Understanding FMCSA's Cargo Securement Rules

Federal Motor Carrier
Safety Administration’s
Cargo Securement Rules
cargo securement rules
Background Performance Criteria

On September 27, 2002, the Federal Motor Carrier Safety FMCSA has adopted new performance requirements
Administration (FMCSA) published new cargo securement concerning deceleration in the forward direction, and
rules. Motor carriers operating in interstate commerce acceleration in the rearward and lateral directions, that
must comply with the new requirements beginning January cargo securement systems must withstand. Deceleration
1, 2004. The new rules are based on the North American is the rate at which the speed of the vehicle decreases
Cargo Securement Standard Model Regulations, reflecting when the brakes are applied, and acceleration is the
the results of a multi-year research program to evaluate rate at which the speed of the vehicle increases in the
U.S. and Canadian cargo securement regulations; the lateral direction or sideways (while the vehicle is turning),
motor carrier industry’s best practices; and or in the rearward direction (when the vehicle is being
recommendations presented during a series of public driven in reverse and makes contact with a loading dock).
meetings involving U.S. and Canadian industry experts, Acceleration and deceleration values are commonly
Federal, State and Provincial enforcement officials, and reported as a proportion of the acceleration due to gravity
other interested parties. The new rules require motor (g). This acceleration is about 9.8 meters/second/second
carriers to change the way they use cargo securement (32.2 feet/second/second), which means that the velocity
devices to prevent articles from shifting on or within, or of an object dropped from a high elevation increases by
falling from commercial motor vehicles. The changes may approximately 9.8 meters/second (32.2 feet/second) each
require motor carriers to increase the number of tiedowns second it falls. FMCSA requires that cargo securement
used to secure certain types of cargo. However, the rule systems be capable of withstanding the forces associated
generally does not prohibit the use of tiedowns or cargo with following three deceleration/accelerations, applied
securement devices currently in use. Therefore, motor separately:
carriers are not required to purchase new cargo
(1) 0.8 g deceleration in the forward direction;
securement equipment or vehicles to comply with the rule.
The intent of the new requirements is to reduce the (2) 0.5 g acceleration in the rearward direction; and
number of accidents caused by cargo shifting on or within, (3) 0.5 g acceleration in a lateral direction.
or falling from, commercial motor vehicles operating in
These values were chosen based on researchers’ analysis
interstate commerce, and to harmonize to the greatest
of studies concerning commercial motor vehicle
extent practicable U.S., Canadian, and Mexican cargo
performance. The analysis indicated that the highest
securement regulations.
deceleration likely for an empty or lightly loaded vehicle
with an antilock brake system, all brakes properly
Applicability of the New Rules
adjusted, and warmed to provide optimal braking
The new cargo securement rules apply to the same types performance, is in the range of 0.8-0.85 g. However, a
of vehicles and cargo as the old rules, covering all typical loaded vehicle would not be expected to achieve a
cargo-carrying commercial motor vehicles (as defined in deceleration greater than 0.6 g on a dry road.
49 CFR 390.5) operated in interstate commerce. This
includes all types of articles of cargo, except The typical lateral acceleration while driving in a curve or
commodities in bulk that lack structure or fixed shape on a ramp at the posted advisory speed is in the range
(e.g., liquids, gases, grain, liquid concrete, sand, gravel, 0.05-0.17 g. Loaded vehicles with a high center of gravity
aggregates) and are transported in a tank, hopper, box or roll over at a lateral acceleration above 0.35 g. Lightly
similar device that forms part of the structure of a loaded vehicles, or heavily loaded vehicles with a lower
commercial motor vehicle. center of gravity, may withstand lateral acceleration forces
greater than 0.5 g.
2
Generally, motor carriers are not required to conduct loose, unfastening, opening or releasing while the vehicle
testing of cargo securement systems to determine is in transit. All tiedowns and other components of a cargo
compliance with the performance requirements. The new securement system used to secure loads on a trailer
rules explicitly state that cargo immobilized or secured in equipped with rub rails must be located inboard of the rub
accordance with the general securement rules, or the rails whenever practicable. Also, edge protection must be
commodity-specific rules, are considered to meet the used whenever a tiedown would be subject to abrasion or
performance criteria. cutting at the point where it touches an article of cargo.
The edge protection must resist abrasion, cutting and
Requirements for Securement Devices crushing.
The new rules require that all devices and systems used to
secure cargo to or within a vehicle must be capable of Use of Unmarked Tiedowns
meeting the performance criteria. All vehicle structures, The new rules do not prohibit the use of unmarked tiedown
systems, parts and components used to secure cargo must devices. Although many of the participants in the public
be in proper working order when used to perform that meetings and numerous commenters to the rulemaking
function with no damaged or weakened components that proposal argued the rules should include such a
could adversely affect their performance. prohibition, FMCSA believes it is inappropriate to prohibit
unmarked tiedowns at this time.
The cargo securement rules incorporate by reference
manufacturing standards for certain types of tiedowns However, in view of the potential safety hazards of motor
including steel strapping, chain, synthetic webbing, carriers misidentifying unmarked tiedowns, there is a
wire rope, and cordage. FMCSA has updated the rules provision that unmarked welded steel chain be
to reference the November 15, 1999, version of the National considered to have a working load limit equal to that
Association of Chain Manufacturers’ (NACM) Welded Steel of grade 30 proof coil, and other types of unmarked
Chain Specifications. The agency notes that some of the tiedowns be considered to have a working load limit equal
working load limit values in the 1999 version differ slightly to the lowest rating for that type in the table of working
from the previous edition of this publication. Also, the 1999 load limits.
version includes working load limits for a new grade of
alloy chain, grade 100. Unrated and Unmarked Anchor Points
The agency also changed its reference for synthetic FMCSA’s cargo securement rules do not require rating and
webbing from the 1991 edition to the 1998 edition of marking of anchor points. While the agency encourages
the Web Sling and Tiedown Association’s publication. manufacturers to rate and mark anchor points, the new
Generally, the working load limits are the same as rules do not include a requirement for ratings and
those in the 1991 publication. markings.
Changes in the references do not necessarily mean the

Front End Structures on CMVs
older securement devices need to be replaced. Motor
FMCSA revised its rules concerning front-end structures or
carriers are not required to replace tiedown devices
headerboards by changing the applicability of the
purchased prior to January 1, 2004. If the tiedowns
requirements to cover CMVs transporting cargo that is
satisfied the old rules, the devices should also satisfy
in contact with the front-end structure of the vehicle.
the new rules.
By contrast, the old rules required certain vehicles to
be equipped with front-end structures regardless of
Proper Use of Tiedowns
whether the devices were used as part of a cargo
The new regulations require each tiedown to be attached
securement system.
and secured in a manner that prevents it from becoming
3
Summary of the General against movement must be at least one-half the weight of
Cargo Securement Rules the article or group of articles. The aggregate working load
The new cargo securement rules include general limit is the sum of:
securement rules applicable to all types of articles of One-half the working load limit of each tiedown that goes
cargo, with certain exceptions, and commodity-specific from an anchor point on the vehicle to an attachment point
rules covering commodities that are considered the most on an article of cargo; and
difficult to determine the most appropriate means of
The working load limit for each tiedown that goes from an
securement. Requirements concerning securement,
anchor point on the vehicle, through, over or around the
working load limits, blocking and bracing are applicable to
cargo and then attaches to another anchor point on the
all commodities being transported.
vehicle.
The commodity-specific requirements take precedence over
the general rules when additional requirements are given Minimum Number of Tiedowns
for a commodity listed in those sections. This means all
The cargo securement system used to restrain articles
cargo securement systems must meet the general
against movement must meet requirements concerning the
requirements, except to the extent a commodity-specific
minimum number of tiedowns. This requirement is in
rule imposes additional requirements that prescribe in
addition to complying with rules concerning the minimum
more detail the securement method to be used.
working load limit.
General Rule When an article of cargo is not blocked or positioned to

prevent movement in the forward direction, the number of
Cargo must be firmly immobilized or secured on or within a
tiedowns needed depends on the length and weight of the
vehicle by structures of adequate strength, dunnage (loose
articles. There must be –
materials used to support and protect cargo) or dunnage
bags (inflatable bags intended to fill space between one tiedown for articles 5 ft or less in length, and 1,100 lbs
articles of cargo or between cargo and the wall of the or less in weight;
vehicle), shoring bars, tiedowns or a combination of these.
two tiedowns if the article is -
Cargo Placement and Restraint
(1) 5 ft or less in length and more than 1,100 lbs in
Articles of cargo that are likely to roll must be restrained weight; or
by chocks, wedges, a cradle or other equivalent means to
(2) greater than 5 ft but less than 10 ft, regardless
prevent rolling. The means of preventing rolling must not
of weight.
be capable of becoming unintentionally unfastened or
loose while the vehicle is in transit. In the following example, one tiedown is required because
the article of cargo is 5 ft in length and does not exceed
Articles of cargo placed beside each other and secured by
1,100 lbs. If the article of cargo were greater than 5 ft in
transverse tiedowns must be:
length but less than 10 ft, two tiedowns would be needed
(1) Placed in direct contact with each other, or regardless of the weight.
(2) Prevented from shifting towards each other while

5 ft
in transit.
Minimum Working Load Limit for Cargo 1,100 lbs
Securement Devices and Systems

The aggregate working load limit of any securement
system used to secure an article or group of articles
4
When an article of cargo is not blocked or positioned to Commodity-Specific
prevent movement in the forward direction, and the item Securement Requirements
is longer than 10 ft in length, then it must be secured by FMCSA has adopted detailed requirements for the
two tiedowns for the first 10 ft of length, and one additional securement of the following commodities: logs;
tiedown for every 10 ft of length, or fraction thereof, beyond dressed lumber; metal coils; paper rolls; concrete
the first 10 ft. An example of this is provided below. pipe; intermodal containers; automobiles, light trucks and
vans; heavy vehicles, equipment and machinery; flattened
or crushed vehicles; roll-on/roll-off containers; and large
boulders. During public meetings concerning the
development of the model regulations, participants said
that these commodities cause the most disagreement
between industry and enforcement agencies as
to what is required for proper securement.
§393.116 - Logs
If an article is blocked, braced or immobilized to prevent

movement in the forward direction by a headerboard,
bulkhead, other articles that are adequately secured,
or other appropriate means, it must be secured by at
least one tiedown for every 10 ft of article length, or
fraction thereof.
The rules for the transportation of logs are applicable to

the transportation of almost all logs with the following
exceptions:
(1) Logs that are unitized by banding or other comparable

means may be transported in accordance with the
general cargo securement rules.
(2) Loads that consist of no more than four processed

