proper load securement in north america

P bar Y Safety Consultants Alberta Canada

Proper Load Securement it is up to you know!

Load Securement is more than just Aggregated Load Limits


Yes there are Regulations• There are both Federal and Provincial/State requirements and laws regarding Load

Securement, so have read and understood its contents? The North American Cargo Securement Standard is a uniform regulatory requirement for securement of cargo on highway transport vehicles recognized by the United States and Canada. The standard requires that: All cargo should be secured so that it does not leak, spill, blow off the vehicle, fall off the vehicle, fall through the vehicle, otherwise dislodge from the vehicle, or shift upon or within the vehicle to such an extent that the vehicle’s stability or maneuverability is adversely affected. Some movement is allowed if it doesn’t reduce the effectiveness of the securement system. Each securement system must be able to withstand a minimum amount of force in each direction as detailed Federal Motor Carrier Safety Administration Drivers Handbook on Cargo Securement

• A load is “fully contained” if these requirements are met and the load is considered properly secured. Otherwise the load may be considered unsafe. A securement system is a method that uses one or a combination of vehicle structure, securing devices, and/or blocking and bracing equipment. The system must be appropriate for the cargo’s size, shape, strength, and characteristics. Additionally, the articles of cargo must have sufficient structural integrity to withstand the forces of loading, securement, and transportation.


Just like a PRE-JOB Hazard Assessment

Just like a legislated PRE-JOB Hazard Assessment a worker must consider the load, its properties and what is need to transport it properly down the highway!

Why is it so important to properly secure cargo?



Three CRITICAL Prevention ItemsThree Ways to Transport Cargo All cargo must be transported in one of three ways: • Fully contained by structures of adequate strength so that cargo

cannot shift or tip and it is restrained against horizontal movement (forward, rearward, and side to side ) by vehicle structure or by other cargo,

• Immobilized by structures of adequate strength or a combination of structure, blocking, and bracing to prevent shifts or tipping, or

• Secured on or within a vehicle by tie-downs along with blocking, bracing, friction mats, other cargo, void fillers, or a combination of these


Loading and Securing Cargo+ Before beginning to load cargo, you must evaluate

the total cargo securement situation. Ask yourself:+ Is the cargo itself suitable for transport?+ Is the vehicle ready to be loaded?+ Do you have all the equipment you’ll need to secure the cargo on-hand?+ Do you have a loading strategy that will result in proper weight distribution and Ruan

requirements?

You need to know certain things about the cargo before you begin. This allows you to plan the best

securement method.


Securing Cargo – Is it Suitable for Transport?

• What is the gross weight?• What is the cargo cube-weight? (Cube-

weight is normally expressed as weight in pounds per cubic foot (lbs./ft.3)). This type of cargo can be divided into three main categories:1. Light-weight Cargo = 10 lbs. or less2. Medium-weight Cargo = 10 – 50 lbs.3. Heavy-weight Cargo = More than 50 lbs.

• Is the weight consistent?• Are cargo dimensions uniform?


Securing Cargo – Is it Suitable for Transport?• Cargo should be assessed for damage,

shape, and suitability. Check for the following:

– Weak, damaged or broken boxes, crates or pallets– Leaking packages– Loose banding, improperly positioned over the cargo, poorly installed or

improperly connected– Wrapping problems– Bulging cargo– Crushed cargo– Product overhanging – Product not properly positioned


Securing Cargo – Load Responsibility• Loaders must assess the vehicle before

loading cargo• A trailer that lacks equipment or isn't clean

enough for the cargo can compromise the cargo during transport. Damaged freight normally results in claims against the carrier

• Below are vehicle conditions that can make securing cargo difficult:

– Trailer deck or floor that is dirty or contaminated, or covered with debris– Damaged or punctured trailer wall– Damaged or defective anchor points


Securing Cargo – Load Responsibility

+ Before loading, confirm all necessary paperwork is completed and matches cargo about to be loaded

+ Confirm based on:+ Bill of lading+ Shipping documents+ Delivery slip+ Packing lists+ Box and/or pallet count

17% of all serious trucking accidents are caused in part by cargo shifting and/or securement issues.


Securing Cargo – Load Responsibility+ Distributing Cargo Weight

+ Cargo should be loaded so the center of mass is low and weight is balanced on vehicle centerline

+ In some cases the cargo may have a high center of gravity – or cargo may be unbalanced from one side to another

+ Load balance will affect the vehicle handles and the way drivers operate+ As the driver, you must know how the cargo is loaded and balanced

Proper weight distribution means making sure that no more than 60% of the load is on 50% or less of the deck


Securing Cargo – Load Responsibility

+ Load heavy articles first – place equal weight on the right and left side+ Center the load to keep vehicle load threshold high in both sideways directions+ In mixed, stacked loads, the larger and heavier items should be placed on the

bottom+ Weak or crushable items should be placed on top, or behind heavy items


Securing Cargo – Restraining Against Forward Movement

+ Placing cargo directly against the front-end structure is one simple way to restrain against movement in the forward direction

+ When you must position cargo so it is not directly against the front-end, you may use several blocking methods to restrain against forward movement


Securing Cargo – Blocking Under Cargo

+ Hardwood and softwood blocking is often placed under cargo+ Allows lifting equipment to get under cargo+ Also allows to secure where tie-downs have been placed under the cargo

+ Unstable blocking could cause cargo to shift+ When cargo shifts, tie-downs may not work properly – especially for indirect tie-

downs positioned over the top of cargo

Always place blocking so the wider face is against the deck. Never stack blocking so the stock becomes

taller than it is wide.


