size, shape, orweight, must be fastened by special methods.However, any article of cargo carried on that vehicle must be securely and adequately

fastened to the vehicle.

393.112 Must a tiedown be adjustable?

Each tiedown, or its associated connectors, orits attachment mechanisms must be designed,constructed, and maintained so the driver of an in-transit commercial motor vehicle can tighten them.However, this requirement does not apply to the useof steel strapping.

393.114 What are the requirements for front endstructures used as part of a cargo securement system?

(a) Applicability . The rules in this section are applicableto commercial motor vehicles transporting articlesof cargo that are in contact with the front endstructure of the vehicle. The front end structure onthese cargo-carrying vehicles must meet theperformance requirements of this section.

(b) Height and width.

(1) The front end structure must extend either to aheight of 4 feet above the floor of the vehicle orto a height at which it blocks forward movementof any item of article of cargo being carried onthe vehicle, whichever is lower.

(2) The front end structure must have a width whichis at least equal to the width of the vehicle orwhich blocks forward movement of any article of

cargo being transported on the vehicle,whichever is narrower.

(c) Strength. The front end structure must be capable of withstanding the following horizontal forward staticload:

(1) For a front end structure less than 6 feet inheight, a horizontal forward static load equal toone-half (0.5) of the weight of the articles

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of cargo being transported on the vehicleuniformly distributed over the entire portionof the front end structure that is within 4 feetabove the vehicles floor or that is at or below aheight above the vehicles floor at which itblocks forward movement of any article of the

vehicles cargo, whichever is less; or(2) For a front end structure 6 feet in height

or higher, a horizontal forward static load equalto four-tenths (0.4) of the weight of the articles of cargo being transported onthe vehicle uniformly distributed over the entirefront end structure.

(d) Penetration resistance. The front end structuremust be designed, constructed, and maintained

so that it is capable of resisting penetrationby any article of cargo that contacts it whenthe vehicle decelerates at a rate of 20 feet persecond, per second. The front end structure musthave no aperture large enough to permit anyarticle of cargo in contact with the structure topass through it.

(e) Substitute devices. The requirements of thissection may be met by the use of devices

performing the same functions as a front endstructure, if the devices are at least as strong as,and provide protection against shifting articlesof cargo at least equal to, a front end structurewhich conforms to those requirements.

Specific Securement Requirements by Commodity Type

393.116 What are the rules for securing logs?

(a) Applicability. The rules in this section areapplicable to the transportation of logs with thefollowing exceptions:

(1) Logs that are unitized by banding or othercomparable means may be transported inaccordance with the general cargo securementrules of 393.100 through 393.114.

(2) Loads that consist of no more than fourprocessed logs may be transported inaccordance with the general cargo securementrules of 393.100 through 393.114.

(3) Firewood, stumps, log debris and other suchshort logs must be transported in a vehicle or

container enclosed on both sides, front, and reaand of adequate strength to contain them.Longer logs may also be so loaded.

(b) Components of a securement system.

(1) Logs must be transported on a vehicledesigned and built, or adapted, for thetransportation of logs. Any such vehicle mustbe fitted with bunks, bolsters, stakes orstandards, or other equivalent means, thatcradle the logs and prevent them from rolling.

(2) All vehicle components involved in securemenof logs must be designed and built to withstand alanticipated operational forces without failure,accidental release or permanentdeformation. Stakes or standards that arenot permanently attached to the vehiclemust be secured in a manner that preventsunintentional separation from the vehicle

in transit.

(3) Tiedowns must be used in combination with thstabilization provided by bunks, stakes andbolsters to secure the load.

(c) Use of securement system.

(1) Logs must be solidly packed, and the outerbottom logs must be in contact with andresting solidly against the bunks, bolsters,

stakes or standards.(2) Each outside log on the side of a stack of

logs must touch at least two stakes, bunks,bolsters, or standards. If one end does notactually touch a stake, it must rest on other login a stable manner and must extend beyond thestake, bunk, bolster or standard.


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(3) The center of the highest outside log on eachside or end must be below the top of each stake,bunk or standard.

(4) Each log that is not held in place by contact withother logs or the stakes, bunks, or standardsmust be held in place by a tiedown. Additional

tiedowns or securement devices must be usedwhen the condition of the wood results in suchlow friction between logs that they are likely toslip upon each other.

(d) Securement of shortwood logs loaded crosswise on frame, rail and flatbed vehicles. In addition to therequirements of paragraphs (b) and (c) of thissection, each stack of logs loaded crosswise mustmeet the following rules:

(1) In no case may the end of a log in the lower tierextend more than one-third of the logs totallength beyond the nearest supporting structureon the vehicle.

(2) When only one stack of shortwood is loadedcrosswise, it must be secured with at least twotiedowns. The tiedowns must attach to the vehicle frame at the front and rear of the load,and must cross the load in this direction.

(3) When two tiedowns are used, they must bepositioned at approximately one-third and two-thirds of the length of the logs.

(4) A vehicle that is more than 10 meters (33 feet)long must be equipped with center stakes, orcomparable devices, to divide it into sectionsapproximately equal in length. Where a vehicleis so divided, each tiedown must secure thehighest log on each side of the center stake, andmust be fastened below these logs. It may befixed at each end and tensioned from themiddle, or fixed in the middle and tensionedfrom each end, or it may pass through a pulleyor equivalent device in the middle and betensioned from one end.

(5) Any structure or stake that is subjected to anupward force when the tiedowns are tensioned

must be anchored to resist that force.

(6) If two stacks of shortwood are loaded side-by-side, in addition to meeting the requirements of paragraphs (d)(1) through (d)(5) of thissection, they must be loaded so that:

(i) There is no space between the two stacksof logs;

(ii) The outside of each stack is raised at least2.5 cm (1 in) within 10 cm (4 in) of the end of the logs or the side of the vehicle;

(iii) The highest log is no more than 2.44 m (8 ft)above the deck; and

(iv) At least one tiedown is used lengthwiseacross each stack of logs.

