Chain Rating

[BarnyardEngineering]

And you are legal.

10 ft long freight or less requires 2 tie downs.
The twine at HD is strong enough to hold down a few 2x4s so you are covered there.
And here is the catch phrase in the law.
A headache rack (the front of your pickup bed) can substitute for 1 tie down.
So the front of the bed provides one tie down and the HD twine provides the second tie down.
Get something 10 ft 1 inch long and now you are in trouble because that requires 3 tie downs.

They're not pulling over Joe Homeowner with a couple of 2x4's sticking out of his truck bed even if not properly secured.

 

[john in la]

They're not pulling over Joe Homeowner with a couple of 2x4's sticking out of his truck bed even if not properly secured.

And why not???
A 2x4 coming out the back of a pickup does as much damage as a 2x4 coming off a big rig.
Safety is safety no matter the size of the truck.

I had one DOT officer tell me he has no jurisdiction over homeowner pickups.
I told him as a DOT officer you may not but you are still a state trooper that does.

 

[G1000VISTA]

And why not???
A 2x4 coming out the back of a pickup does as much damage as a 2x4 coming off a big rig.
Safety is safety no matter the size of the truck.

I had one DOT officer tell me he has no jurisdiction over homeowner pickups.
I told him as a DOT officer you may not but you are still a state trooper that does.

More then likely he can't ticket a home owner bad enough like he can a big truck. Cash cow with a truck in their eyes.

 

[caterpillar guy]

Local guy can spend time in court the drivewr will just pay the ticket and go one.

 

[john in la]

Local guy can spend time in court the drivewr will just pay the ticket and go one.

I have always said it that you don’t want to alienate your voter base. Most truck drivers are from out of town.

But I can tell you the real answer.
A DOT cop can’t use the long form on a local pickup owner so it does nothing for his quota and a regular state trooper doesn’t know DOT laws well enough to write a regular ticket. So nothing gets done till there is an accident.
And don’t tell me they don’t have a quota. I know better than that.

 

[caterpillar guy]

I can't say but my sister was in college with the daughter of a State trooper and she claimed they did. I can't say on the long or short form for any of it in MI just that the guys with the vehicles marked Motor Carrier enforcement don't bother with cars much for anything. On the other hand Troopers don't seem to care they bother everything. Mi cops are like IA cops some of the most rude and demanding cops in the business. I have never been stopped by anybody as obnoxious as them. I've dealt with most states in the country between getting permits and scales to on the side of the road issues of one kind or another.

 

[Ray,IN]

Chain/strap rating required depends upon if you are chaining the load to the trailer or trailer to the load; whichever weighs less, however more is better.

 

[BarnyardEngineering]

I have always said it that you don’t want to alienate your voter base. Most truck drivers are from out of town.

But I can tell you the real answer.
A DOT cop can’t use the long form on a local pickup owner so it does nothing for his quota and a regular state trooper doesn’t know DOT laws well enough to write a regular ticket. So nothing gets done till there is an accident.
And don’t tell me they don’t have a quota. I know better than that.

They don't have a quota. This tinfoil hat thinking has to end.

 

[showcrop]

Chain/strap rating required depends upon if you are chaining the load to the trailer or trailer to the load; whichever weighs less, however more is better.

Please tell me where in the cargo securement section of the FMCSA you found that. I have looked and looked but I can't find it.

Cargo Securement Rules​

Background ​

On September 27, 2002, the Federal Motor Carrier Safety Administration (FMCSA) published new cargo securement rules. Motor carriers operating in interstate commerce must comply with the new requirements beginning January 1, 2004. The new rules are based on the North American Cargo Securement Standard Model Regulations, reflecting the results of a multi-year research program to evaluate U.S. and Canadian cargo securement regulations; the motor carrier industry's best practices; and recommendations presented during a series of public meetings involving U.S. and Canadian industry experts, Federal, State and Provincial enforcement officials, and other interested parties. The new rules require motor carriers to change the way they use cargo securement devices to prevent articles from shifting on or within, or falling from commercial motor vehicles. The changes may require motor carriers to increase the number of tiedowns used to secure certain types of cargo. However, the rule generally does not prohibit the use of tiedowns or cargo securement devices currently in use. Therefore, motor carriers are not required to purchase new cargo securement equipment or vehicles to comply with the rule. The intent of the new requirements is to reduce the number of accidents caused by cargo shifting on or within, or falling from, commercial motor vehicles operating in interstate commerce, and to harmonize to the greatest extent practicable U.S., Canadian, and Mexican cargo securement regulations.