Securing Cargo – Blocking Under Cargo

+ When blocking must be stacked, the blocking in each layer should cross over the layer below (use cross blocks)

+ Failure to do this makes it unstable unless the finished stack is wider than it is tall and the stack is unitized.

Nails are often used to fasten blocks, chocks or wedges to a deck. A single nail driven completely through to the outside of a 1 ¼ in. hardwood

trailer deck will restrain up to about 700 lbs. of force in a straight sideways direction.


Securing Cargo – Loading the Cargo Properly

+ For cargo placed beside each other and secured by side-to-side (transverse) tie-downs:

+ Place them in direct contact with each other, or+ Prevent them from shifting towards each other in transit by using blocking or

by filling the space with other cargo. Vehicle motion can cause cargo to compress and fill any open spaces, thereby causing the tie-downs to become loose


Securing Cargo – Important Notes1.Make the axles legal2.Keep stops separate3.Brace forward4.Brace sideways, particularly on second level5.Keep orders separate (if possible)6.Turn last 2 pallets (if possible)7.Meet desired customer loading pattern8.Keep same items together9.Brace backwards10. Keep families together


Key truck driver and company duties of care

Key CDL Requirements:

Whether or not the driver loads and secures the cargo himself, the driver is responsible for:

– Inspecting the cargo;– Recognizing overloads and poorly balanced weight;– Knowing the cargo is properly secured and does not obscure the

driver’s view ahead or to the sides; and– Knowing the cargo does not restrict the driver’s access to emergency

equipment.


Key truck driver and company duties of care

Key Driver Training Requirements:

• A driver must regularly inspect the cargo securement at regular intervals during vehicle inspection. (Practical Cargo Securement- p. 20)

• A driver must make sure that the cargo does not obscure his vision, interfere with the control of the vehicle, block access to emergency equipment, or make it difficult for the driver or passenger to get out of the vehicle. (Practical Cargo Securement- p. 24)

• In addition to securing the actual cargo being transported, drivers must also secure the following equipment: tailgates, tailboards, doors, tarps, and spare tires. (Practical Cargo Securement- p. 24)

• A driver must be confident that the methods he uses to secure that load are going to be strong enough to withstand the forces of any emergency breaking or evasive maneuver he might have to make on the road. (Practical Cargo Securement- p. 33)

• A driver must know how to properly handle and load cargo to avoid shifting or damage during transit. (Tractor Trailer- Truck Driver Training- p. 518)


Towards A Uniform North American Cargo Securement Standard

Goal:• a performance based cargo securement standard which

can be uniformly implemented and applied throughout North America

Process:• joint effort, open discussion and collaboration between

governments and stakeholders from Canada and United States


So what’s the problem?


Standard Development - Organization

North American Standard Harmonization Committee

Membership: Open to all public & private stakeholders

and other interested parties

CanadaCouncil of Deputy

Ministers of Transportation

CCMTA

United StatesFederal Motor Carrier Safety Administration

CVSA

MexicoSecretaria de

Comunicaciones YTransportes


North American Standard• development of a “model” regulation which can be

implemented throughout North America • ultimate vision of standard in two parts:

– “Model Regulation” ~ the regulatory aspects of the proposed standard

– “The Guide” ~ elaboration on the regulations, what’s required, what’s good practice, basis for training programs


Guiding Principle• public safety requires that cargo being transported on

the highway system must remain on or within the transporting vehicle under all conditions which could reasonably be expected to occur in normal driving and when a driver is responding to emergency situations, short of a crash.


Performance Criteria

Forward (braking)

Rearward(accelerating,braking in reverse)

Vertical (bumps, rough roads)

Sideways(cornering)


Performance Criteria - Implications- the cargo must be secured in a manner which prevents it from

falling from, or shifting on, the vehicle when subjected to the forces which would occur with the “performance criteria”

- vehicle structures and attachments must be strong enough to supply the necessary restraining forces

~ bulkheads, walls, floors, anchor points etc

- the securing equipment must be strong enough to supply the necessary restraining forces

~ tiedowns, chains, ratchets, binders, etc


Cargo Securement Systems• A securement system is a method that uses

one or more of the following components:• Vehicle Structure

• Floors, walls, decks, tiedown anchor points, headboards, bulkheads, posts, etc.• All elements must be in good working order; no damage, distress, or weakened parts/

sections

• Securing Devices • Any device specifically manufactured to attach or secure cargo• Chain, webbing, rope, clamps, grab hooks, binders, shackles, friction mat, etc.

• Blocking and bracing equipment• Material used for blocking or bracing and as chocks and cradle points• This also applies to any material used for dunnage (all loose materials used to support and

protect cargo)


Cargo Securement Systems – Tiedown• How many tiedowns are required?