(e) Securement of logs loaded lengthwise on flatbed and frame vehicles . In addition to meeting therequirements of paragraphs (b) and (c) of thissection, each stack of shortwood loaded lengthwiseon a frame vehicle or on a flatbed must be securedto the vehicle by at least two tiedowns.

(f ) Securement of logs transported on pole trailers.

(1) The load must be secured by at least onetiedown at each bunk, or alternatively, by atleast two tiedowns used as wrappers thatencircle the entire load at locations along theload that provide effective securement.

(2) The front and rear wrappers must be at least3.04 meters (10 feet) apart.

(3) Large diameter single and double log loadsmust be immobilized with chock blocks or otherequivalent means to prevent shifting.

(4) Large diameter logs that rise above bunks mustbe secured to the underlying load with at leasttwo additional wrappers.

393.118 What are the rules for securing dressedlumber or similar building products?

(a) Applicability. The rules in this section apply to thetransportation of bundles of dressed lumber,

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packaged lumber, building products such asplywood, gypsum board or other materials of similarshape. Lumber or building products which are notbundled or packaged must be treated as loose itemsand transported in accordance with 393.100through 393.114 of this subpart. For the purpose of

this section, bundle refers to packages of lumber,building materials or similar products which areunitized for securement as a single article of cargo.

(b) Positioning of bundles. Bundles must be placed sideby side in direct contact with each other, or a meansmust be provided to prevent bundles from shifting towards each other.

(c) Securement of bundles transported using no morethan one tier. Bundles carried on one tier must be

secured in accordance with the general provisions of 393.100 through 393.114.

(d) Securement of bundles transported using more thanone tier. Bundles carried in more than one tier mustbe either:

(1) Blocked against lateral movement by stakes onthe sides of the vehicle and secured by tiedownslaid out over the top tier, as outlined in thegeneral provisions of 393.100 through

393.114; or

(2) Restrained from lateral movement by blocking or high friction devices between tiers andsecured by tiedowns laid out over the top tier, asoutlined in the general provisions of 393.100through 393.114; or

(3) Placed directly on top of other bundles or onspacers and secured in accordance with thefollowing:

(i) The length of spacers between bundles mustprovide support to all pieces in the bottomrow of the bundle.

(ii) The width of individual spacers must beequal to or greater than the height.

(iii) If spacers are comprised of layers of material, the layers must be unitizedor fastened together in a manner which

ensures that the spacer performs as asingle piece of material.

(iv) The arrangement of the tiedowns for thebundles must be:

(A) Secured by tiedowns over the top tier obundles, in accordance with the generalprovisions of 393.100 through 393.11with a minimum of two tiedowns forbundles longer than 1.52 meters (5 ft);and

(B) Secured by tiedowns in accordance withthe general provisions of 393.100through 393.114 over the second tier orover a middle tier of a maximum height1.85 meters (6 ft) above the trailer deckwhichever is greater, for each stack of bundles composed of more than twotiers; or

(4) Secured by tiedowns over each tier of bundles,in accordance with 393.100 through 393.114using a minimum of two tiedowns over each ofthe top bundles longer than 1.52 meters (5 ft),in all circumstances.

393.120 What are the rules for securing metal coils?

(a) Applicability. The rules in this section apply to thetransportation of one or more metal coils which,individually or grouped together, weigh 2,268 kg (5,000 lbs) or more. Shipments of metal coils thatweigh less than 2,268 kg (5,000 lbs) may besecured in accordance with the provisions of 393.100 through 393.114.

(b) Securement of coils transported with eyes verticalon a flatbed vehicle, in a sided vehicle or intermodal container with anchor points

(1) An individual coil. Each coil must be secured btiedowns arranged in a manner to prevent thecoils from tipping in the forward, rearward, andlateral directions. The restraint system mustinclude the following:

(i) At least one tiedown attached diagonally


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from the left side of the vehicle or intermodalcontainer (near the forwardmost part of thecoil), across the eye of the coil, to the rightside of the vehicle or intermodal container(near the rearmost part of the coil);

(ii) At least one tiedown attached diagonally

from the right side of the vehicle orintermodal container (near the forwardmostpart of the coil), across the eye of the coil, tothe left side of the vehicle or intermodalcontainer (near the rearmost part of thecoil);

(iii) At least one tiedown attached transverselyover the eye of the coil; and

(iv) Either blocking and bracing, friction mats ortiedowns must be used to prevent longitudinalmovement in the forward direction.

(2) Coils grouped in rows. When coils are groupedand loaded side by side in a transverse orlongitudinal row, each row of coils mustbe secured by the following:

(i) At least one tiedown attached to the front of the row of coils, restraining againstforward motion, and whenever practicable,making an angle no more than 45 degreeswith the floor of the vehicle or intermodalcontainer when viewed from the side of the vehicle or container;

(ii) At least one tiedown attached to the rear of the row of coils, restraining againstrearward motion, and whenever practicable,making an angle no more than 45 degreeswith the floor of the vehicle or intermodalcontainer when viewed from the side of the vehicle or container;

(iii) At least one tiedown over the top of each coilor transverse row of coils, restraining against vertical motion. Tiedowns going over the topof a coil(s) must be as close as practicable tothe eye of the coil and positioned to preventthe tiedown from slipping or becoming

unintentionally unfastened while the vehicleis in transit; and

(iv) Tiedowns must be arranged to preventshifting or tipping in the forward, rearwardand lateral directions.