Applicability of the New Rules​

The new cargo securement rules apply to the same types of vehicles and cargo as the old rules, covering all cargo-carrying commercial motor vehicles (as defined in 49 CFR 390.5) operated in interstate commerce. This includes all types of articles of cargo, except commodities in bulk that lack structure or fixed shape (e.g., liquids, gases, grain, liquid concrete, sand, gravel, aggregates) and are transported in a tank, hopper, box or similar device that forms part of the structure of a commercial motor vehicle.

Performance Criteria ​

FMCSA has adopted new performance requirements concerning deceleration in the forward direction, and acceleration in the rearward and lateral directions, that cargo securement systems must withstand. Deceleration is the rate at which the speed of the vehicle decreases when the brakes are applied, and acceleration is the rate at which the speed of the vehicle increases in the lateral direction or sideways (while the vehicle is turning), or in the rearward direction (when the vehicle is being driven in reverse and makes contact with a loading dock). Acceleration and deceleration values are commonly reported as a proportion of the acceleration due to gravity (g). This acceleration is about 9.8 meters/second/second (32.2 feet/second/second), which means that the velocity of an object dropped from a high elevation increases by approximately 9.8 meters/second (32.2 feet/second) each second it falls. FMCSA requires that cargo securement systems be capable of withstanding the forces associated with following three deceleration/accelerations, applied separately:

1. 0.8 g deceleration in the forward direction;
2. 0.5 g acceleration in the rearward direction; and
3. 0.5 g acceleration in a lateral direction.

These values were chosen based on researchers' analysis of studies concerning commercial motor vehicle performance. The analysis indicated that the highest deceleration likely for an empty or lightly loaded vehicle with an antilock brake system, all brakes properly adjusted, and warmed to provide optimal braking performance, is in the range of 0.8-0.85 g. However, a typical loaded vehicle would not be expected to achieve a deceleration greater than 0.6 g on a dry road. The typical lateral acceleration while driving in a curve or on a ramp at the posted advisory speed is in the range 0.05-0.17 g. Loaded vehicles with a high center of gravity roll over at a lateral acceleration above 0.35 g. Lightly loaded vehicles, or heavily loaded vehicles with a lower center of gravity, may withstand lateral acceleration forces greater than 0.5 g.
Generally, motor carriers are not required to conduct testing of cargo securement systems to determine compliance with the performance requirements. The new rules explicitly state that cargo immobilized or secured in accordance with the general securement rules, or the commodity-specific rules, are considered to meet the performance criteria.

Requirements for Securement Devices​

The new rules require that all devices and systems used to secure cargo to or within a vehicle must be capable of meeting the performance criteria. All vehicle structures, systems, parts and components used to secure cargo must be in proper working order when used to perform that function with no damaged or weakened components that could adversely affect their performance. The cargo securement rules incorporate by reference manufacturing standards for certain types of tiedowns including steel strapping, chain, synthetic webbing, wire rope, and cordage. FMCSA has updated the rules to reference the November 15, 1999, version of the National Association of Chain Manufacturers (NACM) Welded Steel Chain Specifications. The agency notes that some of the working load limit values in the 1999 version differ slightly from the previous edition of this publication. Also, the 1999 version includes working load limits for a new grade of alloy chain, grade 100. The agency also changed its reference for synthetic webbing from the 1991 edition to the 1998 edition of the Web Sling and Tiedown Association's publication. Generally, the working load limits are the same as those in the 1991 publication. Changes in the references do not necessarily mean the older securement devices need to be replaced. Motor carriers are not required to replace tiedown devices purchased prior to January 1, 2004. If the tiedowns satisfied the old rules, the devices should also satisfy the new rules.
Proper Use of Tiedowns
The new regulations require each tiedown to be attached and secured in a manner that prevents it from becoming loose, unfastening, opening or releasing while the vehicle is in transit. All tiedowns and other components of a cargo securement system used to secure loads on a trailer equipped with rub rails must be located inboard of the rub rails whenever practicable. Also, edge protection must be used whenever a tiedown would be subject to abrasion or cutting at the point where it touches an article of cargo. The edge protection must resist abrasion, cutting and crushing.
Use of Unmarked Tiedowns
The new rules do not prohibit the use of unmarked tiedown devices. Although many of the participants in the public meetings and numerous commenters to the rulemaking proposal argued the rules should include such a prohibition, FMCSA believes it is inappropriate to prohibit unmarked tiedowns at this time. However, in view of the potential safety hazards of motor carriers misidentifying unmarked tiedowns, there is a provision that unmarked welded steel chain be considered to have a working load limit equal to that of grade 30 proof coil, and other types of unmarked tiedowns be considered to have a working load limit equal to the lowest rating for that type in the table of working load limits.
Unrated and Unmarked Anchor Points
FMCSAs cargo securement rules do not require rating and marking of anchor points. While the agency encourages manufacturers to rate and mark anchor points, the new rules do not include a requirement for ratings and markings.
Front End Structures on CMVs
FMCSA revised its rules concerning front-end structures or headerboards by changing the applicability of the requirements to cover CMVs transporting cargo that is in contact with the front-end structure of the vehicle. By contrast, the old rules required certain vehicles to be equipped with front-end structures regardless of whether the devices were used as part of a cargo securement system.