If cargo is not prevented from forward movement

(for example, by the headboard, bulkhead, other cargo, or tiedown

attached to the cargo), secure the cargo according to these requirements:

Load Description Minimum # of Tiedowns

♦ 1.52 m (5 ft) or shorter ♦ 500 kg (1,100 lb.) or lighter

1

♦ 1.52 m (5 ft) or shorter ♦ Over 500 kg (1,100 lb.)

2

More than 1.52 m (5 ft) but 3.02 m (10 ft) or less

2

Longer than 3.02 m (10 ft) 2 + 1 tiedown for every additional 3.02 m (10 ft), or part thereof

If cargo is prevented from forward movement

All Cargo 1 tiedown for every 3.04 m (10 ft), or part thereof

Driver’s Handbook on Cargo Securement . FMSCA.dot.gov


Three Ways to Transport Cargo• Condition 1: Cargo is fully contained by structures of adequate strength. Cargo cannot shift or tip

and cargo is restrained against horizontal movement by vehicle structure or by other cargo. Horizontal movement includes forward, rearward, and side to side.

• Condition 2: Cargo is immobilized by structures of adequate strength or a combination of structure, blocking, and bracing to prevent shifting or tipping.

• Condition 3: To prevent shifting or tipping, cargo is immobilized or secured on or within a vehicle by tiedowns along with blocking, friction mats, other cargo, etc.

Condition 1 Condition 2 Condition 3

Driver’s Handbook on Cargo Securement . FMSCA.dot.gov


Inspection Requirements

• Cargo inspections should be performed as part of your pre-trip inspections. Make a log notation every time an inspection is performed


Securement Approaches

Contained

Van Bodies, Tankers,Dump Boxes

Direct

Blocked

Headboards, Sides,Tailgates, Blocking &

Bracing

Attached

Twist locks, Direct Tie-downs

IndirectFriction

Weight of load + Tie-downs


Contained Cargo

Cargo is contained and secured by the vehicle structure, additional securing devices not needed:

~ liquids in tankers, ~ bulk solids in tankers or dump boxes, ~ general freight in van trailers or containers


Blocked Cargo

Cargo is restrained against movement in at least one direction by vehicle structures, such as headboards or bulkheads, or other cargo.


Attached Cargo - Direct Tiedowns

Cargo is restrained by tie-downs which are attached to both the vehicle and the cargo.


Attached Cargo - Direct Attachment

Cargo is attached to vehicle by locking devices, twist locks other integral locking systems. Friction between the load and the loading deck is not relied upon for cargo restraint.


General Requirements

• Applies to all types of cargo, including those specifically

• Need to satisfy one of three conditions:1. fully contained by structures of adequate strength, or2. immobilized by structures of adequate strength to prevent shifting or

tipping, or3. immobilized on or within a vehicle by appropriate means to prevent

shifting or tipping


General Provisions• vehicle structures, floors, anchor points, headboards,

bulkheads, stakes, posts, pockets must be strong enough• must use a securement method suited to the type, size

and shape of cargo• tiedowns must be capable of being tightened by driver• tiedowns must be inside rub-rails• edge protection needed if tiedown could be cut or

abraded


Specific Commodities

Specific additional securement requirements which take precedence over the general requirements:

• Logs • Dressed Lumber• Metal Coils• Paper Rolls• Concrete Pipe• Intermodal Containers• Automobiles, Light Trucks & Vans• Heavy Vehicles, Equipment & Machinery• Crushed Vehicles• Roll-on/Roll-off Containers• Large Boulders


Securement System Strength Rating

Default WLL Values• Chain• Synthetic Webbing • Wire rope • Manila Rope• Synthetic Cordage• Steel Strapping • Friction Mats *

– A friction mat shall be considered to provide resistance to horizontal movement equal to 50% of the weight of the cargo resting upon the mat.


Special Note Heavy EquipmentBest Practices• Before loading• Verify that the transport vehicle’s gross vehicle weight rating and/or gross combination

weight rating will not be exceeded.• Determine if permits for oversize or overwidth movements will be required.• Are there any loading guidelines that need to be followed for the equipment, such as the

use of locking pins, brakes, a particular transmission gear, outriggers, or deck wideners?• Determine where the equipment will be placed on the transport vehicle to balance the

weight distribution and to secure the equipment properly.• Inspect the equipment’s securement points for wear and damage.• If there will be low friction between the equipment and the transport vehicle (such as

metal crawler tracks on a metal deck), determine if friction devices are necessary.• If the equipment to be hauled has rubber tires, verify the tire pressure. Low pressure may

result in the loosening of the tiedowns.• Remove any excessive aggregate, dirt, debris, or other substances that may fall or reduce

friction during transit.