Special Rule for Special Purpose Vehicles logs may be transported in accordance with the
general cargo securement rules.
Generally, the basic rules concerning the minimum number
of tiedowns do not apply to a vehicle transporting one or (3) Firewood, stumps, log debris and other such short
more articles of cargo such as, but not limited to, logs must be transported in a vehicle or container
machinery or fabricated structural items (e.g., steel or enclosed on both sides, front, and rear and of
concrete beams, crane booms, girders, and trusses, etc.) adequate strength to contain them. Longer logs
which, because of their design, size, shape or weight, may also be transported in an enclosed vehicle
must be fastened by special methods. However, any or container.
article of cargo carried on that vehicle must be secured
adequately to the vehicle by devices that are capable of
meeting the performance requirements and the working
load limit requirements.
5
§393.118 - Dressed Lumber and Similar Building Products §393.122 – Paper Rolls
The rules for securing paper
rolls are
applicable to
shipments of
paper rolls which,
individually or
together, weigh
2,268 kg (5,000
lbs) or more.
The rules in this section apply to the transportation of Shipments of
bundles of dressed lumber, packaged lumber, building paper rolls that
products such as plywood, gypsum board or other weigh less than
materials of similar shape. Lumber or building products 2,268 kg (5,000 lbs),
that are not bundled or packaged must be treated as loose and paper rolls that are unitized on a pallet, may either be
items and transported in accordance with the secured in accordance with the rules in this section or the
general cargo securement rules. For the purpose of this general cargo securement rules.
section, the term “bundle” refers to packages of lumber,
building materials or similar products which are unitized
for securement as a single article of cargo.
§393.120 – Metal Coils
§ 393.124 – Concrete Pipe

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

or more metal coils which, individually or grouped
together, weigh 2,268 kg (5,000 lbs) or more. Shipments of
metal coils that weigh less than 2,268 kg (5,000 lbs) may
be secured in accordance with the general cargo
securement rules.
6
§ 393.126 – Intermodal Containers § 393.130 Heavy Vehicles, Equipment and Machinery
The requirements for intermodal containers cover the

transportation of these containers on container chassis
and other types of vehicles. Intermodal containers are
freight containers designed and constructed to permit
them to be used interchangeably in two or more modes These requirements are applicable to the transportation of
of transportation. heavy vehicles, equipment and machinery which operate
on wheels or tracks, such as front end loaders, bulldozers,
Cargo contained within intermodal containers must be
tractors and power shovels and which individually weigh
secured in accordance with the general cargo securement
4,536 kg (10,000 lbs) or more. Vehicles, equipment and
rules or, if applicable, the commodity-specific rules.
machinery which is lighter than 4,536 kg (10,000 lbs) may
be secured in accordance with these rules, the rules for
§ 393.128 – Automobiles, Light Trucks and Vans
automobiles, light trucks and vans, or the general freight
requirements.
§ 393.132 - Flattened or Crushed Vehicles
This portion of the new standards applies to the

transportation of automobiles, light trucks, and vans which
individually weight 4,536 kg (10,000 lbs) or less. Vehicles
which individually are heavier than 4,536 kg (10,000 lbs)
The transportation of vehicles such as automobiles, light
must be secured in the same manner as heavy vehicles,
trucks and vans that have been flattened or crushed is
equipment and machinery (see the rules under /393.126).
covered by these requirements. The transportation of
automobiles that are flattened or crushed in a crash or
accident, as opposed to being intentionally flattened or
crushed in preparation for transportation to recycling
facilities, is not subject to these requirements. However,
vehicles damaged in a crash or accident are subject to the
general cargo securement requirements.
7
§ 393.134 Roll-on/Roll-Off or Hook-lift Containers § 393.136 Large Boulders

These rules apply to the transportation of roll-on/roll-off
or hook lift containers. A hook-lift container is defined
in 49 CFR 393.5 as a specialized container, primarily
used to contain and transport materials in the waste,
recycling, construction/demolition and scrap industries,
which is used in conjunction with specialized vehicles
in which the container is loaded and unloaded onto a
tilt frame body by an articulating hook-arm.
The rules in this section are applicable to the

transportation of any large piece of natural, irregularly
shaped 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 designed
and rated to contain such cargo.
Pieces of rock weighing more than 100 kg (220 lbs), but

less than 5,000 kg (11,000 lbs) must be secured, either in
Section 393.134 is not, however, applicable to the accordance with this section, or in accordance with the
operation of hoist-type equipment (or hoist equipment) as general cargo securement rules, including:
described in American National Standards Institute (ANSI)
(1) rock contained within a vehicle which is designed
publication ANSI 2245.1. Hoist-type equipment should be
to carry such cargo; or
considered separate and distinct from roll-on/roll-off
equipment and, therefore, not subject to § 393.134. (2) secured individually by tiedowns, provided each
Containers transported on hoist-type equipment must be piece can be stabilized and adequately secured.
secured in accordance with the general securement rules. Rock which has been formed or cut to a shape and which
provides a stable base for securement must also be
secured, either in accordance with the provisions of this
section or in accordance with the general securement
rules.
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PA R T 3 9 3 – PA R TS A N D AC C E S S O R I E S N E C E S S A RY F O R S A F E O P E R AT I O N
Subpart I
Protection Against
Shifting and Falling Cargo
the devices under the conditions listed in

§393.100 Which types of commercial motor vehicles are
paragraphs (a) and (b) of this section.
subject to the cargo securement standards of this subpart,
and what general requirements apply? (d) Equivalent means of securement. Cargo that is
immobilized or secured in accordance with the
(a) Applicability. The rules in this subpart are
applicable requirements of §393.104 through
applicable to trucks, truck tractors, semitrailers,
§393.136, is considered as meeting the performance
full trailers and pole trailers.
criteria of this section.
(b) Prevention against loss of load. Each commercial
motor vehicle must, when transporting cargo on §393.104 What standards must cargo securement devices
public roads, be loaded and equipped, and the and systems meet in order to satisfy the requirements of
cargo secured, in accordance with this subpart to this subpart?
prevent the cargo from leaking, spilling, blowing or
(a) General. All devices and systems used to secure
falling from the motor vehicle.
cargo to or within a vehicle must be capable of
(c) Prevention against shifting of load. Cargo must be meeting the requirements of §393.102.
contained, immobilized or secured in accordance
(b) Prohibition on the use of damaged securement
with this subpart to prevent shifting upon or within
devices. All vehicle structures, systems, parts,
the vehicle to such an extent that the vehicle’s
and components used to secure cargo must be
stability or maneuverability is adversely affected.
in proper working order when used to perform
that function with no damaged or weakened
§393.102 What are the minimum performance criteria for
components that will adversely effect their
cargo securement devices and systems?
performance for cargo securement purposes,
(a) Performance criteria. Cargo securement devices including reducing the working load limit, and
and systems must be capable of withstanding the must not have any cracks or cuts.
following three forces, applied separately:
(c) Vehicle structures and anchor points. Vehicle
(1) 0.8 g deceleration in the forward direction; structures, floors, walls, decks, tiedown anchor
(2) 0.5 g acceleration in the rearward direction; and points, headerboards, bulkheads, stakes, posts
and associated mounting pockets used to contain
(3) 0.5 g acceleration in a lateral direction.
or secure articles of cargo must be strong enough
(b) Performance criteria for devices to prevent vertical to meet the performance criteria of § 393.102,
movement of loads that are not contained within the with no damaged or weakened components that
structure of the vehicle. Securement systems must will adversely effect their performance for cargo
provide a downward force equivalent to at least 20 securement purposes, including reducing the
percent of the weight of the article of cargo if the working load limit, and must not have any cracks
article is not fully contained within the structure of or cuts.
the vehicle. If the article is fully contained within the
(d) Material for dunnage, chocks, cradles, shoring bars,
structure of the vehicle, it may be secured in
blocking and bracing. Material used as dunnage or
accordance with §393.106(b).
dunnage bags, chocks, cradles, shoring bars, or
(c) Prohibition on exceeding working load limits. used for blocking and bracing, must not have
Cargo securement devices and systems must be damage or defects which would compromise the
designed, installed, and maintained to ensure that effectiveness of the securement system.
the maximum forces acting on the devices or
systems do not exceed the working load limit for
10
(e) Manufacturing standards for tiedown assemblies. commodity-specific rules of §393.116 through
Tiedown assemblies (including chains, wire rope, §393.136. The commodity-specific rules take
steel strapping, synthetic webbing and cordage) precedence over the general requirements of this
and other attachment or fastening devices used to section when additional requirements are given for
secure articles of cargo to, or in, commercial motor a commodity listed in those sections.
vehicles must conform to the following applicable
(b) General. Cargo must be firmly immobilized or
standards:
secured on or within a vehicle by structures of
(refer to table on page 12)
adequate strength, dunnage or dunnage bags,
(f ) Use of tiedowns. shoring bars, tiedowns or a combination of these.
(1) Tiedowns and securing devices must not (c) Cargo placement and restraint.
contain knots.
(1) Articles of cargo that are likely to roll must be
(2) If a tiedown is repaired, it must be repaired in restrained by chocks, wedges, a cradle or other
accordance with the applicable standards in equivalent means to prevent rolling. The means
paragraph (e) of this section, or the manufac- of preventing rolling must not be capable of
turer’s instructions. becoming unintentionally unfastened or loose
while the vehicle is in transit.
(3) Each tiedown must be attached and secured in
a manner that prevents it from becoming loose, (2) Articles or cargo placed beside each other and
unfastening, opening or releasing while the secured by transverse tiedowns must either:
vehicle is in transit.
(i) Be placed in direct contact with each other,
(4) All tiedowns and other components of a or
cargo securement system used to secure loads
(ii) Be prevented from shifting towards each
on a trailer equipped with rub rails, must be
other while in transit.
located inboard of the rub rails
whenever practicable. (d) Minimum strength of cargo securement devices
and systems. The aggregate working load limit
(5) Edge protection must be used whenever a
of any securement system used to secure an
tiedown would be subject to abrasion or
article or group of articles against movement must
cutting at the point where it touches an
be at least one-half times the weight of the article
article of cargo. The edge protection must
or group of articles. The aggregate working load
resist abrasion, cutting and crushing.
limit is the sum of:
(1) One-half of the working load limit of each

§393.106 What are the general requirements for
associated connector or attachment mechanism
securing articles of cargo?
used to secure a part of the article of cargo to
(a) Applicability. The rules in this section are applicable the vehicle; and
to the transportation of all types of articles
(2) One-half of the working load limit for each end
of cargo, except commodities in bulk that lack
section of a tiedown that is attached to an
structure or fixed shape (e.g., liquids, gases, grain,
anchor point.
liquid concrete, sand, gravel, aggregates) and are
transported in a tank, hopper, box or [67 FR 61225, Sept. 27, 2002, as amended at 68 FR 56208, Sept. 30, 2003]
similar device that forms part of the structure of
a commercial motor vehicle. The rules in this
section apply to the cargo types covered by the
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Table to §393.104(e)
Manufacturing Standards for Tiedown Assemblies
An assembly Must conform to