Summary of the new cargo rules ​

The new cargo securement rules include general securement rules applicable to all types of articles of cargo, with certain exceptions, and commodity-specific rules covering commodities that are considered the most difficult to determine the most appropriate means of securement. Requirements concerning securement, working load limits, blocking and bracing are applicable to all commodities being transported. The commodity-specific requirements take precedence over the general rules when additional requirements are given for a commodity listed in those sections. This means all cargo securement systems must meet the general requirements, except to the extent a commodity-specific rule imposes additional requirements that prescribe in more detail the securement method to be used.
General Rule
Cargo must be firmly immobilized or secured on or within a vehicle by structures of adequate strength, dunnage (loose materials used to support and protect cargo) or dunnage bags (inflatable bags intended to fill space between articles of cargo or between cargo and the wall of the vehicle), shoring bars, tiedowns or a combination of these.



Last updated: Monday, March 3, 2014

 

[caterpillar guy]

What is your question Showcrop?

 

[showcrop]

What is your question Showcrop?

My question is where Ray gets his information.

 

[caterpillar guy]

I think he is just meaning that some heavy loads are much more than the trailer for weight so it amounts to chaining the trailer to the load . Like a 20,000 LBS detach being chained to a 50,000 load versus a 10,000 load being chained to a 20,000 trailer As for strap ratings they are usually already on the straps and only good for that rating if not partially cut into also if cut or abraded to badly not even usable for service. Just as stretched or worn links in chains can make them unfit for use. As well on the binder whether a ratchet or snap doesn't matter. Also some of those wind tower sections are bolted to the rear section of the trailer being the axles and lifting mechanism is attached to the end of the tower and the front is attached to the other end in essence making the tower section as part of the trailer .

 

[Ray,IN]

That's better than I can explain it _C. The lighter 20K chain will take the 20K trailer along with the 50K loose load, so why have a 50K rated chain.

 

[john in la]

I can understand Ray's point in a roll over event.
If a 40k dozer is tied down with 20k worth of chain the trailer is not coming a loose from the dozer as long as the trailer weighs less than 20k.

Where it does not cut the mustard is in a stopping event.
The force of the 40k dozer pushing forward in a extreme stop will easily break the 20k worth of chain putting the dozer in the cab with the driver.

 

[caterpillar guy]

I disagree with that in the fact that unless the stop is against a bridge or some other such solid object the friction of the tracks on the trailer deck will account for a lot of the holding in an emergency stop. And if against a solid object then it probably doesn't matter since the driver will most likely be dead from the impact before or just about the same time. As for the rest of the world it would be a looky lew deal as they drive by. Sorry to be quite so blunt about it but the facts are that. Also since you would need the appropriate amount of chain for the dozer in this example there would also be the chain over the blade which would also account for another 4-9,000 LBS of holding power against a lateral movement forward or backward . I have even had a few where by the time I got the thing loaded and went to put the blade chain on I had to use 2 to beable to reach something not in use to tie it down with. I usually also hooked to the drawbar in the rear rather than the track pad since it is part of the solid connection to the machine. Track pads are not rated nor that solid as far as I know for tie down use. If hauled on a Stepdeck trailer there is the step to hold it back if it didnot flip over endways on the trailer and with the best ride and balance point for loading on them is usually just behind the step if against it or real close like only inches I believe it would hold it. Now I loaded a partail of steel rod one time that if I didn't have some sort of Bulkhead on the lower level of my trailer I had to have one. At the rate of something like $25.00 now My discussion went something like with the step of the trailer and it being below the level of the truck frame or about the same level the cheap board bulkhead they were providing was little more than a laugh if you had an issue with stopping . The steel in the step would have held more than those 2 cheap flimsy boards they offered and charged for. IT would have been laughable on a regular flat bed. And the part that really got me was I had a bulkhead/Chain rack on the truck behind the cab/sleeper bolted to the frame of the truck. IT is still there to this day while I never use it anymore since I rarely load my flat trailers anymore.Back to the stop with the 20,000 in chain since most guys use 5/16ths chain and they are rated for 5400 each with 4 on it they would have in excess of the 20,000 on it plus the blade chain and in OH if the blade extend beyond the side of the trailer it has to be removed or loaded forward on the trailer or something like that since somebody couldn't see the blade coming up as they past and hit one with all the signs and flags and flashing lights required by law for it. IT has been a while since I was in OH with one but seemed like if it was over 6 inches wider than the trailer it had to come off. Sort of like the no escort car needed in IL if not over 14 foot yet IN and MO needed it just a State thing. Then in TX no need for one again going into the Dallas area.