Special Note Heavy EquipmentDuring loading• Do not operate or load equipment that you do not know how to operate, or operate

safely.• When possible, place the equipment against a vehicle structure to help prevent forward

movement – unless the weight distribution or securement considerations will not allow.• Be cautious when attaching securement devices over brake or hydraulic hoses or cylinders

to avoid damage to those components.• Use edge protection to prevent damage to the tiedowns or to the equipment.• Whenever possible, use the equipment manufacturer’s designated attachment points and

follow the manufacturer’s securement recommendations.• Do not use any attachment point that is of questionable strength or suitability.• Chain is the preferred tiedown for heavy equipment and machinery.• Use direct tiedowns whenever possible, but keep in mind that direct tiedowns require the

use of more tiedowns than when using indirect.• Use chocks, cradles, wedges, or other means placed against the wheels to prevent rolling

of wheeled vehicles. These devices need their own securement.


Special Note Heavy EquipmentAfter loading• Lower all accessory equipment and other movable parts such as hydraulic shovels,

booms, plows, crane arms, etc., and secure them to the transport vehicle using tiedowns. Accessories equipped with locking pins or similar devices which prevent movement in any direction do not have to be secured with additional securement devices.

• Hydraulics alone are not enough to secure accessory equipment.• If the equipment being transported has an articulation point, pivot, or hinge

within its construction, lock or restrain the vehicle or equipment to prevent any articulation while in transit.

• Accessories and other items that are not attached to the equipment must be secured to the transport vehicle following the general rules for cargo securement.

• Confirm the actual height and width of the vehicle.• Complete all required enroute securement inspections.


Special Note Heavy EquipmentMinimum tiedown requirements• If the loaded vehicle has crawler tracks or wheels, at least four tiedowns need to be

used to prevent movement side-to-side, forward, rearward, and vertically.• An indirect tiedown routed through an anchor point and attached to both sides of the

trailer is counted as a single tiedown.• A chain can be used as two tiedowns if properly attached to two anchor points using two

binders, with slack in the middle of the chain, so that a break in the middle would not affect either tiedown.

• The sum of the working load limits of the tiedowns must equal at least 50% of the weight of the cargo. If unsure of the cargo’s weight, additional tiedowns may be needed.

• Attach tiedowns either:– As close as possible to the front and rear of the equipment, or– At the mounting points on the equipment designed for that purpose.

• Following good and compliant securement processes will “keep things in place” not only while moving equipment from place to place, but also during an accident or other extreme maneuver.


Forces on Cargo

Forward Direction (eg. under braking):

Force800 lb

Friction1000 lb

Forces: Total forward = 800 lb.

Restraint: Friction = Coefficient of Friction x Weight

Travel


Coefficient of Friction

1000 lb.

Material Dry Wet GreasyWood on Wood 0.20 - 0.50

(200 to 500 lb)0.20 - 0.25

(200 to 250 lb)0.05 - 0.15

(50 to 150 lb)

Metal on Wood 0.20 - 0.50(200 to 500 lb)

0.20 - 0.25(200 to 250 lb)

0.02 - 0.10(20 to 100 lb)

Metal on Metal 0.10 - 0.25(100 to 250 lb)

0.10 - 0.20(100 to 200 lb)

0.01 - 0.10(10 to 100 lb)

Friction


Forces on Cargo

Deceleration Force 800 lb1000 lb

Deceleration Force: 800 lb.

Restraint due to friction: 10 to 500 lb.

Friction 10 to 500 lb

Travel


Forces on Cargo

Deceleration Force 800 lb

Deceleration Force: 800 lb.Effective Weight of Cargo: 2000 lb (1000+500+500)Restraint due to friction: 20 to 1000 lb.

Friction 20 to 1000 lb

Travel

Tiedown - tension 500 lb


Indirect TiedownsObjective: Increase the effective weight of the cargo - increase the restraining effect of frictionConcern: Angle of tiedown is important

Example: Tension in tiedown = 500 lb

Angle = 90 degrees 60 degrees 45 degrees 30 degrees

Downforce 1000 lb 866 lb 707 lb 500 lb

? 500 lb


Indirect TiedownsEffectiveness: - maintain tension

- keep articles of cargo together or fill gaps to prevent shifting

- maintain steep tiedown angles


Direct Tiedowns

1000 lb.Force800 lb

Tiedown attached to vehicle and to cargo:- tiedown must break for cargo to shift - tiedowns react directly to forces - shallow tiedown angles are more effective


Tipping

Height

Base

Force

If height is more than 2 times the base, tipping can occur at ~ 0.5 g acceleration. If height is more than 1.25 times the base, tipping can occur at ~ 0.8 g acceleration.


General Provisions• vehicle structures, floors, anchor points, headboards,

bulkheads, stakes, posts, pockets must be strong enough• must use a securement method suited to the type, size

and shape of cargo• tiedowns must be capable of being tightened by driver• tiedowns must be inside rub-rails• edge protection needed if tiedown could be cut or

abraded


Working Load Limit

• The maximum load that may be applied to a component of a cargo securement system during normal service, usually assigned by the manufacturer of the component.– WLL incorporates safety factor; typically ratio of 3 or 4 to 1– limit which should not be exceeded,even with maximum

forces from performance criteria• materials can be deformed or weakened• continued performance uncertain


Blocking

• The aggregate working load limit of components used to block an article against forward movement must not be less than one-half the weight of the article



• The Working Load Limit (WLL) of a tiedown is the lowest WLL of:– any of its components – the anchor points