(c) Securement of coils transported with eyescrosswise on a flatbed vehicle, in a sided vehicle or intermodal container with anchor points

(1) An individual coil. Each coil must be secured bythe following:

(i) A means (e.g., timbers, chocks or wedges, acradle, etc.) to prevent the coil from rolling.The means of preventing rolling mustsupport the coil off the deck, and must not

be capable of becoming unintentionallyunfastened or loose while the vehicle is intransit. If timbers, chocks or wedges areused, they must be held in place by coilbunks or similar devices to prevent themfrom coming loose. The use of nailedblocking or cleats as the sole means tosecure timbers, chocks or wedges, or anailed wood cradle, is prohibited;

(ii) At least one tiedown through its eye,restricting against forward motion, andwhenever practicable, making an angle nomore than 45 degrees with the floor of the vehicle or intermodal container when viewedfrom the side of the vehicle or container; and

(iii) At least one tiedown through its eye,restricting against rearward motion, andwhenever practicable, making an angle nomore than 45 degrees with the floor of the vehicle or intermodal container when viewedfrom the side of the vehicle or container.

(2) Prohibition on crossing of tiedowns when coilsare transported with eyes crosswise. Attaching tiedowns diagonally through the eye of a coil toform an X-pattern when viewed from above the vehicle is prohibited.

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(d) Securement of coils transported with eyeslengthwise on a flatbed vehicle, in a sided vehicle or intermodal container with anchor points

(1) An individual coil option 1. Each coil must besecured by:

(i) A means (e.g., timbers, chocks or wedges, acradle, etc.) to prevent the coil from rolling.The means of preventing rolling mustsupport the coil off the deck, and must notbe capable of becoming unintentionallyunfastened or loose while the vehicle is intransit. If timbers, chocks or wedges areused, they must be held in place by coilbunks or similar devices to prevent themfrom coming loose. The use of nailed

blocking or cleats as the sole means tosecure timbers, chocks or wedges, or anailed wood cradle, is prohibited;

(ii) At least one tiedown attached diagonallythrough its eye from the left side of the vehicle or intermodal container (near theforward-most part of the coil), to the rightside of the vehicle or intermodal container(near the rearmost part of the coil), making

an angle no more than 45 degrees, wheneverpracticable, with the floor of the vehicle orintermodal container when viewed from theside of the vehicle or container;

(iii) At least one tiedown attached diagonallythrough its eye, from the right side of the vehicle or intermodal container (near theforward-most part of the coil), to the left sideof the vehicle or intermodal container (nearthe rearmost part of the coil), making anangle no more than 45 degrees, wheneverpracticable, with the floor of the vehicle or intermodal container when viewedfrom the side of the vehicle or container;

(iv) At least one tiedown attached transverselyover the top of the coil; and

(v) Either blocking, or friction mats to preventlongitudinal movement.

(2) An individual coil option 2. Each coil mustsecured by:

(i) A means (e.g., timbers, chocks or wedges, cradle, etc.) to prevent the coil from rollingThe means of preventing rolling mustsupport the coil off the deck, and must notbe capable of becoming unintentionallyunfastened or loose while the vehicle is intransit. If timbers, chocks or wedges areused, they must be held in place by coilbunks or similar devices to prevent themfrom coming loose. The use of nailedblocking or cleats as the sole means to

secure timbers, chocks or wedges, or anailed wood cradle, is prohibited;

(ii) At least one tiedown attached straightthrough its eye from the left side of the vehicle or intermodal container (near theforward-most part of the coil), to the left siof the vehicle or intermodal container (nearthe rearmost part of the coil), and, whenevepracticable, making an angle no more than

45 degrees with the floor of the vehicle orintermodal container when viewed from theside of the vehicle or container;

(iii) At least one tiedown attached straightthrough its eye, from the right side of the vehicle or intermodal container (near theforward-most part of the coil), to the rightside of the vehicle or intermodal container(near the rearmost part of the coil), andwhenever practicable, making an angle nomore than 45 degrees with the floor of the vehicle or intermodal container when viewefrom the side of the vehicle or container;

(iv) At least one tiedown attached transverselyover the top of the coil; and

(v) Either blocking or friction mats to preventlongitudinal movement.


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(3) An individual coil option 3. Each coil must besecured by:

(i) A means (e.g., timbers, chocks or wedges, acradle, etc.) to prevent the coil from rolling.The means of preventing rolling mustsupport the coil off the deck, and must not

be capable of becoming unintentionallyunfastened or loose while the vehicle is intransit. If timbers, chocks or wedges areused, they must be held in place by coilbunks or similar devices to prevent themfrom coming loose. The use of nailedblocking or cleats as the sole means tosecure timbers, chocks or wedges, or anailed wood cradle, is prohibited;

(ii) At least one tiedown over the top of the coil,located near the forward-most partof the coil;

(iii) At least one tiedown over the top of the coillocated near the rearmost part of the coil;and

(iv) Either blocking or friction mats to preventlongitudinal movement in the forward direction.

(4) Rows of coils. Each transverse row of coilshaving approximately equal outside diametersmust be secured with:

(i) A means (e.g., timbers, chocks or wedges, acradle, etc.) to prevent each coil in the row of coils from rolling. The means of preventing rolling must support each coil off the deck, and must not be capable of becoming unintentionally unfastened orloose while the vehicle is in transit. If timbers, chocks or wedges are used, theymust be held in place by coil bunks orsimilar devices to prevent them fromcoming loose. The use of nailed blocking orcleats as the sole means to securetimbers, chocks or wedges, or a nailed woodcradle, is prohibited;

(ii) At least one tiedown over the top of each coilor transverse row, located near theforward-most part of the coil;

(iii) At least one tiedown over the top of each coilor transverse row, located near the rearmostpart of the coil; and

(iv) Either blocking, bracing or friction matsto prevent longitudinal movement.

(e) Securement of coils transported in a sided vehiclewithout anchor points or an intermodal container without anchor points. Metal coils transported in a vehicle with sides without anchor points or anintermodal container without anchor points must beloaded in a manner to prevent shifting and tipping.The coils may also be secured using a system of blocking and bracing, friction mats, tiedowns, or acombination of these to prevent any horizontalmovement and tipping.