 

[showcrop]

I think he is just meaning that some heavy loads are much more than the trailer for weight so it amounts to chaining the trailer to the load . Like a 20,000 LBS detach being chained to a 50,000 load versus a 10,000 load being chained to a 20,000 trailer As for strap ratings they are usually already on the straps and only good for that rating if not partially cut into also if cut or abraded to badly not even usable for service. Just as stretched or worn links in chains can make them fit for use. As well on the binder whether a ratchet or snap doesn't matter. Also some of those wind tower sections are bolted to the rear section of the trailer being the axles and lifting mechanism is attached to the end of the tower and the front is attached to the other end in essence making the tower section as part of the trailer

I disagree with that in the fact that unless the stop is against a bridge or some other such solid object the friction of the tracks on the trailer deck will account for a lot of the holding in an emergency stop. And if against a solid object then it probably doesn't matter since the driver will most likely be dead from the impact before or just about the same time. As for the rest of the world it would be a looky lew deal as they drive by. Sorry to be quite so blunt about it but the facts are that. Also since you would need the appropriate amount of chain for the dozer in this example there would also be the chain over the blade which would also account for another 4-9,000 LBS of holding power against a lateral movement forward or backward . I have even had a few where by the time I got the thing loaded and went to put the blade chain on I had to use 2 to beable to reach something not in use to tie it down with. I usually also hooked to the drawbar in the rear rather than the track pad since it is part of the solid connection to the machine. Track pads are not rated nor that solid as far as I know for tie down use. If hauled on a Stepdeck trailer there is the step to hold it back if it didnot flip over endways on the trailer and with the best ride and balance point for loading on them is usually just behind the step if against it or real close like only inches I believe it would hold it. Now I loaded a partail of steel rod one time that if I didn't have some sort of Bulkhead on the lower level of my trailer I had to have one. At the rate of something like $25.00 now My discussion went something like with the step of the trailer and it being below the level of the truck frame or about the same level the cheap board bulkhead they were providing was little more than a laugh if you had an issue with stopping . The steel in the step would have held more than those 2 cheap flimsy boards they offered and charged for. IT would have been laughable on a regular flat bed. And the part that really got me was I had a bulkhead/Chain rack on the truck behind the cab/sleeper bolted to the frame of the truck. IT is still there to this day while I never use it anymore since I rarely load my flat trailers anymore.Back to the stop with the 20,000 in chain since most guys use 5/16ths chain and they are rated for 5400 each with 4 on it they would have in excess of the 20,000 on it plus the blade chain and in OH if the blade extend beyond the side of the trailer it has to be removed or loaded forward on the trailer or something like that since somebody couldn't see the blade coming up as they past and hit one with all the signs and flags and flashing lights required by law for it. IT has been a while since I was in OH with one but seemed like if it was over 6 inches wider than the trailer it had to come off. Sort of like the no escort car needed in IL if not over 14 foot yet IN and MO needed it just a State thing. Then in TX no need for one again going into the Dallas area.

While it is certainly true that the tracks will provide friction, in hard braking or crash, FMCSA is still requiring the securement agains front deceleration than sideways or rear.