Component of
(1) Steel strapping 1,2 Standard Specification for Strapping, Flat Steel and Seals, American Society
for Testing and Materials (ASTM) D3953-97, February 1998.4
(2) Chain National Association of Chain Manufacturers' Welded Steel Chain

Specifications, November 15, 1999.4
(3) Webbing Web Sling and Tiedown Association's Recommended Standard Specification
for 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-Strand

Constructions, 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 19794; 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.
12
(e) (1) Wire rope which is not marked by the
§393.108 How is the working load limit of a tiedown
manufacturer with a working load limit shall be
determined?
considered to have a working load limit equal to
(a) The working load limit (WLL) of a tiedown, one-fourth of the nominal strength listed in the
associated connector or attachment mechanism Wire Rope Users Manual.
is the lowest working load limit of any of its
(2) Wire which is not marked or labeled to enable
components (including tensioner), or the working
identification of its construction type shall be
load limit of the anchor points to which it is
considered to have a working load limit equal to
attached, whichever is less.
that for 6 x 37, fiber core wire rope.
(b) The working load limits of tiedowns may be
(f ) Manila rope which is not marked by the
determined by using either the tiedown
manufacturer with a working load limit shall be
manufacturer’s markings or by using the tables in
considered to have a working load limit based on its
this section. The working load limits listed in the
diameter as provided in the tables of working load
tables are to be used when the tiedown material is
limits.
not marked by the manufacturer with the working
load limit. Tiedown materials which are marked by (g) Friction mats which are not marked or rated by the
the manufacturer with working load limits that differ manufacturer shall be considered to provide
from the tables, shall be considered to have a resistance to horizontal movement equal to 50
working load limit equal to the value for which they percent of the weight placed on the mat.
are marked.
(c) Synthetic cordage (e.g., nylon, polypropylene,

polyester) which is not marked or labeled to enable
identification of its composition or working load
limit shall be considered to have a working load
limit equal to that for polypropylene fiber rope.
(d) Welded steel chain, which is not marked or labeled

to enable identification of its grade or working load
limit shall be considered to have a working load
limit equal to that for grade 30 proof coil chain.
13
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 alloy
1. 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
Synthetic Webbing Wire Rope (6 x 37, Fiber Core)

Width mm (in) WLL kg (lbs) Diameter mm (in) WLL kg (lbs)
45 (1-3/4) 790 (1,750) 7 (1/4) 640 (1,400)
50 (2) 910 (2,000) 8 (5/16) 950 (2,100)
75 (3) 1,360 (3,000) 10 (3/8) 1,360 (3,000)
100 (4) 1,810 (4,000) 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)
14
Manila Rope WLL Nylon Rope WLL
Diameter mm (in) WLL kg (lbs) Diameter mm (in) WLL kg (lbs)
10 (3/8) 90 (205) 10 (3/8) 130 (278)
11 (7/16) 120 (265) 11 (7/16) 190 (410)
13 (1/2) 150 (315) 13 (1/2) 240 (525)
16 (5/8) 210 (465) 16 (5/8) 420 (935)
20 (3/4) 290 (640) 20 (3/4) 640 (1,420)
25 (1) 480 (1,050) 25 (1) 1,140 (2,520)
Polypropylene Fiber Rope WLL Double Braided Nylon Rope WLL

(3-Strand and 8-Strand Constructions) Diameter mm (in) WLL kg (lbs)
Diameter mm (in) WLL kg (lbs)
10 (3/8) 150 (336)
10 (3/8) 180 (400)
11 (7/16) 230 (502)
11 (7/16) 240 (525)
13 (1/2) 300 (655)
13 (1/2) 280 (625)
16 (5/8) 510 (1,130)
16 (5/8) 420 (925)
20 (3/4) 830 (1,840)
20 (3/4) 580 (1,275)
25 (1) 1,470 (3,250)
25 (1) 950 (2,100)
Polyester Fiber Rope WLL Steel Strapping WLL

(3-Strand and 8-Strand Constructions) Width x thickness mm (in) WLL kg (lbs)
Diameter mm (in) WLL kg (lbs) 31.7 x .74 (1-1/4 x 0.029) 540 (1,190)
10 (3/8) 250 (555) 31.7 x .79 (1-1/4 x 0.031) 540 (1,190)
11 (7/16) 340 (750) 31.7 x .89 (1-1/4 x 0.035) 540 (1,190)
13 (1/2) 440 (960) 31.7 x 1.12 (1-1/4 x 0.044) 770 (1,690)
16 (5/8) 680 (1,500) 31.7 x 1.27 (1-1/4 x 0.05) 770 (1,690)
20 (3/4) 850 (1,880) 31.7 x 1.5 (1-1/4 x 0.057) 870 (1,925)
25 (1) 1,500 (3,300) 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)
15
fabricated structural items (e.g., steel or concrete

§393.110 What else do I have to do to determine the
beams, crane booms, girders, and trusses, etc.)
minimum number of tiedowns?
which, because of their design, size, shape, or
(a) In addition to the requirements of §393.106, the weight, must be fastened by special methods.
minimum number of tiedowns required to secure an However, any article of cargo carried on that
article or group of articles against movement vehicle must be securely and adequately
depends on the length of the article(s) being fastened to the vehicle.
secured, and the requirements of paragraphs (b)
and (c) of this section. §393.112 Must a tiedown be adjustable?
(b) When an article is not blocked or positioned to Each tiedown, or its associated connectors, or
prevent movement in the forward direction by a its attachment mechanisms must be designed,
headerboard, bulkhead, other cargo that is constructed, and maintained so the driver of an in-
positioned to prevent movement, or other transit commercial motor vehicle can tighten them.
appropriate blocking devices, it must be secured by However, this requirement does not apply to the use
at least: of steel strapping.
(1) One tiedown for articles 5 feet (1.52 meters) or
less in length, and 1,100 lbs (500 kg) or less in §393.114 What are the requirements for front end
weight; structures used as part of a cargo securement system?
(2) Two tiedowns if the article is: (a) Applicability. The rules in this section are applicable
to commercial motor vehicles transporting articles
(i) 5 feet (1.52 meters) or less in length and
of cargo that are in contact with the front end
more than 1,100 lbs (500 kg) in weight; or
structure of the vehicle. The front end structure on
(ii) Longer than 5 feet (1.52 meters) but less these cargo-carrying vehicles must meet the
than or equal to 10 feet (3.04 meters) in performance requirements of this section.
length, irrespective of the weight.
(b) Height and width.
(3) Two tiedowns if the article is longer than 10 feet
(1) The front end structure must extend either to a
(3.04 meters), and one additional tiedown for
height of 4 feet above the floor of the vehicle or
every 10 feet (3.04 meters) of article length, or
to a height at which it blocks forward movement
fraction thereof, beyond the first 10 feet (3.04
of any item of article of cargo being carried on
meters) of length.
the vehicle, whichever is lower.
(c) If an individual article is required to be blocked,
(2) The front end structure must have a width which
braced or immobilized to prevent movement in the
is at least equal to the width of the vehicle or
forward direction by a headerboard, bulkhead, other
which blocks forward movement of any article of
articles which are adequately secured or by an
cargo being transported on the vehicle,
appropriate blocking or immobilization method, it
whichever is narrower.
must be secured by at least one tiedown for every
3.04 meters (10 feet) or article length, or fraction (c) Strength. The front end structure must be capable of
thereof. withstanding the following horizontal forward static
load:
(d) Special rule for special purpose vehicles.
The rules in this section do not apply to a (1) For a front end structure less than 6 feet in
vehicle transporting one or more articles of height, a horizontal forward static load equal to
cargo such as, but not limited to, machinery or one-half (0.5) of the weight of the articles
16
of cargo being transported on the vehicle (2) Loads that consist of no more than four
uniformly distributed over the entire portion processed logs may be transported in
of the front end structure that is within 4 feet accordance with the general cargo securement
above the vehicle’s floor or that is at or below a rules of §§393.100 through 393.114.
height above the vehicle’s floor at which it
(3) Firewood, stumps, log debris and other such
blocks forward movement of any article of the
short logs must be transported in a vehicle or
vehicle’s cargo, whichever is less; or
container enclosed on both sides, front, and rear
(2) For a front end structure 6 feet in height and of adequate strength to contain them.
or higher, a horizontal forward static load equal Longer logs may also be so loaded.
to four-tenths (0.4) of the weight of
(b) Components of a securement system.
the articles of cargo being transported on
the vehicle uniformly distributed over the entire (1) Logs must be transported on a vehicle
front end structure. designed and built, or adapted, for the
transportation of logs. Any such vehicle must
(d) Penetration resistance. The front end structure
be fitted with bunks, bolsters, stakes or
must be designed, constructed, and maintained
standards, or other equivalent means, that
so that it is capable of resisting penetration
cradle the logs and prevent them from rolling.
by any article of cargo that contacts it when
the vehicle decelerates at a rate of 20 feet per (2) All vehicle components involved in securement
second, per second. The front end structure must of logs must be designed and built to withstand all
have no aperture large enough to permit any anticipated operational forces without failure,
article of cargo in contact with the structure to accidental release or permanent
pass through it. deformation. Stakes or standards that are
not permanently attached to the vehicle
(e) Substitute devices. The requirements of this
must be secured in a manner that prevents
section may be met by the use of devices
unintentional separation from the vehicle
performing the same functions as a front end
in transit.
structure, if the devices are at least as strong as,
and provide protection against shifting articles (3) Tiedowns must be used in combination with the
of cargo at least equal to, a front end structure stabilization provided by bunks, stakes and
which conforms to those requirements. bolsters to secure the load.
(c) Use of securement system.