Working Load Limits• if marked by manufacturer with numeric limit;

– WLL = limit • if marked by manufacturer in accordance with recognized

standard (eg. code etc); – WLL = number provided by the standard

• if unmarked by manufacturer; assigned default ratings– WLL = lowest grade or classification for the type and size of

the component (Part 6 of standard)



Strength Rating

• Longer Term ~ the strength and/or load carrying capacity of components of cargo securement system must be known: no default ratings

• Current Proposal ~ provides default values for un-marked equipment– need time to phase in; work with manufacturers and

carriers to develop implementation plan(s)


General Requirements

• Applies to all types of cargo, included those specifically

• Need to satisfy one of three conditions:1. fully contained by structures of adequate strength, or2. immobilized by structures of adequate strength to prevent shifting or

tipping, or3. immobilized on or within a vehicle by appropriate means to prevent

shifting or tipping


Condition 1: Fully Contained

• cargo is fully contained by structures of adequate strength

Dump bodies

Tankers


Condition 2: Immobilized by Structures

• cargo is immobilized by vehicle structures of adequate strength to prevent shifting or tipping


Condition 3: Immobilized by Other Means

• immobilized on or within a vehicle by appropriate means to prevent shifting or tipping


Articles of Cargo

Single articles: articles of cargo which can be secured individually

“Unitized” loads: grouping of individual articles in a manner or with devices which renders the group suitable for securement as an individual article


Tiedowns

• the aggregate Working Load Limit of all tiedowns used to secure an article(s) must not be less than one-half the weight of the article(s)


Direct Tiedowns

• one half of the WLL of each direct tiedown that is connected between the vehicle and the article of cargo

• the WLL of each direct tiedown that is attached to the vehicle, passes through or around and article, or is attached to it, and is again attached to the vehicle

Calculation of aggregate Working Load Limit; the sum of:


Indirect Tiedowns

• Calculation of aggregate Working Load Limit;– sum of WLL of each tiedown

Each indirect tiedown which passes over an article will be considered to be one tiedown.


Tiedown Angles

• Direct Tiedown– maximum 45 degrees

• Indirect Tiedown– minimum 30 degrees


Indirect TiedownsMinimum Number Required

Case 1: Cargo Blocked against forward movement by a headboard, bulkhead, other cargo which is also immobilized, or other appropriate blocking device

• one tiedown assembly for every 3.04 meters (10 feet) of article length, or fraction thereof.


Indirect TiedownsMinimum Number Required

Case 2: Cargo Not Blocked against forward movement · One tiedown assembly for articles up to 1.52 m (5 ft) in length and up

to 500 kg (1100 lb) in weight· Two tiedown assemblies if the article is:

- up to 1.52 m (5 ft) in length but over 500 kg (1100 lb)- longer than 1.52 m (5 ft) but less than or equal to 3.04 m (10 ft) in

length· Two tiedown assemblies if the article is longer than 3.04 m (10 ft),

and one additional tiedown assembly for every additional 3.04 m (10 ft) of article length, or part thereof, beyond the first 3.04 m (10 ft) of length.


Indirect Tiedown Requirements

Tiedowns with forward blocking:

Tiedowns without forward blocking:


Indirect Tiedowns

Example 1: One article - 5 feet long

Up to 500 kg Over 500 kgCase 1: Not Blocked Against Forward MovementProposed Standard 1 2Current NSC Standard 1 1Current FHWA Standard 1 1Case 2: Blocked Against Forward MovementProposed Standard 1 1Current NSC Standard 1 1Current FHWA Standard 1 1


Indirect Tiedowns

Case 1: Not Blocked Against Forward MovementProposed Standard 2Current NSC Standard 1Current FHWA Standard 1Case 2: Blocked Against Forward MovementProposed Standard 1Current NSC Standard 1Current FHWA Standard 1

Example 2: One article - 10 feet long


Indirect Tiedowns

Case 1: Not Blocked Against Forward MovementProposed Standard 3Current NSC Standard 2Current FHWA Standard 2Case 2: Blocked Against Forward MovementProposed Standard 2Current NSC Standard 2Current FHWA Standard 2

Example 3: Two articles - each 10 feet long


Inspection of Securement Systems• Driver must check cargo and securing devices:

– within first 80 km (50 miles) of start of trip– periodically thereafter,

• when duty status changes• after 3 hours or 240 km (150 miles)

• Inspection not required by driver if:– vehicle is sealed and driver is not permitted to open it– inspection is impractical


Logs

Applies to: • more than four fully processed logs• Shortwood: All logs typically up to 4.9 m (16 feet) long.

• Longwood: All logs that are over 4.9 m (16 feet) long. (long logs or treelength).


Logs - General Requirements

• must use suitable vehicle• vehicle must have bunks, bolsters, stakes or

standards to prevent logs from rolling• all tiedowns must have WLL no less than 1800

kg (4000 lb.)