393.122 What are the rules for securing paper rolls?

(a) Applicability. The rules in this section apply toshipments of paper rolls which, individually ortogether, weigh 2,268 kg (5,000 lbs) or more.Shipments of paper rolls that weigh less than2,268 kg (5,000 lbs), and paper rolls that areunitized on a pallet, may either be secured inaccordance with the rules in this section or therequirements of 393.100 through 393.114.

(b) Securement of paper rolls transported with eyesvertical in a sided vehicle.

(1) Paper rolls must be placed tightly against thewalls of the vehicle, other paper rolls, or othercargo, to prevent movement during transit.

(2) If there are not enough paper rolls in theshipment to reach the walls of the vehicle,lateral movement must be prevented by filling the void, blocking, bracing, tiedowns orfriction mats. The paper rolls may also bebanded together.

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(3) When any void behind a group of paper rolls,including that at the rear of the vehicle, exceedsthe diameter of the paper rolls, rearwardmovement must be prevented by friction mats,blocking, bracing, tiedowns, or banding to otherrolls.

(4) (i) If a paper roll is not prevented from tipping or falling sideways or rearwards by vehiclestructure or other cargo, and its width ismore than two times its diameter, it must beprevented from tipping or falling by banding it to other rolls, bracing, or tiedowns.

(ii) If the forwardmost roll(s) in a group of paperrolls is not prevented from tipping or falling forwards by vehicle structure

or other cargo and it is restrained againstforward movement by friction mat(s) alone,and its width is more than 1.75 times itsdiameter, it must be prevented from tipping or falling forwards by banding it to otherrolls, bracing, or tiedowns.

(iii) Otherwise, when a paper roll or theforwardmost roll in groups of rolls thatare not prevented from tipping or falling

forwards by vehicle structure or other cargoand its width exceeds 1.25 timesits diameter it must be prevented fromtipping or falling by banding it to other rolls,bracing or tiedowns.

(5) If paper rolls are banded together, the rolls mustbe placed tightly against each other to form astable group. The bands must be applied tightly,and must be secured so that they cannot fall off the rolls or to the deck.

(6) A friction mat used to provide the principalsecurement for a paper roll must protrude frombeneath the roll in the direction in which it isproviding that securement.

(c) Securement of split loads of paper rolls transportedwith eyes vertical in a sided vehicle.

(1) If a paper roll in a split load is not preventedfrom forward movement by vehicle structure oother cargo, it must be prevented fromforward movement by filling the open space, o

by blocking, bracing, tiedowns, friction mats, osome combination of these.

(2) A friction mat used to provide the principalsecurement for a paper roll must protrude frombeneath the roll in the direction in which it isproviding that securement.

(d) Securement of stacked loads of paper rollstransported with eyes vertical in a sided vehicle.

(1) Paper rolls must not be loaded on a layer of paper rolls beneath unless the lower layerextends to the front of the vehicle.

(2) Paper rolls in the second and subsequentlayers must be prevented from forward,rearward or lateral movement by means asallowed for the bottom layer, or by use of a blocking roll from a lower layer.

(3) The blocking roll must be at least 38 mm

(1.5 in) taller than other rolls, or must be raisedat least 38 mm (1.5 in) using dunnage.

(4) A roll in the rearmost row of any layer must nobe raised using dunnage.

(e) Securement of paper rolls transported with eyescrosswise in a sided vehicle.

(1) The paper rolls must be prevented from rollingor shifting longitudinally by contact with vehicstructure or other cargo, by chocks, wedges orblocking and bracing of adequate size, or bytiedowns.

(2) Chocks, wedges or blocking must be heldsecurely in place by some means in addition tofriction, so they cannot become unintentionallyunfastened or loose while the vehicle is intransit.


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(3) The rearmost roll must not be secured using therear doors of the vehicle or intermodalcontainer, or by blocking held in place by thosedoors.

(4) If there is more than a total of 203 mm (8 in) of space between the ends of a paper roll, or a row

of rolls, and the walls of the vehicle, void fillers,blocking, bracing, friction mats, or tiedownsmust be used to prevent the roll from shifting towards either wall.

(f ) Securement of stacked loads of paper rollstransported with eyes crosswise in a sided vehicle.

(1) Rolls must not be loaded in a second layerunless the bottom layer extends to the front of the vehicle.

(2) Rolls must not be loaded in a third or higherlayer unless all wells in the layer beneath arefilled.

(3) The foremost roll in each upper layer, or any rollwith an empty well in front of it, must besecured against forward movement by:

(i) Banding it to other rolls, or

(ii) Blocking against an adequately secured eye- vertical blocking roll resting on the floor of the vehicle which is at least 1.5 times tallerthan the diameter of the roll being blocked,or

(iii) Placing it in a well formed by two rolls on thelower row whose diameter is equal to orgreater than that of the roll on the upperrow.

(4) The rearmost roll in each upper layer must besecured by banding it to other rolls if it islocated in either of the last two wells formed bythe rearmost rolls in the layer below.

(5) Rolls must be secured against lateral movementby the same means allowed for the bottom layerwhen there is more than a total of 203 mm (8 in)of space between the ends of a paper roll, or arow of rolls, and the walls of the vehicle.

(g) Securement of paper rolls transported with the eyeslengthwise in a sided vehicle.

(1) Each roll must be prevented from forwardmovement by contact with vehicle structure,other cargo, blocking or tiedowns.

(2) Each roll must be prevented from rearwardmovement by contact with other cargo, blocking,friction mats or tiedowns.

(3) The paper rolls must be prevented from rolling or shifting laterally by contact with the wall of the vehicle or other cargo, or by chocks, wedgesor blocking of adequate size.

(4) Chocks, wedges or blocking must be heldsecurely in place by some means in addition to

friction, so they cannot become unintentionallyunfastened or loose while the vehicle is intransit.

(h) Securement of stacked loads of paper rollstransported with the eyes lengthwise in a sided vehicle.