Specific Securement Requirements by Commodity Type
(1) Logs must be solidly packed, and the outer
bottom logs must be in contact with and
§393.116 What are the rules for securing logs?
resting solidly against the bunks, bolsters,
(a) Applicability. The rules in this section are stakes or standards.
applicable to the transportation of logs with the
(2) Each outside log on the side of a stack of
following exceptions:
logs must touch at least two stakes, bunks,
(1) Logs that are unitized by banding or other bolsters, or standards. If one end does not
comparable means may be transported in actually touch a stake, it must rest on other logs
accordance with the general cargo securement in a stable manner and must extend beyond the
rules of §§393.100 through 393.114. stake, bunk, bolster or standard.
17
(3) The center of the highest outside log on each must be anchored to resist that force.
side or end must be below the top of each stake,
(6) If two stacks of shortwood are loaded side-by-
bunk or standard.
side, in addition to meeting the requirements of
(4) Each log that is not held in place by contact with paragraphs (d)(1) through (d)(5) of this
other logs or the stakes, bunks, or standards section, they must be loaded so that:
must be held in place by a tiedown. Additional
(i) There is no space between the two stacks
tiedowns or securement devices must be used
of logs;
when the condition of the wood results in such
low friction between logs that they are likely to (ii) The outside of each stack is raised at least
slip upon each other. 2.5 cm (1 in) within 10 cm (4 in) of the end of
the logs or the side of the vehicle;
(d) Securement of shortwood logs loaded crosswise on
frame, rail and flatbed vehicles. In addition to the (iii) The highest log is no more than 2.44 m (8 ft)
requirements of paragraphs (b) and (c) of this above the deck; and
section, each stack of logs loaded crosswise must (iv) At least one tiedown is used lengthwise
meet the following rules: across each stack of logs.
(1) In no case may the end of a log in the lower tier (e) Securement of logs loaded lengthwise on flatbed
extend more than one-third of the log’s total and frame vehicles. In addition to meeting the
length beyond the nearest supporting structure requirements of paragraphs (b) and (c) of this
on the vehicle. section, each stack of shortwood loaded lengthwise
(2) When only one stack of shortwood is loaded on a frame vehicle or on a flatbed must be secured
crosswise, it must be secured with at least two to the vehicle by at least two tiedowns.
tiedowns. The tiedowns must attach to the (f ) Securement of logs transported on pole trailers.
vehicle frame at the front and rear of the load,
(1) The load must be secured by at least one
and must cross the load in this direction.
tiedown at each bunk, or alternatively, by at
(3) When two tiedowns are used, they must be least two tiedowns used as wrappers that
positioned at approximately one-third and two- encircle the entire load at locations along the
thirds of the length of the logs. load that provide effective securement.
(4) A vehicle that is more than 10 meters (33 feet) (2) The front and rear wrappers must be at least
long must be equipped with center stakes, or 3.04 meters (10 feet) apart.
comparable devices, to divide it into sections
(3) Large diameter single and double log loads
approximately equal in length. Where a vehicle
must be immobilized with chock blocks or other
is so divided, each tiedown must secure the
equivalent means to prevent shifting.
highest log on each side of the center stake, and
must be fastened below these logs. It may be (4) Large diameter logs that rise above bunks must
fixed at each end and tensioned from the be secured to the underlying load with at least
middle, or fixed in the middle and tensioned two additional wrappers.
from each end, or it may pass through a pulley
or equivalent device in the middle and be §393.118 What are the rules for securing dressed
tensioned from one end. lumber or similar building products?
(5) Any structure or stake that is subjected to an (a) Applicability. The rules in this section apply to the
upward force when the tiedowns are tensioned transportation of bundles of dressed lumber,
18
packaged lumber, building products such as ensures that the spacer performs as a
plywood, gypsum board or other materials of similar single piece of material.
shape. Lumber or building products which are not
(iv) The arrangement of the tiedowns for the
bundled or packaged must be treated as loose items
bundles must be:
and transported in accordance with §§393.100
through 393.114 of this subpart. For the purpose of (A) Secured by tiedowns over the top tier of
this section, “bundle” refers to packages of lumber, bundles, in accordance with the general
building materials or similar products which are provisions of §§393.100 through 393.114
unitized for securement as a single article of cargo. with a minimum of two tiedowns for
bundles longer than 1.52 meters (5 ft);
(b) Positioning of bundles. Bundles must be placed side
and
by side in direct contact with each other, or a means
must be provided to prevent bundles from shifting (B) Secured by tiedowns in accordance with
towards each other. the general provisions of §§393.100
through 393.114 over the second tier or
(c) Securement of bundles transported using no more
over a middle tier of a maximum height of
than one tier. Bundles carried on one tier must be
1.85 meters (6 ft) above the trailer deck,
secured in accordance with the general provisions of
whichever is greater, for each stack of
§§393.100 through 393.114.
bundles composed of more than two
(d) Securement of bundles transported using more than tiers; or
one tier. Bundles carried in more than one tier must
(4) Secured by tiedowns over each tier of bundles,
be either:
in accordance with §§393.100 through 393.114
(1) Blocked against lateral movement by stakes on using a minimum of two tiedowns over each of
the sides of the vehicle and secured by tiedowns the top bundles longer than 1.52 meters (5 ft),
laid out over the top tier, as outlined in the in all circumstances.
general provisions of §§393.100 through
393.114; or §393.120 What are the rules for securing metal coils?
(2) Restrained from lateral movement by blocking (a) Applicability. The rules in this section apply to the
or high friction devices between tiers and transportation of one or more metal coils which,
secured by tiedowns laid out over the top tier, as individually or grouped together, weigh 2,268 kg
outlined in the general provisions of §§393.100 (5,000 lbs) or more. Shipments of metal coils that
through 393.114; or weigh less than 2,268 kg (5,000 lbs) may be
(3) Placed directly on top of other bundles or on secured in accordance with the provisions of
spacers and secured in accordance with the §§393.100 through 393.114.
following: (b) Securement of coils transported with eyes vertical
(i) The length of spacers between bundles must on a flatbed vehicle, in a sided vehicle or
provide support to all pieces in the bottom intermodal container with anchor points —
row of the bundle. (1) An individual coil. Each coil must be secured by
(ii) The width of individual spacers must be tiedowns arranged in a manner to prevent the
equal to or greater than the height. coils from tipping in the forward, rearward, and
lateral directions. The restraint system must
(iii) If spacers are comprised of layers of
include the following:
material, the layers must be unitized
or fastened together in a manner which (i) At least one tiedown attached diagonally
19
from the left side of the vehicle or intermodal unintentionally unfastened while the vehicle
container (near the forwardmost part of the is in transit; and
coil), across the eye of the coil, to the right
(iv) Tiedowns must be arranged to prevent
side of the vehicle or intermodal container
shifting or tipping in the forward, rearward
(near the rearmost part of the coil);
and lateral directions.
(ii) At least one tiedown attached diagonally
(c) Securement of coils transported with eyes
from the right side of the vehicle or
crosswise on a flatbed vehicle, in a sided vehicle or
intermodal container (near the forwardmost
intermodal container with anchor points —
part of the coil), across the eye of the coil, to
the left side of the vehicle or intermodal (1) An individual coil. Each coil must be secured by
container (near the rearmost part of the the following:
coil); (i) A means (e.g., timbers, chocks or wedges, a
(iii) At least one tiedown attached transversely cradle, etc.) to prevent the coil from rolling.
over the eye of the coil; and The means of preventing rolling must
support the coil off the deck, and must not
(iv) Either blocking and bracing, friction mats or
be capable of becoming unintentionally
tiedowns must be used to prevent longitudinal
unfastened or loose while the vehicle is in
movement in the forward direction.
transit. If timbers, chocks or wedges are
(2) Coils grouped in rows. When coils are grouped used, they must be held in place by coil
and loaded side by side in a transverse or bunks or similar devices to prevent them
longitudinal row, each row of coils must from coming loose. The use of nailed
be secured by the following: blocking or cleats as the sole means to
secure timbers, chocks or wedges, or a
(i) At least one tiedown attached to the front of
nailed wood cradle, is prohibited;
the row of coils, restraining against
forward motion, and whenever practicable, (ii) At least one tiedown through its eye,
making an angle no more than 45 degrees restricting against forward motion, and
with the floor of the vehicle or intermodal whenever practicable, making an angle no
container when viewed from the side of more than 45 degrees with the floor of the
the vehicle or container; vehicle or intermodal container when viewed
from the side of the vehicle or container; and
(ii) At least one tiedown attached to the rear of
the row of coils, restraining against (iii) At least one tiedown through its eye,
rearward motion, and whenever practicable, restricting against rearward motion, and
making an angle no more than 45 degrees whenever practicable, making an angle no
with the floor of the vehicle or intermodal more than 45 degrees with the floor of the
container when viewed from the side of the vehicle or intermodal container when viewed
vehicle or container; from the side of the vehicle or container.
(iii) At least one tiedown over the top of each coil (2) Prohibition on crossing of tiedowns when coils
or transverse row of coils, restraining against are transported with eyes crosswise. Attaching
vertical motion. Tiedowns going over the top tiedowns diagonally through the eye of a coil to
of a coil(s) must be as close as practicable to form an X-pattern when viewed from above the
the eye of the coil and positioned to prevent vehicle is prohibited.
the tiedown from slipping or becoming
20
(d) Securement of coils transported with eyes (v) Either blocking, or friction mats to prevent
lengthwise on a flatbed vehicle, in a sided vehicle or longitudinal movement.
intermodal container with anchor points —
(2) An individual coil — option 2. Each coil must be
(1) An individual coil — option 1. Each coil must be secured by:
secured by:
(i) A means (e.g., timbers, chocks or wedges, a
(i) A means (e.g., timbers, chocks or wedges, a cradle, etc.) to prevent the coil from rolling.
cradle, etc.) to prevent the coil from rolling. The means of preventing rolling must
The means of preventing rolling must support the coil off the deck, and must not
support the coil off the deck, and must not be capable of becoming unintentionally
be capable of becoming unintentionally unfastened or loose while the vehicle is in
unfastened or loose while the vehicle is in transit. If timbers, chocks or wedges are
transit. If timbers, chocks or wedges are used, they must be held in place by coil
used, they must be held in place by coil bunks or similar devices to prevent them
bunks or similar devices to prevent them from coming loose. The use of nailed
from coming loose. The use of nailed blocking or cleats as the sole means to
blocking or cleats as the sole means to secure timbers, chocks or wedges, or a
secure timbers, chocks or wedges, or a nailed wood cradle, is prohibited;
nailed wood cradle, is prohibited;
(ii) At least one tiedown attached straight
(ii) At least one tiedown attached diagonally through its eye from the left side of the
through its eye from the left side of the vehicle or intermodal container (near the
vehicle or intermodal container (near the forward-most part of the coil), to the left side
forward-most part of the coil), to the right of the vehicle or intermodal container (near
side of the vehicle or intermodal container the rearmost part of the coil), and, whenever
(near the rearmost part of the coil), making practicable, making an angle no more than
an angle no more than 45 degrees, whenever 45 degrees with the floor of the vehicle or
practicable, with the floor of the vehicle or intermodal container when viewed from the
intermodal container when viewed from the side of the vehicle or container;
side of the vehicle or container;
(iii) At least one tiedown attached straight
(iii) At least one tiedown attached diagonally through its eye, from the right side of the
through its eye, from the right side of the vehicle or intermodal container (near the
vehicle or intermodal container (near the forward-most part of the coil), to the right
forward-most part of the coil), to the left side side of the vehicle or intermodal container
of the vehicle or intermodal container (near (near the rearmost part of the coil), and
the rearmost part of the coil), making an whenever practicable, making an angle no
angle no more than 45 degrees, whenever more than 45 degrees with the floor of the
practicable, with the floor of the vehicle or intermodal container when viewed
vehicle or intermodal container when viewed from the side of the vehicle or container;
from the side of the vehicle or container;
(iv) At least one tiedown attached transversely
(iv) At least one tiedown attached transversely over the top of the coil; and
over the top of the coil; and
(v) Either blocking or friction mats to prevent
longitudinal movement.
21
(3) An individual coil — option 3. Each coil must be (ii) At least one tiedown over the top of each coil
secured by: or transverse row, located near the
forward-most part of the coil;
cradle, etc.) to prevent the coil from rolling. (iii) At least one tiedown over the top of each coil
The means of preventing rolling must or transverse row, located near the rearmost
support the coil off the deck, and must not part of the coil; and
be capable of becoming unintentionally
(iv) Either blocking, bracing or friction mats
to prevent longitudinal movement.
transit. If timbers, chocks or wedges are
used, they must be held in place by coil (e) Securement of coils transported in a sided vehicle
bunks or similar devices to prevent them without anchor points or an intermodal container
from coming loose. The use of nailed without anchor points. Metal coils transported in a
blocking or cleats as the sole means to vehicle with sides without anchor points or an
secure timbers, chocks or wedges, or a intermodal container without anchor points must be
nailed wood cradle, is prohibited; loaded in a manner to prevent shifting and tipping.
The coils may also be secured using a system of
(ii) At least one tiedown over the top of the coil,
blocking and bracing, friction mats, tiedowns, or a
located near the forward-most part
combination of these to prevent any horizontal
of the coil;
movement and tipping.
(iii) At least one tiedown over the top of the coil
located near the rearmost part of the coil; §393.122 What are the rules for securing paper rolls?
and
(a) Applicability. The rules in this section apply to
(iv) Either blocking or friction mats to prevent shipments of paper rolls which, individually or
longitudinal movement in the forward direction. together, weigh 2,268 kg (5,000 lbs) or more.
(4) Rows of coils. Each transverse row of coils Shipments of paper rolls that weigh less than
having approximately equal outside diameters 2,268 kg (5,000 lbs), and paper rolls that are
must be secured with: unitized on a pallet, may either be secured in
accordance with the rules in this section or the
requirements of §§393.100 through 393.114.
cradle, etc.) to prevent each coil in the row of
coils from rolling. The means of (b) Securement of paper rolls transported with eyes
preventing rolling must support each coil off vertical in a sided vehicle.
the deck, and must not be capable of (1) Paper rolls must be placed tightly against the
becoming unintentionally unfastened or walls of the vehicle, other paper rolls, or other
loose while the vehicle is in transit. If cargo, to prevent movement during transit.
timbers, chocks or wedges are used, they
(2) If there are not enough paper rolls in the
must be held in place by coil bunks or
shipment to reach the walls of the vehicle,
similar devices to prevent them from
lateral movement must be prevented by filling
coming loose. The use of nailed blocking or
the void, blocking, bracing, tiedowns or
cleats as the sole means to secure
friction mats. The paper rolls may also be
timbers, chocks or wedges, or a nailed wood
banded together.
cradle, is prohibited;
22
(3) When any void behind a group of paper rolls, (c) Securement of split loads of paper rolls transported
including that at the rear of the vehicle, exceeds with eyes vertical in a sided vehicle.
the diameter of the paper rolls, rearward
(1) If a paper roll in a split load is not prevented
movement must be prevented by friction mats,
from forward movement by vehicle structure or
blocking, bracing, tiedowns, or banding to other
other cargo, it must be prevented from
rolls.
forward movement by filling the open space, or
(4) (i) If a paper roll is not prevented from tipping by blocking, bracing, tiedowns, friction mats, or
or falling sideways or rearwards by vehicle some combination of these.
structure or other cargo, and its width is
(2) A friction mat used to provide the principal
more than two times its diameter, it must be
securement for a paper roll must protrude from
prevented from tipping or falling by banding
beneath the roll in the direction in which it is
it to other rolls, bracing, or tiedowns.
providing that securement.
(ii) If the forwardmost roll(s) in a group of paper
(d) Securement of stacked loads of paper rolls
rolls is not prevented from tipping
transported with eyes vertical in a sided vehicle.
or falling forwards by vehicle structure
or other cargo and it is restrained against (1) Paper rolls must not be loaded on a layer of
forward movement by friction mat(s) alone, paper rolls beneath unless the lower layer
and its width is more than 1.75 times its extends to the front of the vehicle.
diameter, it must be prevented from tipping (2) Paper rolls in the second and subsequent
or falling forwards by banding it to other layers must be prevented from forward,
rolls, bracing, or tiedowns. rearward or lateral movement by means as
(iii) Otherwise, when a paper roll or the allowed for the bottom layer, or by use of
forwardmost roll in groups of rolls that a blocking roll from a lower layer.
are not prevented from tipping or falling (3) The blocking roll must be at least 38 mm
forwards by vehicle structure or other cargo (1.5 in) taller than other rolls, or must be raised
and its width exceeds 1.25 times at least 38 mm (1.5 in) using dunnage.
its diameter it must be prevented from
(4) A roll in the rearmost row of any layer must not
tipping or falling by banding it to other rolls,
be raised using dunnage.
bracing or tiedowns.
(e) Securement of paper rolls transported with eyes
(5) If paper rolls are banded together, the rolls must
crosswise in a sided vehicle.
be placed tightly against each other to form a
stable group. The bands must be applied tightly, (1) The paper rolls must be prevented from rolling
and must be secured so that they cannot fall off or shifting longitudinally by contact with vehicle
the rolls or to the deck. structure or other cargo, by chocks, wedges or
blocking and bracing of adequate size, or by
(6) A friction mat used to provide the principal
tiedowns.
securement for a paper roll must protrude from
beneath the roll in the direction in which it is (2) Chocks, wedges or blocking must be held
providing that securement. securely in place by some means in addition to
friction, so they cannot become unintentionally
transit.
23
(3) The rearmost roll must not be secured using the (g) Securement of paper rolls transported with the eyes
rear doors of the vehicle or intermodal lengthwise in a sided vehicle.
container, or by blocking held in place by those
(1) Each roll must be prevented from forward
doors.
movement by contact with vehicle structure,
(4) If there is more than a total of 203 mm (8 in) of other cargo, blocking or tiedowns.
space between the ends of a paper roll, or a row
(2) Each roll must be prevented from rearward
of rolls, and the walls of the vehicle, void fillers,
movement by contact with other cargo, blocking,
blocking, bracing, friction mats, or tiedowns
friction mats or tiedowns.
must be used to prevent the roll from shifting
towards either wall. (3) The paper rolls must be prevented from rolling
or shifting laterally by contact with the wall of
(f ) Securement of stacked loads of paper rolls
the vehicle or other cargo, or by chocks, wedges
transported with eyes crosswise in a sided vehicle.
or blocking of adequate size.
(1) Rolls must not be loaded in a second layer
(4) Chocks, wedges or blocking must be held
unless the bottom layer extends to the front of
securely in place by some means in addition to
the vehicle.
friction, so they cannot become unintentionally
(2) Rolls must not be loaded in a third or higher unfastened or loose while the vehicle is in
layer unless all wells in the layer beneath are transit.
filled.
(h) Securement of stacked loads of paper rolls
(3) The foremost roll in each upper layer, or any roll transported with the eyes lengthwise in a
with an empty well in front of it, must be sided vehicle.
secured against forward movement by:
(1) Rolls must not be loaded in a higher layer if
(i) Banding it to other rolls, or another roll will fit in the layer beneath.
(ii) Blocking against an adequately secured eye- (2) An upper layer must be formed by placing paper
vertical blocking roll resting on the floor of rolls in the wells formed by the rolls beneath.
the vehicle which is at least 1.5 times taller
(3) A roll in an upper layer must be secured against
than the diameter of the roll being blocked,
forward and rearward movement by any of the
or
means allowed for the bottom layer, by use of a
(iii) Placing it in a well formed by two rolls on the blocking roll, or by banding to other rolls.
lower row whose diameter is equal to or
(i) Securement of paper rolls transported on a flatbed
greater than that of the roll on the upper
vehicle or in a curtain-sided vehicle.
row.
(1) Paper rolls with eyes vertical or with eyes
(4) The rearmost roll in each upper layer must be
lengthwise.
secured by banding it to other rolls if it is
located in either of the last two wells formed by (i) The paper rolls must be loaded and secured
the rearmost rolls in the layer below. as described for a sided vehicle, and the
entire load must be secured by tiedowns in
(5) Rolls must be secured against lateral movement
accordance with the requirements of
by the same means allowed for the bottom layer
§§393.100 through 393.114.
when there is more than a total of 203 mm (8 in)
of space between the ends of a paper roll, or a (ii) Stacked loads of paper rolls with eyes
row of rolls, and the walls of the vehicle. vertical are prohibited.
24
(2) Paper rolls with eyes crosswise. and two pieces must be placed on the opposite
side, one at each end of the pipe.
(i) The paper rolls must be prevented from
rolling or shifting longitudinally by contact (3) Blocking must be placed firmly against the pipe,
with vehicle structure or other cargo, by and must be secured to prevent it moving out
chocks, wedges or blocking and bracing of from under the pipe.
adequate size, or by tiedowns.
(4) Timber blocking must have minimum
(ii) Chocks, wedges or blocking must be dimensions of at least 10 x 15 cm (4 x 6 in).
held securely in place by some means
(d) Arranging the load.
in addition to friction so that they cannot
become unintentionally unfastened or loose (1) Pipe of different diameter. If pipe of more than
while the vehicle is in transit. one diameter are loaded on a vehicle, groups
must be formed that consist of pipe of only one
(iii) Tiedowns must be used in accordance
size, and each group must be separately
with the requirements of §§393.100 through
secured.
393.114 to prevent lateral movement.
(2) Arranging a bottom tier. The bottom tier must be
arranged to cover the full length of the vehicle,
§393.124 What are the rules for securing concrete pipe?
or as a partial tier in one group or two groups.
(a) Applicability.
(3) Arranging an upper tier. Pipe must be placed
(1) The rules in this section apply to the only in the wells formed by adjacent pipes in the
transportation of concrete pipe on flatbed tier beneath. A third or higher tier must not be
trailers and vehicles, and lowboy trailers. started unless all wells in the tier beneath are
(2) Concrete pipe bundled tightly together into filled.
a single rigid article that has no tendency (4) Arranging the top tier. The top tier must be
to roll, and concrete pipe loaded in a sided arranged as a complete tier, a partial tier in one
vehicle or container must be secured in group, or a partial tier in two groups.
accordance with the provisions of §§393.100
(5) Arranging bell pipe.
through 393.114.
(i) Bell pipe must be loaded on at least two
(b) General specifications for tiedowns.
longitudinal spacers of sufficient height to
(1) The aggregate working load limit of all tiedowns ensure that the bell is clear of the deck.
on any group of pipes must not be less than half
(ii) Bell pipe loaded in one tier must have the
the total weight of all the pipes in the group.
bells alternating on opposite sides of the
(2) A transverse tiedown through a pipe on an vehicle.
upper tier or over longitudinal tiedowns is
(iii) The ends of consecutive pipe must be
considered to secure all those pipes beneath on
staggered, if possible, within the allowable
which that tiedown causes pressure.
width, otherwise they must be aligned.
(c) Blocking.
(iv) Bell pipe loaded in more than one tier must
(1) Blocking may be one or more pieces placed have the bells of the bottom tier all on the
symmetrically about the center of a pipe. same side of the vehicle.
(2) One piece must extend at least half the (v) Pipe in every upper tier must be loaded with
distance from the center to each end of the pipe, bells on the opposite side of the
25
vehicle to the bells of the tier below. (B) One transverse tiedown must be used for
every 3.04 m (10 ft) of load length. The
(vi) If the second tier is not complete, pipe in the
transverse tiedowns may be placed
bottom tier which do not support a pipe
through a pipe, or over both longitudinal
above must have their bells alternating on
tiedowns between two pipes on the top
opposite sides of the vehicle.
tier.
(e) Securing pipe with an inside diameter up to 1,143
(C) If the first pipe of a group in the top tier
mm (45 in). In addition to the requirements of
is not placed in the first well formed
paragraphs (b), (c) and (d) of this section, the
by pipes at the front of the tier beneath,
following rules must be satisfied:
it must be secured by an additional
(1) Stabilizing the bottom tier. tiedown that runs rearward at an angle
(i) The bottom tier must be immobilized not more than 45 degrees to the
longitudinally at each end by blocking, horizontal, whenever practicable. This
vehicle end structure, stakes, a locked pipe tiedown must pass either through
unloader, or other equivalent means. the front pipe of the upper tier, or
outside it and over both longitudinal
(ii) Other pipe in the bottom tier may also be
tiedowns; and
held in place by blocks and/or wedges; and
(D) If the last pipe of a group in the top tier is
(iii) Every pipe in the bottom tier must also
not placed in the last well formed by
be held firmly in contact with the adjacent
pipes at the rear of the tier beneath, it
pipe by tiedowns though the front and
must be secured by an additional tiedown
rear pipes:
that runs forward at an angle not more
(A) At least one tiedown through the front than 45 degrees to the horizontal,
pipe of the bottom tier must run aft at an whenever practicable. This tiedown must
angle not more than 45 degrees with the pass either through the rear pipe of the
horizontal, whenever practicable. upper tier or outside it and over both
(B) At least one tiedown through the rear longitudinal tiedowns.
pipe of the bottom tier must run forward (f ) Securing large pipe, with an inside diameter over
at an angle not more than 45 degrees 1,143 mm (45 in). In addition to the requirements of
with the horizontal, whenever paragraphs (b), (c) and (d) of this section, the
practicable. following rules must be satisfied:
(2) Use of tiedowns. (1) The front pipe and the rear pipe must be
(i) Each pipe may be secured individually with immobilized by blocking, wedges, vehicle end
tiedowns through the pipe. structure, stakes, locked pipe unloader, or other
equivalent means.
(ii) If each pipe is not secured individually with a
tiedown, then: (2) Each pipe must be secured by tiedowns through
the pipe:
(A) Either one 1/2-inch diameter chain or wire
rope, or two 3/8-inch diameter chain or (i) At least one tiedown through each pipe in
wire rope, must be placed longitudinally the front half of the load, which includes the
over the group of pipes; middle one if there is an odd number, and
26
must run rearward at an angle not more than than 1.27 cm (1/2 in) to the left, or more than
45 degrees with the horizontal, whenever 2.54 cm (1 in) vertically.
practicable.
(3) The front and rear of the container must be
(ii) At least one tiedown through each pipe in secured independently.
the rear half of the load, and must run
(c) Securement of loaded intermodal containers
forward at an angle not more than 45
transported on vehicles other than container chassis
degrees with the horizontal, whenever
vehicle(s).
practicable, to hold each pipe firmly in
contact with adjacent pipe; and (1) All lower corners of the intermodal container
must rest upon the vehicle, or the corners must
(iii) If the front or rear pipe is not also in contact
be supported by a structure capable of bearing
with vehicle end structure, stakes, a locked
the weight of the container and that support
pipe unloader, or other equivalent means, at
structure must be independently secured to the
least two tiedowns positioned as described
motor vehicle.
in paragraphs (f )(2)(i) and (ii) of this section,
must be used through that pipe. (2) Each container must be secured to the
vehicle by:
(3) If only one pipe is transported, or if several
pipes are transported without contact between (i) Chains, wire ropes or integral devices which
other pipes, the requirements in this paragraph are fixed to all lower corners; or
apply to each pipe as a single front and rear (ii) Crossed chains which are fixed to all
article. upper corners; and,
(3) The front and rear of the container must be