Logs - Securement RequirementsPrinciples:• each outside log must touch at least two stakes, or be stabilized by other

logs and extend beyond the end of the stake• highest outside log on each side must touch each stake (below the top of

the stake)


Logs - Securement Requirements• load must be “crowned”; with top logs restrained by indirect

tiedowns • tiedowns must be tensioned as tightly as possible; additional

tiedowns needed if logs are slippery or in low friction conditions


Vehicle Types

Section structured by vehicle type:• frame trucks• rail trucks and trailers• flatbed trucks and trailers• pole trailers


Shortwood

• Crosswise - one stack:– bottom logs must be supported by vehicle

structure to within 30 cm of each end– two tiedowns required for each stack– if trailer over 10 m long, must be divided

into two stacks– automatic tensioning device requirement

proposed for future


Shortwood

• Crosswise - two stacks– two stacks side by side on deck:

• no space between stacks• outside edge of stacks must be

elevated (2.5 cm)• minimum one tiedown over

each stack– automatic tensioning device

requirement proposed for future


Longwood• must be be restrained against lateral movement at two or more points

(stakes, bunks, standards)• each outside log must be secured by at least two indirect tiedowns• Pole Trailers:

– at least one tiedown required at each bunk, or

– at least two tiedown “wrappers” around entire load


Dressed LumberApplies to:

– bundles of dressed lumber, packaged lumber, building products such as plywood, gypsum board or other materials of similar shape

• Two situations:– without protective wrapping– with protective wrapping


Dressed Lumber - Without Protective Wrapping

One tier: general tiedown requirements apply• Blocked:

· one indirect tiedown for every 3.04 meters (10 feet) of length, or fraction thereof

• Not blocked: · one indirect tiedown for bundles up to 1.52 m (5 ft) long and up to

500 kg (1100 lb) in weight· two indirect tiedowns for bundles up to 1.52 m (5 ft) long and over

500 kg (1100 lb), or up to 3.04 m long· two indirect tiedowns if longer than 3.04 m (10 ft), plus one

additional tiedown for every additional 3.04 m (10 ft).


Multiple Tiers - No Protective Wrapping

Options:a) blocked against lateral movement by stakes on the sides of the vehicle and

secured by indirect tiedowns laid out over the top tier, as outlined in the general provisions of the standard (section 2.2.4), or

b) restrained from lateral movement by blocking or high friction devices between tiers and secured by tiedowns laid out over the top tier, as outlined in the general provisions of the standard (section 2.2.4), or


c) placed directly on top of other bundles or on spacers. The stack of bundles must be: • secured by indirect tiedowns over the second tier of bundles, or at 1.85

m (6 ft) above the trailer deck, whichever is greater, or not over 1.85 m (6 ft) above the trailer deck for other multiple tiers in accordance with the general provisions of the standard (section 2.2.4), and

• secured by indirect tiedowns over the top tier of bundles, in accordance with the general provisions of the standard (section 2.2.4) with a minimum of two tiedowns for bundle(s) longer than 1.52 m (5 ft), or




With lateral restraint

Without lateral restraint



d) Secured by indirect tiedowns laid out over each tier of bundles, in accordance with the general provisions of the standard (section 2.2.4) with a minimum of two tiedowns over each top bundle(s) longer than 1.52 m (5 ft), in all other circumstances.


Multiple Tiers - With Protective Wrapping

• If covering material provides friction levels equivalent to product being covered - same requirements as uncovered bundles.

• If covering material is low friction, same requirements as uncovered bundles except:– at least one of the indirect tiedowns on each bundle on

the top tier must be chain.


Metal CoilsApplies to:

– the transportation of one or more metal coils which, individually or together, weigh 2268 kg (5000 pounds) or more


Coil Orientation

Eyes Vertical

Eyes Crosswise

Eyes Lengthwise


Eyes Vertical• Must prevent tipping in all

directions– at least three indirect tiedowns

across top of coil:• one directly across top• two diagonally across

• Must prevent shifting on vehicle– blocking, bracing or direct

tiedown to prevent forward movement


Eyes Crosswise• Must prevent rolling:

– cradle, timbers, chocks or wedges• Restraint:

– at least two direct tiedowns through the eye• one to resist forward movement• one to resist rearward movement


Eyes Lengthwise• Must prevent rolling - cradle, chocks, wedges etc• Must prevent forward movement by blocking, bracing or

friction mats• Three restraining options:

Option 1 - Two direct tiedowns through the eye of the coil, plus one indirect tiedown over the top of the coil


Eyes Lengthwise

Option 2 - At least two direct tiedowns through the eye of the coil, plus one indirect tiedown over the top of the coil

Option 3 - At least two indirect tiedowns over the top of the coil


Paper RollsApplies to:

– shipments of paper rolls which, individually or together, weigh 2268 kg (5000 lb) or more


Paper Rolls - Eyes Vertical• ideally, rolls should be placed up against trailer walls and

against other rolls• blocking, friction mats, tiedowns or void fillers needed to

prevent movement if rolls aren’t placed up against walls• need to prevent tipping by using bracing, banding with other

rolls, or tiedowns if:– height is > 2 times the diameter (sideways)– height is > 1.25 times diameter (forward)


Paper Rolls - Eyes Vertical

• Full load– blocked at front by bulkhead – blocked laterally by walls– blocking required at rear