(1) Rolls must not be loaded in a higher layer if another roll will fit in the layer beneath.

(2) An upper layer must be formed by placing paperrolls in the wells formed by the rolls beneath.

(3) A roll in an upper layer must be secured againstforward and rearward movement by any of themeans allowed for the bottom layer, by use of ablocking roll, or by banding to other rolls.

(i) Securement of paper rolls transported on a flatbed vehicle or in a curtain-sided vehicle.

(1) Paper rolls with eyes vertical or with eyes

lengthwise.(i) The paper rolls must be loaded and secured

as described for a sided vehicle, and theentire load must be secured by tiedowns inaccordance with the requirements of 393.100 through 393.114.

(ii) Stacked loads of paper rolls with eyes vertical are prohibited.

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(2) Paper rolls with eyes crosswise.

(i) The paper rolls must be prevented fromrolling or shifting longitudinally by contactwith vehicle structure or other cargo, bychocks, wedges or blocking and bracing of adequate size, or by tiedowns.

(ii) Chocks, wedges or blocking must beheld securely in place by some meansin addition to friction so that they cannotbecome unintentionally unfastened or loosewhile the vehicle is in transit.

(iii) Tiedowns must be used in accordancewith the requirements of 393.100 through393.114 to prevent lateral movement.

393.124 What are the rules for securing concrete pipe?

(a) Applicability.

(1) The rules in this section apply to thetransportation of concrete pipe on flatbedtrailers and vehicles, and lowboy trailers.

(2) Concrete pipe bundled tightly together intoa single rigid article that has no tendencyto roll, and concrete pipe loaded in a sided

vehicle or container must be secured inaccordance with the provisions of 393.100through 393.114.

(b) General specifications for tiedowns.

(1) The aggregate working load limit of all tiedownson any group of pipes must not be less than half the total weight of all the pipes in the group.

(2) A transverse tiedown through a pipe on anupper tier or over longitudinal tiedowns isconsidered to secure all those pipes beneath onwhich that tiedown causes pressure.

(c) Blocking.

(1) Blocking may be one or more pieces placedsymmetrically about the center of a pipe.

(2) One piece must extend at least half thedistance from the center to each end of the pipe,

and two pieces must be placed on the oppositeside, one at each end of the pipe.

(3) Blocking must be placed firmly against the pipand must be secured to prevent it moving outfrom under the pipe.

(4) Timber blocking must have minimumdimensions of at least 10 x 15 cm (4 x 6 in).

(d) Arranging the load.

(1) Pipe of different diameter. If pipe of more thaone diameter are loaded on a vehicle, groupsmust be formed that consist of pipe of only onesize, and each group must be separatelysecured.

(2) Arranging a bottom tier. The bottom tier must

arranged to cover the full length of the vehicle,or as a partial tier in one group or two groups.

(3) Arranging an upper tier. Pipe must be placedonly in the wells formed by adjacent pipes in thtier beneath. A third or higher tier must not bestarted unless all wells in the tier beneath arefilled.

(4) Arranging the top tier. The top tier must bearranged as a complete tier, a partial tier in onegroup, or a partial tier in two groups.

(5) Arranging bell pipe.

(i) Bell pipe must be loaded on at least twolongitudinal spacers of sufficient height toensure that the bell is clear of the deck.

(ii) Bell pipe loaded in one tier must have thebells alternating on opposite sides of the vehicle.

(iii) The ends of consecutive pipe must bestaggered, if possible, within the allowablewidth, otherwise they must be aligned.

(iv) Bell pipe loaded in more than one tier mushave the bells of the bottom tier all on thesame side of the vehicle.

(v) Pipe in every upper tier must be loaded witbells on the opposite side of the


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must run rearward at an angle not more than45 degrees with the horizontal, wheneverpracticable.

(ii) At least one tiedown through each pipe inthe rear half of the load, and must runforward at an angle not more than 45

degrees with the horizontal, wheneverpracticable, to hold each pipe firmly incontact with adjacent pipe; and

(iii) If the front or rear pipe is not also in contactwith vehicle end structure, stakes, a lockedpipe unloader, or other equivalent means, atleast two tiedowns positioned as describedin paragraphs (f)(2)(i) and (ii) of this section,must be used through that pipe.

(3) If only one pipe is transported, or if severalpipes are transported without contact betweenother pipes, the requirements in this paragraphapply to each pipe as a single front and reararticle.

393.126 What are the rules for securing intermodalcontainers?

(a) Applicability. The rules in this section apply to thetransportation of intermodal containers. Cargocontained within an intermodal container must besecured in accordance with the provisions of 393.100 through 393.114 or, if applicable, thecommodity specific rules of this part.

(b) Securement of intermodal containers transported oncontainer chassis vehicle(s).

(1) Each intermodal container must be securedto the container chassis with securementdevices or integral locking devices thatcannot unintentionally become unfastenedwhile the vehicle is in transit.

(2) The securement devices must restrain thecontainer from moving more than 1.27 cm(1/2 in) forward, more than 1.27 cm (1/2 in) aft,more than 1.27 cm (1/2 in) to the right, more

than 1.27 cm (1/2 in) to the left, or more than2.54 cm (1 in) vertically.

(3) The front and rear of the container must besecured independently.

(c) Securement of loaded intermodal containerstransported on vehicles other than container chassisvehicle(s).

(1) All lower corners of the intermodal containermust rest upon the vehicle, or the corners mustbe supported by a structure capable of bearing the weight of the container and that supportstructure must be independently secured to themotor vehicle.

(2) Each container must be secured to the

vehicle by:(i) Chains, wire ropes or integral devices whic

are fixed to all lower corners; or

(ii) Crossed chains which are fixed to allupper corners; and,

(3) The front and rear of the container must besecured independently. Each chain, wire rope, ointegral locking device must be attached to thecontainer in a manner that prevents it frombeing unintentionally unfastened while the vehicle is in transit.