§393.126 What are the rules for securing intermodal
secured independently. Each chain, wire rope, or
containers?
integral locking device must be attached to the
(a) Applicability. The rules in this section apply to the container in a manner that prevents it from
transportation of intermodal containers. Cargo being unintentionally unfastened while the
contained within an intermodal container must be vehicle is in transit.
secured in accordance with the provisions of
(d) Securement of empty intermodal containers
§§393.100 through 393.114 or, if applicable, the
transported on vehicles other than container chassis
commodity specific rules of this part.
vehicle(s). Empty intermodal containers transported
(b) Securement of intermodal containers transported on on vehicles other than container chassis vehicles do
container chassis vehicle(s). not have to have all lower corners of the intermodal
container resting upon the vehicle, or have all lower
(1) Each intermodal container must be secured
corners supported by a structure capable of bearing
to the container chassis with securement
the weight of the empty container, provided:
devices or integral locking devices that
cannot unintentionally become unfastened (1) The empty intermodal container is balanced and
while the vehicle is in transit. positioned on the vehicle in a manner such that
the container is stable before the addition of
(2) The securement devices must restrain the
tiedowns or other securement equipment;
container from moving more than 1.27 cm
(1/2 in) forward, more than 1.27 cm (1/2 in) aft, (2) The amount of overhang for the empty
more than 1.27 cm (1/2 in) to the right, more container on the trailer does not exceed 5 feet
on either the front or rear of the trailer;
27
(3) The empty intermodal container must not provisions of this section, with §393.128, or in
interfere with the vehicle’s maneuverability; accordance with the provisions of §§393.100
through 393.114.
(4) The empty intermodal container is secured to
prevent lateral, longitudinal, or vertical shifting. (b) Preparation of equipment being transported.
(1) Accessory equipment, such as hydraulic