Paper Rolls - Eyes Vertical• Split Loads:

– prevent forward movement by blocking, friction mats, tiedowns or void fillers


Paper Rolls - Eyes Vertical• Stacked Loads:

– bottom layer must extend to front of vehicle– must prevent second and higher layers from shifting

• place against walls, void fillers, blocking, bracing, friction mats • can also use “blocking” roll from lower layer if protrudes at least

50 mm (2 in)


Paper Rolls - Eyes Horizontal

Stacked Loads:• bottom row must extend to front of vehicle• front and rear rolls on upper rows must be secured by banding to

other rolls

Loaded Crosswise:

• prevent rolling (forward & rearward) by placing against walls or by using chocks, wedges, blocking, or tiedowns• prevent sliding (sideways) by void fillers, friction mats, blocking, tiedowns


Paper Rolls - Eyes Horizontal

• Loaded Lengthwise– each roll must be blocked against movement:

• forward: vehicle structure, other cargo, blocking or tiedowns• rearward: other cargo, blocking, friction mats or tiedowns

– prevent rolling (sideways) by placing against walls or by using chocks, wedges, blocking

• Stacked Loads:• bottom row must be completely filled first• rolls on upper rows must also be secured against

forward and rearward movement


Concrete PipeApplies to:

– the transportation of concrete pipe on a platform trailer or vehicle


Concrete Pipe• Blocking to prevent rolling:

• Arranging the load:– pipe of different diameter - group same size pipes together


Concrete Pipe– Bottom tier:

• cover full length of vehicle, or

• arrange partial tier in one or two groups


Concrete Pipe– Upper tiers and top tier:

• pipes placed in wells formed by tier below, no new tiers until all wells are filled


Concrete Pipe• Bell Pipe:

– must be loaded on longitudinal spacers to raise bell above vehicle floor

– one tier: bell ends must alternate

– multiple tiers: bell ends must be on the same side in each row, and alternate between rows


Concrete PipePipe Diameter Up to 1143 mm (45 in)• stabilizing the bottom tier

– must be contained longitudinally by vehicle structure, stakes, blocking, a locked pipe unloader or other means

– chain direct tiedowns must be used through the first and last pipes


Concrete PipePipe Diameter Up to 1143 mm (45 in)Tiedowns:• if each pipe is not secured with a tiedown:

– two indirect tiedowns must be used lengthwise over the group of pipes

– one transverse tiedown must be used for every 3.0 m of load length


Concrete PipePipe Diameter Up to 1143 mm (45 in)


Concrete PipePipe Diameter Over 1143 mm (45 in)• front and rear pipes must be secured by blocking• each pipe must be secured by direct tiedowns through the pipe• two direct tiedowns must be used in the front and/or rear pipe if they are

not in contact with vehicle end structure, stakes, a locked pipe loader or other appropriate blocking


Intermodal ContainersApplies to:

– the transportation of intermodal containers– cargo inside container must also meet

securement requirements of standard


Intermodal ContainersOn Container Chassis:• must be secured to the container chassis with securement devices or

integral locking devices that cannot unintentionally become unfastened while the vehicle is in transit. The securement devices must restrain the container from moving more than 1.27 cm (1/2 in) forward, more than 1.27 cm (1/2 in) aft, more than 1.27 cm (1/2 in) to the right, more than 1.27 cm (1/2 in) to the left, or more than 2.54 cm (1 in) vertically.

• the front and rear of the container must be secured independently


Intermodal ContainersOn Flatdeck Vehicles (ie. not chassis)• All lower corners of the intermodal container must rest upon the vehicle,

or the corners must be supported by a structure capable of bearing the weight of the container and that support structure must be independently secured to the motor vehicle.

• All lower corners of intermodal containers must be secured to the vehicle by chains, wire ropes, or integral locking devices. The front and rear of the container must be secured independently.

• Each chain, wire rope, or integral locking device must be attached to the container in a manner that prevents it from being unintentionally unfastened while the vehicle is in transit.


Automobiles, Light Trucks & Vans

Applies to:– the transportation of automobiles, light trucks,

and vans which individually weigh 4500 kg. (10,000 lb) or less


Automobiles, Light Trucks & Vans

• must be restrained at both the front and rear in the lateral, forward, rearward, and vertical direction using a minimum of two direct tiedowns.

• direct tiedowns that are designed to be affixed to the structure of the automobile, light truck, or van shall use the mounting points on those vehicles that have been specifically designed for that purpose.

• direct tiedowns that are designed to fit over or around the wheels of an automobile, light truck, or van shall provide restraint in the lateral, longitudinal and vertical directions. Edge protectors are not required for synthetic webbing at points where the webbing comes in contact with the tires


Heavy Vehicles, Equipment & Machinery

Applies to:– the transportation of heavy vehicles, equipment and

machinery which operate on wheels or tracks, such as front end loaders, bulldozers, tractors, and power shovels and which individually weigh 4500 kg. (10,000 lb) or more


Heavy Vehicles, Equipment & Machinery

With crawler tracks or wheels: • restrained in the lateral, forward, rearward, and vertical direction

using a minimum of four direct tiedowns each having a working load limit of at least 2268 kg. (5000 pounds); and,

• blocked against forward movement.