(d) Securement of empty intermodal containerstransported on vehicles other than container chassisvehicle(s). Empty intermodal containers transporteon vehicles other than container chassis vehicles donot have to have all lower corners of the intermodacontainer resting upon the vehicle, or have all lowecorners supported by a structure capable of bearing

the weight of the empty container, provided:

(1) The empty intermodal container is balanced anpositioned on the vehicle in a manner such thatthe container is stable before the addition of tiedowns or other securement equipment;

(2) The amount of overhang for the emptycontainer on the trailer does not exceed 5 feeton either the front or rear of the trailer;


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(3) The empty intermodal container must notinterfere with the vehicles maneuverability;

(4) The empty intermodal container is secured toprevent lateral, longitudinal, or vertical shifting.

393.128 What are the rules for securing automobiles,ight trucks and vans?

(a) Applicability. The rules in this section apply to thetransportation of automobiles, light trucks, and vanswhich individually weigh 4,536 kg. (10,000 lbs) orless. Vehicles which individually are heavier than4,536 kg (10,000 lbs) must be secured in accordancewith the provisions of 393.130 of this part.

(b) Securement of automobiles, light trucks, and vans.

(1) Automobiles, light trucks, and vans must berestrained at both the front and rear to preventlateral, forward, rearward, and verticalmovement using a minimum of two tiedowns.

(2) Tiedowns that are designed to be affixed to thestructure of the automobile, light truck, or vanmust use the mounting points on those vehiclesthat have been specifically designed for thatpurpose.

(3) Tiedowns that are designed to fit over oraround the wheels of an automobile, light truck,or van must provide restraint in the lateral,longitudinal and vertical directions.

(4) Edge protectors are not required for syntheticwebbing at points where the webbing comes incontact with the tires.

393.130 What are the rules for securing heavy

vehicles, equipment and machinery?(a) Applicability . The rules in this section apply to the

transportation of heavy vehicles, equipment andmachinery which operate on wheels or tracks, suchas front end loaders, bulldozers, tractors, and powershovels and which individually weigh 4,536 kg (10,000 lbs) or more. Vehicles, equipment andmachinery which is lighter than 4,536 kg (10,000lbs) may also be secured in accordance with the

provisions of this section, with 393.128, or inaccordance with the provisions of 393.100through 393.114.

(b) Preparation of equipment being transported.

(1) Accessory equipment, such as hydraulicshovels, must be completely lowered andsecured to the vehicle.

(2) Articulated vehicles shall be restrained in amanner that prevents articulation while intransit.

(c) Securement of heavy vehicles, equipment or machinery with crawler tracks or wheels.

(1) In addition to the requirements of paragraph (b)of this section, heavy equipment or machinery

with crawler tracks or wheels must be restrainedagainst movement in the lateral, forward,rearward, and vertical direction using aminimum of four tiedowns.

(2) Each of the tiedowns must be affixed as close aspracticable to the front and rear of the vehicle,or mounting points on the vehicle that havebeen specifically designed for that purpose.

393.132 What are the rules for securing flattened or crushed vehicles?

(a) Applicability. The rules in this section apply to thetransportation of vehicles such as automobiles, lighttrucks, and vans that have been flattened orcrushed.

(b) Prohibition on the use of synthetic webbing. The useof synthetic webbing to secure flattened or crushed vehicles is prohibited.

(c) Securement of flattened or crushed vehicles.Flattened or crushed vehicles must be transportedon vehicles which have:

(1) Containment walls or comparable means on foursides which extend to the full height of the loadand which block against movement of the cargoin the forward, rearward and lateral directions; or

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(2)

(i) Containment walls or comparable means onthree sides which extend to the full height of the load and which block against movementof the cargo in the forward, rearward and thelateral direction for which there is no

containment wall or comparable means, and

(ii) A minimum of two tiedowns are required per vehicle stack; or

(3)

(i) Containment walls on two sides whichextend to the full height of the load andwhich block against movement of the cargoin the forward and rearward directions, and

(ii) A minimum of three tiedowns are requiredper vehicle stack; or

(4) A minimum of four tiedowns per vehicle stack.

(5) In addition to the requirements of paragraphs(c)(2), (3), and (4), the following rules must besatisfied:

(i) Vehicles used to transport flattened orcrushed vehicles must be equipped with

a means to prevent loose parts from falling from all four sides of the vehicle whichextends to the full height of the cargo.

(ii) The means used to contain loose parts mayconsist of structural walls, sides orsideboards, or suitable covering material,alone or in combinations.

(iii) The use of synthetic material forcontainment of loose parts is permitted.

393.134 What are the rules for securing roll-on/roll-off or hook lift containers?

(a) Applicability. The rules in this section apply to thetransportation of roll-on/roll-off or hook liftcontainers.

(b) Securement of a roll-on/roll-off and hook lift container. Each roll-on/roll-off and hook lift

container carried on a vehicle which is not equippewith an integral securement system must be:

(1) Blocked against forward movement by thelifting device, stops, a combination of bothor other suitable restraint mechanism;

(2) Secured to the front of the vehicle by the liftingdevice or other suitable restraint against lateraland vertical movement;

(3) Secured to the rear of the vehicle with at leastone of the following mechanisms:

(i) One tiedown attached to both the vehiclechassis and the container chassis;

(ii) Two tiedowns installed lengthwise, eachsecuring one side of the container to one of

the vehicles side rails; or

(iii) Two hooks, or an equivalent mechanism,securing both sides of the container to the vehicle chassis at least as effectively as thetiedowns in the two previous items.

(4) The mechanisms used to secure the rearend of a roll-on/roll off or hook lift containermust be installed no more than two meters(6 ft 7 in) from the rear of the container.

(5) In the event that one or more of the front stopsor lifting devices are missing, damaged or notcompatible, additional manually installedtiedowns must be used to secure the containerto the vehicle, providing the same level of securement as the missing, damaged orincompatible components.