§393.128 What are the rules for securing automobiles, shovels, must be completely lowered and
light trucks and vans? secured to the vehicle.
(a) Applicability. The rules in this section apply to the (2) Articulated vehicles shall be restrained in a
transportation of automobiles, light trucks, and vans manner that prevents articulation while in
which individually weigh 4,536 kg. (10,000 lbs) or transit.
less. Vehicles which individually are heavier than
(c) Securement of heavy vehicles, equipment or
4,536 kg (10,000 lbs) must be secured in accordance
machinery with crawler tracks or wheels.
with the provisions of §393.130 of this part.
(1) In addition to the requirements of paragraph (b)
(b) Securement of automobiles, light trucks, and vans.
of this section, heavy equipment or machinery
(1) Automobiles, light trucks, and vans must be with crawler tracks or wheels must be restrained
restrained at both the front and rear to prevent against movement in the lateral, forward,
lateral, forward, rearward, and vertical rearward, and vertical direction using a
movement using a minimum of two tiedowns. minimum of four tiedowns.
(2) Tiedowns that are designed to be affixed to the (2) Each of the tiedowns must be affixed as close as
structure of the automobile, light truck, or van practicable to the front and rear of the vehicle,
must use the mounting points on those vehicles or mounting points on the vehicle that have
that have been specifically designed for that been specifically designed for that purpose.
purpose.
(3) Tiedowns that are designed to fit over or §393.132 What are the rules for securing flattened or
around the wheels of an automobile, light truck, crushed vehicles?
or van must provide restraint in the lateral,
(a) Applicability. The rules in this section apply to the
longitudinal and vertical directions.
transportation of vehicles such as automobiles, light
(4) Edge protectors are not required for synthetic trucks, and vans that have been flattened or
webbing at points where the webbing comes in crushed.
contact with the tires.
(b) Prohibition on the use of synthetic webbing. The use
of synthetic webbing to secure flattened or crushed
§393.130 What are the rules for securing heavy vehicles is prohibited.
vehicles, equipment and machinery?
(c) Securement of flattened or crushed vehicles.
(a) Applicability. The rules in this section apply to the Flattened or crushed vehicles must be transported
transportation of heavy vehicles, equipment and on vehicles which have:
machinery which operate on wheels or tracks, such
(1) Containment walls or comparable means on four
as front end loaders, bulldozers, tractors, and power
sides which extend to the full height of the load
shovels and which individually weigh 4,536 kg
and which block against movement of the cargo
(10,000 lbs) or more. Vehicles, equipment and
in the forward, rearward and lateral directions; or
machinery which is lighter than 4,536 kg (10,000
lbs) may also be secured in accordance with the
28
(2) container carried on a vehicle which is not equipped
with an integral securement system must be:
(i) Containment walls or comparable means on
three sides which extend to the full height of (1) Blocked against forward movement by the
the load and which block against movement lifting device, stops, a combination of both
of the cargo in the forward, rearward and the or other suitable restraint mechanism;
lateral direction for which there is no
(2) Secured to the front of the vehicle by the lifting
containment wall or comparable means, and
device or other suitable restraint against lateral
(ii) A minimum of two tiedowns are required per and vertical movement;
vehicle stack; or
(3) Secured to the rear of the vehicle with at least
(3) one of the following mechanisms:
(i) Containment walls on two sides which (i) One tiedown attached to both the vehicle
extend to the full height of the load and chassis and the container chassis;
which block against movement of the cargo
(ii) Two tiedowns installed lengthwise, each
in the forward and rearward directions, and
securing one side of the container to one of
(ii) A minimum of three tiedowns are required the vehicle’s side rails; or
per vehicle stack; or
(iii) Two hooks, or an equivalent mechanism,
(4) A minimum of four tiedowns per vehicle stack. securing both sides of the container to the
vehicle chassis at least as effectively as the
(5) In addition to the requirements of paragraphs
tiedowns in the two previous items.
(c)(2), (3), and (4), the following rules must be
satisfied: (4) The mechanisms used to secure the rear
end of a roll-on/roll off or hook lift container
(i) Vehicles used to transport flattened or
must be installed no more than two meters
crushed vehicles must be equipped with
(6 ft 7 in) from the rear of the container.
a means to prevent loose parts from falling
from all four sides of the vehicle which (5) In the event that one or more of the front stops
extends to the full height of the cargo. or lifting devices are missing, damaged or not
compatible, additional manually installed
(ii) The means used to contain loose parts may
tiedowns must be used to secure the container
consist of structural walls, sides or
to the vehicle, providing the same level of
sideboards, or suitable covering material,
securement as the missing, damaged or
alone or in combinations.
incompatible components.
(iii) The use of synthetic material for
containment of loose parts is permitted.
§393.136 What are the rules for securing large
boulders?
§393.134 What are the rules for securing roll-on/roll-off
(a) Applicability.
or hook lift containers?
(1) The rules in this section are applicable to the
(a) Applicability. The rules in this section apply to the
transportation of any large piece of natural,
transportation of roll-on/roll-off or hook lift
irregularly shaped rock weighing in excess of
containers.
5,000 kg (11,000 lbs) or with a volume in excess
(b) Securement of a roll-on/roll-off and hook lift of 2 cubic-meters on an open vehicle, or in a
container. Each roll-on/roll-off and hook lift vehicle whose sides are not designed and rated
29
to contain such cargo. (c) General tiedown requirements.
(2) Pieces of rock weighing more than 100 kg (1) Only chain may be used as tiedowns to secure
(220 lbs), but less than 5,000 kg (11,000 lbs) large boulders.
must be secured, either in accordance with this
(2) Tiedowns which are in direct contact with the
section, or in accordance with the provisions
boulder should, where possible, be located in
of §§393.100 through 393.114, including:
valleys or notches across the top of the boulder,
(i) Rock contained within a vehicle which is and must be arranged to prevent sliding across
designed to carry such cargo; or the rock surface.
(ii) Secured individually by tiedowns, provided (d)Securement of a cubic shaped boulder. In addition to
each piece can be stabilized and adequately the requirements of paragraphs (b) and (c) of
secured. this section, the following rules must be
satisfied:
(3) Rock which has been formed or cut to a
shape and which provides a stable base for (1) Each boulder must be secured individually with
securement must also be secured, either in at least two chain tiedowns placed
accordance with the provisions of this section, transversely across the vehicle.
or in accordance with the provisions of
(2) The aggregate working load limit of the
§§393.100 through 393.114.
tiedowns must be at least half the weight of the
(b) General requirements for the positioning of boulders boulder.
on the vehicle.
(3) The tiedowns must be placed as closely
(1) Each boulder must be placed with its flattest as possible to the wood blocking used to
and/or largest side down. support the boulder.
(2) Each boulder must be supported on at least two (e) Securement of a non-cubic shaped boulder — with a
pieces of hard wood blocking at least 10 cm x 10 stable base. In addition to the requirements of
cm (4 in x 4 in) side dimensions extending the paragraphs (b) and (c) of this section, the following
full width of the boulder. rules must be satisfied:
(3) Hardwood blocking pieces must be placed as (1) The boulder must be secured individually with
symmetrically as possible under the boulder at least two chain tiedowns forming an “X”
and should support at least three-fourths of the pattern over the boulder.
length of the boulder.
(2) The aggregate working load limit of the
(4) If the flattest side of a boulder is rounded or tiedowns must be at least half the weight of the
partially rounded, so that the boulder may roll, boulder.
it must be placed in a crib made of hardwood
(3) The tiedowns must pass over the center of the
timber fixed to the deck of the vehicle so that
boulder and must be attached to each other
the boulder rests on both the deck and the
at the intersection by a shackle or other
timber, with at least three well-separated points
connecting device.
of contact that prevent its tendency to roll in any
direction. (f ) Securement of a non-cubic shaped boulder — with
an unstable base. In addition to the requirements of
(5) If a boulder is tapered, the narrowest end must
paragraphs (b) and (c) of this section, each boulder
point towards the front of the vehicle.
must be secured by a combination of chain tiedowns
as follows:
30
(1) One chain must surround the top of the
boulder (at a point between one-half and
two-thirds of its height). The working load limit
of 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 horizontal
movement. Each chain must have a working load
limit of at least one-fourth the weight of the
boulder. Whenever practicable, the angle of the
chains must not exceed 45 degrees from the
horizontal.
31
32
FM C S A’ S C A R G O S E C U R E M E N T E N F O R C E M E N T P O L I C Y
On December 31, 2003, the Federal Motor Carrier Safety FMCSA shares CCMTA’s concerns about safety but the
Administration issued a memorandum to its Field agency does not believe, given the limited amount cargo
Administrators and Division Administrators outlining securement-related crash data available, there is a basis
interim enforcement policies for certain sections of the for establishing more stringent working load limit
new cargo securement regulations to be implemented requirements than the agency adopted on September 27,
on January 1, 2004. The memorandum explained that 2002. The agency believes cargo securement systems
until the agency has the opportunity to address these should be designed, installed, and maintained to ensure
ambiguities in the regulations through notice-and- that the maximum forces acting on the devices and
comment rulemaking, the policies outlined below will systems do not exceed the working load limit of the
remain in effect. The memorandum represents the tiedowns, but only under normal operating conditions.
agency’s best judgement on fair and reasonable This is because working load limit is defined in §393.5 as
enforcement policies. “the maximum load that may be applied to a component of
a cargo securement system during normal service.” The
Issue 1: §393.102(c) – Prohibition on exceeding breaking performance criteria of §393.102(a) do not represent
strength and working load limit ratings. normal service or operating conditions. Specifically, 0.8 g
deceleration in the forward direction is not a routine force
Agency Policy: Cargo securement devices and systems
that commercial motor vehicles are subjected to on a
must be designed, installed, and maintained to ensure that
regular basis.
the maximum forces acting on the devices or systems do
not exceed the manufacturer’s breaking strength rating
Issue 2: § 393.102(d) – Equivalent means of securement.
under the conditions listed in paragraphs (a) and (b) of this
section. Cargo securement devices and systems must also Agency Policy: The means of securing articles of cargo are
be designed, installed, and maintained to ensure that the considered to meet the performance requirements under
forces acting on the devices or systems under normal §393.102(a) if the cargo is:
operating conditions do not exceed the working load limit
1. Immobilized; or
for the devices. For the purposes of this enforcement
policy, normal operating conditions should be considered 2. Fills a sided vehicle that has walls of adequate
to include a deceleration up to 0.4 g in the forward strength, and each article of cargo within the vehicle
direction, 0.5 g acceleration in the rearward direction, and is in contact with, or sufficiently close to a wall or
0.25 g acceleration in the lateral direction. other articles, so that it cannot shift or tip if those
articles are also unable to shift or tip; or
Discussion: During the Commercial Vehicle Safety
Alliance’s 2003 Fall Conference, senior technical staff from 3. Secured in accordance with the applicable
CCMTA expressed concern that the rule requiring the requirements of §§393.104 through 393.136.
aggregate working load limit be at least one-half times the Discussion: Currently, §393.102(d) states that loads that
weight of the article being secured does not ensure are immobilized, or secured in accordance with the
compliance with the prohibition against exceeding the applicable requirements of §§393.104 through 393.136 are
working load limit when the performance criteria (0.8 g considered to meet the performance requirements. Certain
deceleration in the forward direction, 0.5 g in the rearward industry groups believe §393.102(d) should be revised to
and lateral directions) are applied. To correct this provide a third option regarding equivalent means of
discrepancy in the current regulatory language, CCMTA securement that would satisfy the performance criteria.
staff believes the working load limit formula needs to be They believe that if the cargo fills a sided vehicle equipped
adjusted to increase cargo restraint capacity. with walls of adequate strength, and each article of cargo
is positioned so it does not shift or tip inside the vehicle,
the loading arrangement or securement system should be
34
considered to satisfy the performance requirements under set a zero-tolerance standard that could result in
§393.102. unnecessarily tough enforcement practices. The agency
believes that the language in this policy, combined with
FMCSA intended the term “immobilized” to be construed
the use of uniform enforcement tolerances such as the
to include what the industry recommends as a third option.
Commercial Vehicle Safety Alliance’s “Cargo Securement
However, the agency acknowledges that the absence of an
Tie-Down Guidelines” will ensure consistent and
explicit reference to situations in which the cargo fills a
appropriate enforcement actions.
sided vehicle may result in inconsistent enforcement
practices. Therefore, enforcement officials should construe
the rule to mean that when cargo fills a sided vehicle with Issue 4: §393.106(d) – Determining the aggregate working
walls of adequate strength, it is considered to meet the load limits for tiedowns.
performance criteria. Agency Policy: The aggregate working load limit of
tiedowns used to secure an article or group of articles
Issue 3: §393.104(b) and (c) – Prohibition on the use of against movement must be at least one-half times the
damaged securement devices. weight of the article or group of articles. The aggregate
working load limit is the sum of:
Agency Policy: All tiedowns, cargo securement systems,
parts and components used to secure cargo must be in 1. One-half the working load limit of each tiedown that
proper working order when used to perform that function goes from an anchor point on the vehicle to an
with no damaged or weakened components, such as but attachment point on an article of cargo; and
not limited to, cracks or cuts, that will adversely affect
2. The working load limit for each tiedown that goes
their performance for cargo securement purposes,
from an anchor point on the vehicle, through, over or
including reducing the working load limit. Vehicle
around the cargo and then attaches to another
structures, floors, walls, decks, tiedown anchor points,
anchor point on the vehicle.
headerboards, bulkheads, stakes, posts and associated
mounting pockets used to contain or secure articles of Discussion: Based on numerous telephone inquiries from
cargo must be strong enough to meet the performance FMCSA field offices, State enforcement agencies, and
criteria of § 393.102, with no damaged or weakened industry groups, FMCSA has determined that the intent of
components, such as but not limited to, cracks or cuts, §393.106(d) is not easily understood. During the notice-
that will adversely affect their performance for cargo and-comment rulemaking process, the agency proposed
securement purposes, including reducing the working certain requirements that would necessitate the distinction
load limit. between what were referred to as “direct tiedowns” and
“indirect tiedowns.” After reviewing the docket comments,
Discussion: Currently, both §393.104(b) and (c) include
the agency attempted to adopt a more straightforward
reference to vehicle structures. This creates confusion
approach for calculating the aggregate working load limit,
because paragraph (b) pertains to securement devices,
while preserving the potential safety benefits of making
such as tiedowns, used to attach cargo to vehicles, while
the distinction between the two types of tiedowns. While
paragraph (c) is intended to cover vehicle structures and
the language in the Final Rule is easier to understand than
anchor points. The reference in paragraph (b) to “vehicle
the proposed rule, it is still not sufficiently clear. This
structures” should be disregarded.
policy provides an effective approach for adding working
Several industry groups have expressed concern that load limits for individual tiedowns in a cargo securement
the wording in both paragraphs (b) and (c) could be system, and yields the same answer as the current
misconstrued as prohibiting all cracks and cuts, regardless regulatory language.
of whether these imperfections will adversely affect the
performance of the securement devices, vehicle structures
or anchor points. FMCSA agrees the wording appears to
35
are blocked in the front by a front-end structure strong