• The direct tiedowns shall be affixed at the front and rear of the vehicle, or mounting points on the vehicle that have been specifically designed for that purpose.

• The tiedowns shall be pretensioned in accordance with the

manufacturers’ instructions.


Flattened or Crushed CarsApplies to:

– the transportation of vehicles such as automobiles, light trucks, and vans which have been flattened or crushed


Flattened or Crushed Cars• Flattened or crushed vehicles must be transported in such a manner that:

· the cargo does not shift upon the transport vehicle while in transit, and

· loose parts from the flattened vehicles do not become dislodged and fall from the transport vehicle.

• The use of synthetic webbing to secure flattened or crushed vehicles is

prohibited.


Flattened or Crushed CarsSecurement options:

1. have structural walls on four sides which extend to the full height of the load which extend to the height of the load and which block against movement of the cargo in the forward, rearward and lateral directions; or,

2. have structural walls on three sides which extend to the full height of the load and which block against movement of the cargo in the forward, rearward and one lateral direction. In addition a minimum of two indirect tiedowns are required per vehicle stack with every tiedown having a minimum working load limit 2268 kg (5000 pounds); or,


Flattened or Crushed Cars

3. have structural walls on two sides which extend to the full height of the load and which block against movement of the cargo in the forward and rearward directions. In addition a minimum of three indirect tiedowns are required per vehicle stack with every tiedown having a minimum working load limit 2268 kg (5000 pounds); or,

4. which employ a minimum of four indirect tiedowns per vehicle stack with every tiedown having a minimum working load limit 2268 kg (5000 pounds)


Flattened or Crushed CarsContainment of loose parts:• must employ a containment system which prevents loose parts from

falling from all four sides of the vehicle and which extends to the full height of the cargo. This system can be based on use of structural walls, sides or sideboards, or suitable covering material, alone or in combinations.

• the use of synthetic material for containment of loose parts is permitted.


Roll-on/Roll-off ContainersApplies to:

– the transportation of roll-on/roll-off and hook lift containers


Roll-on/Roll-off ContainersSecurement requirements:

Front:· lifting device and stops

Rear: within two metres of rear of container, one of:· one indirect tiedown that secures the side rails of the vehicle chassis and

the container chassis at the same time; or · two tiedowns installed lengthwise, each securing one side of the container

to one of the vehicle's side rails; or · two hooks, or an equivalent mechanism, securing both sides of the

container to the vehicle chassis at least as effectively as the tiedowns in the two previous items.


Large BouldersApplies to:

– the transport of large piece(s) of rock weighing in excess of 5 000 kg (11,000 lb.) 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.

• must be supported on at least two pieces of hard wood blocking (at least 10 cm x 10 cm (4' x 4") nominal side dimensions) extending the full width of the boulder.

• if no flat side, must be placed in a crib to prevent rolling.


Cubic Shaped Boulders

• secured individually with at least two chain tiedowns used transversely across the vehicle.

• aggregate WLL of the tiedowns must be at least half the weight of the boulder.


Irregular Shaped - Stable Base

• secured individually with at least two chain tiedowns used transversely across the vehicle.

• aggregate WLL of the tiedowns must be at least half the weight of the boulder.

• tiedowns must pass over the center of the boulder and must be

attached to the center


Irregular Shaped - Unstable Base

Combination of chains required:· One chain must be used to surround the

top of the boulder (between 1/2 and 2/3 of the height). The WLL of the chain must be at least half the weight of the boulder.

• Four chain tiedowns must be attached to the surrounding chain and the platform to form a blocking mechanism which prevents any horizontal movement. Each chain must have a WLL of at least 1/4 the weight of the boulder. The angle of the chain must not exceed 45 degrees from the horizontal.


Referenced StandardsReferences:

• Vehicle Structure• Anchor Points• Platform Bodies (Flatdecks)• Van, Sided & Dump Bodies• Tiedowns• Webbing Assemblies• Chain Assemblies• Wire Rope and Attachments• Synthetic Rope and Attachments• Strapping• Clamps and Latches


Default Working Load Limits

Example - Unmarked Chain Size Working Load Limit

7 mm (1/4 in) 590 kg (1300 lb) 8 mm (5/16 in) 860 kg (1900 lb)10 mm (3/8 in) 1200 kg (2650 lb)11 mm (7/16 in) 1590 kg (3500 lb)13 mm (1/2 in) 2040 kg (4500 lb)

16 mm (5/8 in) 3130 kg (6900 lb)


Default Working Load Limits

Example - Unmarked Synthetic Webbing

Width WLL 45 mm (1-3/4 in) 790 kg (1750 lb) 50 mm (2 in) 910 kg (2000 lb) 75 mm (3 in) 1360 kg (3000 lb)100 mm (4 in) 1810 kg (4000 lb)


Conclusions• Proposed standard represents significant departure from

format of most current requirements:– broader scope – greater precision– less interpretation required

• Proposed requirements do not imply major changes for most commodities:– clarification of general requirements

proper load securement in north america

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