393.136 What are the rules for securing large

boulders?

(a) Applicability.

(1) The rules in this section are applicable to thetransportation of any large piece of natural,irregularly shaped rock weighing in excess of 5,000 kg (11,000 lbs) or with a volume in exceof 2 cubic-meters on an open vehicle, or in a vehicle whose sides are not designed and rated


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(1) One chain must surround the top of theboulder (at a point between one-half andtwo-thirds of its height). The working load limitof the chain must be at least half the weight of the boulder.

(2) Four chains must be attached to the surrounding

chain and the vehicle to form a blocking mechanism which prevents any horizontalmovement. Each chain must have a working loadlimit of at least one-fourth the weight of theboulder. Whenever practicable, the angle of thechains must not exceed 45 degrees from thehorizontal.


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F M CS A S C A R G O S E C U R EM E N T E N F O RC E M E NT P O L I C Y


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On December 31, 2003, the Federal Motor Carrier SafetyAdministration issued a memorandum to its FieldAdministrators and Division Administrators outlining nterim enforcement policies for certain sections of theew cargo securement regulations to be implementedn January 1, 2004. The memorandum explained that

ntil the agency has the opportunity to address thesembiguities in the regulations through notice-and-omment rulemaking, the policies outlined below willemain in effect. The memorandum represents thegencys best judgement on fair and reasonablenforcement policies.

ssue 1: 393.102(c) Prohibition on exceeding breaking trength and working load limit ratings.

Agency Policy: Cargo securement devices and systemsmust be designed, installed, and maintained to ensure thathe maximum forces acting on the devices or systems doot exceed the manufacturers breaking strength rating nder the conditions listed in paragraphs (a) and (b) of thisection. Cargo securement devices and systems must alsoe designed, installed, and maintained to ensure that theorces acting on the devices or systems under normalperating conditions do not exceed the working load limitor the devices. For the purposes of this enforcement

olicy, normal operating conditions should be consideredo include a deceleration up to 0.4 g in the forwardirection, 0.5 g acceleration in the rearward direction, and.25 g acceleration in the lateral direction.

Discussion: During the Commercial Vehicle SafetyAlliances 2003 Fall Conference, senior technical staff fromCCMTA expressed concern that the rule requiring theggregate working load limit be at least one-half times the

weight of the article being secured does not ensure

ompliance with the prohibition against exceeding theworking load limit when the performance criteria (0.8 g

eceleration in the forward direction, 0.5 g in the rearwardnd lateral directions) are applied. To correct thisiscrepancy in the current regulatory language, CCMTAtaff believes the working load limit formula needs to bedjusted to increase cargo restraint capacity.

FMCSA shares CCMTAs concerns about safety but theagency does not believe, given the limited amount cargosecurement-related crash data available, there is a basisfor establishing more stringent working load limitrequirements than the agency adopted on September 27,2002. The agency believes cargo securement systems

should be designed, installed, and maintained to ensurethat the maximum forces acting on the devices andsystems do not exceed the working load limit of thetiedowns, but only under normal operating conditions.This is because working load limit is defined in 393.5 asthe maximum load that may be applied to a component of a cargo securement system during normal service. Theperformance criteria of 393.102(a) do not representnormal service or operating conditions. Specifically, 0.8 g deceleration in the forward direction is not a routine force

that commercial motor vehicles are subjected to on aregular basis.

Issue 2: 393.102(d) Equivalent means of securement.

Agency Policy: The means of securing articles of cargo areconsidered to meet the performance requirements under393.102(a) if the cargo is:

1. Immobilized; or

2. Fills a sided vehicle that has walls of adequatestrength, and each article of cargo within the vehicleis in contact with, or sufficiently close to a wall orother articles, so that it cannot shift or tip if thosearticles are also unable to shift or tip; or

3. Secured in accordance with the applicablerequirements of 393.104 through 393.136.

Discussion: Currently, 393.102(d) states that loads thatare immobilized, or secured in accordance with the

applicable requirements of 393.104 through 393.136 areconsidered to meet the performance requirements. Certainindustry groups believe 393.102(d) should be revised toprovide a third option regarding equivalent means of securement that would satisfy the performance criteria.They believe that if the cargo fills a sided vehicle equippedwith walls of adequate strength, and each article of cargois positioned so it does not shift or tip inside the vehicle,the loading arrangement or securement system should be

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considered to satisfy the performance requirements under393.102.

FMCSA intended the term immobilized to be construedto include what the industry recommends as a third option.However, the agency acknowledges that the absence of anexplicit reference to situations in which the cargo fills a

sided vehicle may result in inconsistent enforcementpractices. Therefore, enforcement officials should construethe rule to mean that when cargo fills a sided vehicle withwalls of adequate strength, it is considered to meet theperformance criteria.

Issue 3: 393.104(b) and (c) Prohibition on the use of damaged securement devices.

Agency Policy: All tiedowns, cargo securement systems,

parts and components used to secure cargo must be inproper working order when used to perform that functionwith no damaged or weakened components, such as butnot limited to, cracks or cuts, that will adversely affecttheir performance for cargo securement purposes,including reducing the working load limit. Vehiclestructures, floors, walls, decks, tiedown anchor points,headerboards, bulkheads, stakes, posts and associatedmounting pockets used to contain or secure articles of cargo must be strong enough to meet the performancecriteria of 393.102, with no damaged or weakenedcomponents, such as but not limited to, cracks or cuts,that will adversely affect their performance for cargosecurement purposes, including reducing the working load limit.

Discussion: Currently, both 393.104(b) and (c) includereference to vehicle structures. This creates confusionbecause paragraph (b) pertains to securement devices,such as tiedowns, used to attach cargo to vehicles, whileparagraph (c) is intended to cover vehicle structures andanchor points. The reference in paragraph (b) to vehiclestructures should be disregarded.