Issue 5: §393.110(a) and (c) – Determining the minimum
enough to restrain the load, or another stack of logs, and
number of tiedowns required.
blocked in the rear by another stack of logs or vehicle end
Agency Policy: Section 393.110(a) is applicable when structure, the stack may be secured with one tiedown. If
tiedowns are used as part of a cargo securement system, one tiedown is used, it must be positioned about midway
and should not be construed to be applicable to scenarios between the stakes. These requirements are in addition to
in which the cargo securement system does not include the § 393.116(b) and (c).
use of tiedowns, as defined in 49 CFR 393.5. Section
Longwood must be cradled in two or more bunks and must
393.110(c) is applicable when blocking or bracing are being
either:
relied upon to help prevent shifting or falling of articles of
cargo, and should not be construed to be applicable to (1) Be secured to the vehicle by at least two tiedowns at
scenarios in which the cargo securement system does not locations that provide effective securement, or
include the use of blocking or bracing. (2) Be bound by tiedown-type devices such as wire
Discussion: Several industry groups and some State rope, used as wrappers that encircle the entire load
enforcement officials believe § 393.110(a) could be at locations along the load that provide effective
interpreted as requiring tiedowns for certain types of securement. If a wrapper is being used to bundle
cargoes. FMCSA agrees that the wording is not as precise the logs together, it is not required to be attached to
as it should be to avoid this potential misunderstanding. the vehicle.
Section 393.110(a) is intended to be applicable in Discussion: Industry groups have expressed concerns that
conjunction with the requirements of § 393.106(d), when a certain regulatory language included in FMCSA’s December
motor carrier uses tiedowns to secure articles of cargo, and 18, 2000, Notice of Proposed Rulemaking concerning cargo
should not be construed as a requirement to use tiedowns securement standards, was omitted from the September
when other securement means are in use. Likewise, 27, 2002, Final Rule. The proposal would have allowed the
§ 393.110(c) is intended to be applicable in conjunction aggregate working load limit for tiedowns used to secure a
with the requirements of § 393.106(d), when a motor stack of logs to be one-sixth the weight of the logs, and
carrier uses blocking or bracing. would have provided rules for the transportation of
longwood logs, loaded lengthwise. However, these
Issue 6: §393.116 – Commodity-specific rules for proposed provisions were omitted, without explanation,
securing logs. from the Final Rule. Industry groups have requested that
Agency Policy: Aggregate working load limits for these provisions be restored. Also, industry has requested
securement of logs. The aggregate working load limit for that §393.116 be amended to allow one tiedown per bunk,
tiedowns used to secure a stack of logs on a frame vehicle, spaced equally between the standards, when transporting
or a flatbed vehicle equipped with bunks, bolsters or short length logs loaded lengthwise between the first two
stakes, must be at least one-sixth the weight of the standards and between the last two standards. They
stack of logs. The minimum strength requirements of believe the current wording requiring the use of two
§393.106(d) should not be considered applicable under tiedowns is unnecessary given the bunks and standards.
these circumstances. FMCSA believes the industry’s requests are reasonable and
Securement of logs loaded lengthwise on flatbed and appropriate. The December 18, 2000 Notice of Proposed
frame vehicles. Rulemaking included proposed requirements for the
transportation of longwood on frame vehicles
Each stack of shortwood loaded lengthwise on a frame
[§ 393.122(d)(2) of the proposal] and longwood on flatbed
vehicle or on a flatbed must be secured to the vehicle by at
vehicles [§ 393.122(f )(4) of the proposal]. Sections
least two tiedowns. However, if all the logs in any stack
393.122(d)(3) and (f )(5) of the proposal would have
36
provided that the aggregate working load limit for all tipping or falling by banding it to other rolls,
tiedowns must be no less than one-sixth the weight of the bracing, or tiedowns.
stack of logs, for logs transported lengthwise. However,
Discussion: The agency has received several telephone
when the final rule was drafted, paragraphs (d)(2) and (3),
inquiries from FMCSA field offices, State enforcement
and (f )(4) and (5) were inadvertently omitted. FMCSA
agencies, and industry groups about the intent of
intends to correct those errors.
§393.122(b)(4). These inquiries have resulted in a
With regard to allowing the use of one tiedown per bunk comprehensive review of the minutes of the North
for shortwood logs loaded lengthwise between the first American Cargo Securement Model Regulations
two standards and between the last two standards, FMCSA harmonization group, and draft versions of the model
believes one tiedown is sufficient given the standards used regulations. In addition, the agency reviewed information
to protect against lateral movement. from individuals responsible for drafting the portion of the
model regulations upon which §393.122 is based. FMCSA
Issue 7: § 393.122 – Commodity-specific rules for has made a preliminary determination that the language
paper rolls. in §393.122(b)(4) is confusing and clarification is needed
to ensure the proper use and enforcement of the rules.
Agency Policy: Section 393.122(b)(4), concerning
FMCSA believes the enforcement policy will provide
protection against tipping of the paper rolls transported
effective guidance in the implementation of
with eyes vertical, should be construed to mean the
§393.122(b)(4), and will ensure the safe transportation
following:
of paper rolls.
(1) If a paper roll is not prevented from tipping or falling
sideways or rearwards by vehicle structure or other Issue 8: §393.126 – Commodity-specific rules for
cargo, and its width is more than 2 times its intermodal containers.
diameter, it must be prevented from tipping or
Agency Policy: Section 393.126(b), concerning the
falling by banding it to other rolls, bracing, or
securement of intermodal containers transported on
tiedowns.
container chassis vehicle(s), should be construed to mean
(2) If the forwardmost roll(s) in a group of paper rolls that all lower corners of the intermodal container must be
has a width greater than 1.75 times its diameter, and secured to the container chassis with securement devices
it is not prevented from tipping or falling forwards or integral locking devices that cannot unintentionally
by vehicle structure or other cargo, then it must be become unfastened while the vehicle is in transit.
prevented from tipping or falling forwards by
Discussion: Section 393.126(b) does not explicitly require
banding it to other rolls, bracing, or tiedowns.
that all lower corners of intermodal containers transported
(3) If the forwardmost roll(s) in a group of paper rolls on container chassis to be secured. As currently written,
has a width 1.75 times its diameter, or less, and it is the requirements could be misconstrued as allowing an
restrained against forward movement by friction intermodal container to be transported on a chassis with
mat(s) alone, then banding, bracing, or tiedowns are one or more defective or missing integral locking devices.
not required to prevent tipping or falling forwards. To avoid potential enforcement problems, FMCSA believes
(4) If a paper roll or the forwardmost roll in a group of it is necessary to clearly state that all lower corners must
paper rolls has a width greater than 1.25 times its be secured to the chassis with securement devices or
diameter, and it is not prevented from tipping or integral locking devices.
falling forwards by vehicle structure or other cargo,
and it is not restrained against forward movement
by friction mat(s), then it must be prevented from
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Notes:
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Federal Motor Carrier Safety Administration
Vehicle and Roadside Operations Division (MC-PSV)
400 Seventh Street, SW
Washington, DC 20590
www.fmcsa.dot.gov
Publication No.: MC-P/PSV-04-001 [MC-PSV/12/31/03 (85m)]