Several industry groups have expressed concern thatthe wording in both paragraphs (b) and (c) could bemisconstrued as prohibiting all cracks and cuts, regardlessof whether these imperfections will adversely affect theperformance of the securement devices, vehicle structuresor anchor points. FMCSA agrees the wording appears to

set a zero-tolerance standard that could result inunnecessarily tough enforcement practices. The agencybelieves that the language in this policy, combined withthe use of uniform enforcement tolerances such as theCommercial Vehicle Safety Alliances Cargo SecurementTie-Down Guidelines will ensure consistent and

appropriate enforcement actions.

Issue 4: 393.106(d) Determining the aggregate workinload limits for tiedowns.

Agency Policy: The aggregate working load limit of tiedowns used to secure an article or group of articlesagainst movement must be at least one-half times theweight of the article or group of articles. The aggregateworking load limit is the sum of:

1. One-half the working load limit of each tiedown thgoes from an anchor point on the vehicle to anattachment point on an article of cargo; and

2. The working load limit for each tiedown that goesfrom an anchor point on the vehicle, through, over around the cargo and then attaches to anotheranchor point on the vehicle.

Discussion: Based on numerous telephone inquiries fromFMCSA field offices, State enforcement agencies, andindustry groups, FMCSA has determined that the intent of393.106(d) is not easily understood. During the notice-and-comment rulemaking process, the agency proposedcertain requirements that would necessitate the distinctionbetween what were referred to as direct tiedowns andindirect tiedowns. After reviewing the docket commentsthe agency attempted to adopt a more straightforwardapproach for calculating the aggregate working load limit,while preserving the potential safety benefits of making

the distinction between the two types of tiedowns. Whilethe language in the Final Rule is easier to understand thanthe proposed rule, it is still not sufficiently clear. Thispolicy provides an effective approach for adding working load limits for individual tiedowns in a cargo securementsystem, and yields the same answer as the currentregulatory language.


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ssue 5: 393.110(a) and (c) Determining the minimumumber of tiedowns required.

Agency Policy: Section 393.110(a) is applicable wheniedowns are used as part of a cargo securement system,nd should not be construed to be applicable to scenariosn which the cargo securement system does not include these of tiedowns, as defined in 49 CFR 393.5. Section93.110(c) is applicable when blocking or bracing are being elied upon to help prevent shifting or falling of articles of argo, and should not be construed to be applicable tocenarios in which the cargo securement system does notnclude the use of blocking or bracing.

Discussion: Several industry groups and some Statenforcement officials believe 393.110(a) could benterpreted as requiring tiedowns for certain types of argoes. FMCSA agrees that the wording is not as precises it should be to avoid this potential misunderstanding.ection 393.110(a) is intended to be applicable inonjunction with the requirements of 393.106(d), when a

motor carrier uses tiedowns to secure articles of cargo, andhould not be construed as a requirement to use tiedowns

when other securement means are in use. Likewise,393.110(c) is intended to be applicable in conjunction

with the requirements of 393.106(d), when a motor

arrier uses blocking or bracing.

ssue 6: 393.116 Commodity-specific rules for ecuring logs.

Agency Policy: Aggregate working load limits forecurement of logs. The aggregate working load limit foriedowns used to secure a stack of logs on a frame vehicle,r a flatbed vehicle equipped with bunks, bolsters ortakes, must be at least one-sixth the weight of the

tack of logs. The minimum strength requirements of 393.106(d) should not be considered applicable underhese circumstances.

ecurement of logs loaded lengthwise on flatbed andrame vehicles.

Each stack of shortwood loaded lengthwise on a framevehicle or on a flatbed must be secured to the vehicle by ateast two tiedowns. However, if all the logs in any stack

are blocked in the front by a front-end structure strong enough to restrain the load, or another stack of logs, andblocked in the rear by another stack of logs or vehicle endstructure, the stack may be secured with one tiedown. If one tiedown is used, it must be positioned about midwaybetween the stakes. These requirements are in addition to

393.116(b) and (c).Longwood must be cradled in two or more bunks and musteither:

(1) Be secured to the vehicle by at least two tiedowns atlocations that provide effective securement, or

(2) Be bound by tiedown-type devices such as wirerope, used as wrappers that encircle the entire loadat locations along the load that provide effectivesecurement. If a wrapper is being used to bundlethe logs together, it is not required to be attached tothe vehicle.

Discussion: Industry groups have expressed concerns thatcertain regulatory language included in FMCSAs December18, 2000, Notice of Proposed Rulemaking concerning cargosecurement standards, was omitted from the September27, 2002, Final Rule. The proposal would have allowed theaggregate working load limit for tiedowns used to secure astack of logs to be one-sixth the weight of the logs, and

would have provided rules for the transportation of longwood logs, loaded lengthwise. However, theseproposed provisions were omitted, without explanation,from the Final Rule. Industry groups have requested thatthese provisions be restored. Also, industry has requestedthat 393.116 be amended to allow one tiedown per bunk,spaced equally between the standards, when transporting short length logs loaded lengthwise between the first twostandards and between the last two standards. Theybelieve the current wording requiring the use of twotiedowns is unnecessary given the bunks and standards.

FMCSA believes the industrys requests are reasonable andappropriate. The December 18, 2000 Notice of ProposedRulemaking included proposed requirements for thetransportation of longwood on frame vehicles[ 393.122(d)(2) of the proposal] and longwood on flatbed vehicles [ 393.122(f)(4) of the proposal]. Sections393.122(d)(3) and (f)(5) of the proposal would have

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provided that the aggregate working load limit for alltiedowns must be no less than one-sixth the weight of thestack of logs, for logs transported lengthwise. However,when the final rule was drafted, paragraphs (d)(2) and (3),and (f)(4) and (5) were inadvertently omitted. FMCSAintends to correct those errors.

With regard to allowing the use of one tiedown per bunk for shortwood logs loaded lengthwise betwe

understanding fmcsa's cargo securement rules

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