Understanding FMCSA's Cargo Securement Rules

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What are cargo securement devices used for?

What are cargo securement devices used for?

What performance criteria must cargo securement systems meet?

What performance criteria must cargo securement systems meet?

Federal Motor Carrier

Background Performance Criteria

Changes in the references do not necessarily mean the

General Rule When an article of cargo is not blocked or positioned to

(2) Prevented from shifting towards each other while

Minimum Working Load Limit for Cargo 1,100 lbs

Securement Devices and Systems

If an article is blocked, braced or immobilized to prevent

The rules for the transportation of logs are applicable to

(1) Logs that are unitized by banding or other comparable

(2) Loads that consist of no more than four processed

§393.120 – Metal Coils

§ 393.124 – Concrete Pipe

The rules in this section apply to the transportation of one

The requirements for intermodal containers cover the

§ 393.132 - Flattened or Crushed Vehicles

This portion of the new standards applies to the

§ 393.134 Roll-on/Roll-Off or Hook-lift Containers § 393.136 Large Boulders

The rules in this section are applicable to the

Pieces of rock weighing more than 100 kg (220 lbs), but

the devices under the conditions listed in

(1) One-half of the working load limit of each

An assembly Must conform to

(2) Chain National Association of Chain Manufacturers' Welded Steel Chain

(5) Cordage Cordage Institute rope standard:

(ii) PPRS-2, Polypropylene Fiber Rope, 3-Strand and 8-Strand

(iii) CRS-1, Polyester/Polypropylene Composite Rope Specifications, 3-

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

(c) Synthetic cordage (e.g., nylon, polypropylene,

(d) Welded steel chain, which is not marked or labeled

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

Chain Mark Examples:

Example 3 300 430 700 800 1000

Synthetic Webbing Wire Rope (6 x 37, Fiber Core)

45 (1-3/4) 790 (1,750) 7 (1/4) 640 (1,400)

50 (2) 910 (2,000) 8 (5/16) 950 (2,100)

75 (3) 1,360 (3,000) 10 (3/8) 1,360 (3,000)

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

10 (3/8) 90 (205) 10 (3/8) 130 (278)

11 (7/16) 120 (265) 11 (7/16) 190 (410)

13 (1/2) 150 (315) 13 (1/2) 240 (525)

16 (5/8) 210 (465) 16 (5/8) 420 (935)

20 (3/4) 290 (640) 20 (3/4) 640 (1,420)

25 (1) 480 (1,050) 25 (1) 1,140 (2,520)

Polypropylene Fiber Rope WLL Double Braided Nylon Rope WLL

Polyester Fiber Rope WLL Steel Strapping WLL

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

fabricated structural items (e.g., steel or concrete

(c) Use of securement system.

(3) The front and rear of the container must be