FMCSA has adopted new performance requirements concerning deceleration in the forward direction, and acceleration in the rearward and lateral directions, that cargo securement systems must withstand. Deceleration is the rate at which the speed of the vehicle decreases when the brakes are applied, and acceleration is the rate at which the speed of the vehicle increases in the lateral direction or sideways (while the vehicle is turning), or in the rearward direction (when the vehicle is being driven in reverse and makes contact with a loading dock). Acceleration and deceleration values are commonly reported as a proportion of the acceleration due to gravity (g). This acceleration is about 9.8 meters/second/second (32.2 feet/second/second), which means that the velocity of an object dropped from a high elevation increases by approximately 9.8 meters/second (32.2 feet/second) each second it falls. FMCSA requires that cargo securement systems be capable of withstanding the forces associated with following three deceleration/accelerations, applied separately:

1. 0.8 g deceleration in the forward direction;
2. 0.5 g acceleration in the rearward direction; and
3. 0.5 g acceleration in a lateral direction.

These values were chosen based on researchers' analysis of studies concerning commercial motor vehicle performance. The analysis indicated that the highest deceleration likely for an empty or lightly loaded vehicle with an antilock brake system, all brakes properly adjusted, and warmed to provide optimal braking performance, is in the range of 0.8-0.85 g. However, a typical loaded vehicle would not be expected to achieve a deceleration greater than 0.6 g on a dry road. The typical lateral acceleration while driving in a curve or on a ramp at the posted advisory speed is in the range 0.05-0.17 g. Loaded vehicles with a high center of gravity roll over at a lateral acceleration above 0.35 g. Lightly loaded vehicles, or heavily loaded vehicles with a lower center of gravity, may withstand lateral acceleration forces greater than 0.5 g.
Generally, motor carriers are not required to conduct testing of cargo securement systems to determine compliance with the performance requirements. The new rules explicitly state that cargo immobilized or secured in accordance with the general securement rules, or the commodity-specific rules, are considered to meet the performance criteria.

 

[m16ty]

They don't have a quota. This tinfoil hat thinking has to end.

I know several cops from city police to federal officers. They do have a “quota”, they just don’t call it that. Depending on what they are assigned to, they are “encouraged” to make at least an average number of stops. If every month or quarter a particular officer constantly falls below the average, he or she will be reprimanded.
You can’t tell me that if they send 2 cops to work a section of roadway for speeding and one cop has 50 stops and the other has 5, they won’t deal with the cop that only has 5. They are both expected to have roughly the same number of stops, that is a quota.
Just like truck inspections at a scale house. Unless something obvious is caught by the cop’s eye or the tech they use, almost all scale houses use a computer that “randomly” selects trucks to pull to the side for inspection. While it is somewhat random, the computer is still set to pull X number of trucks in for inspection for every X number of trucks that cross the scales. Even the inspector is required to to have at least roughly the average number of violation percentages. Even a layperson can go to the fmcsa website and see the national percentages for a particular violation.

 

[m16ty]

I can't say but my sister was in college with the daughter of a State trooper and she claimed they did. I can't say on the long or short form for any of it in MI just that the guys with the vehicles marked Motor Carrier enforcement don't bother with cars much for anything. On the other hand Troopers don't seem to care they bother everything. Mi cops are like IA cops some of the most rude and demanding cops in the business. I have never been stopped by anybody as obnoxious as them. I've dealt with most states in the country between getting permits and scales to on the side of the road issues of one kind or another.

From my experience you have 3 types of cops. Every one I’ve been around, and I’ve been around 100s, all fit into one of these 3 categories.
The first type is the guy that really wants to help the community he serves. He is tough but fair and will write you a big ticket if needed, but will also often let you off with a warning is it’s a small infraction.
The next type is the type that is just in it for a paycheck and try to get by with doing as little as possible to just get through the day.
The last type are the ones that were always picked on in school and they just want a badge and a gun so they can “rule” over the public. They have a bad temper and attitude and will run you in for anything they can think of. This is by far the cop you don’t want to run into.

These days the vast majority of cops will fall into the second category, but there also seems to be quite a few that fall into the third. What seems to be getting more rare all the time is good cops that are in the first category.

One of my best friends is a county deputy. He just got done with his yearly gun range qualification. They had so many fail last year and are so desperate for officers, they changed the qualification to make it easier. Said he had the best score he’s ever made, not because he had become such a better shot since last year but because they had made the course so much easier. He also said they lowered the physical requirements quite a bit too. This is not what we want as a community, lowering of standards to make the department scores look better.

 

[m16ty]

Please tell me where in the cargo securement section of the FMCSA you found that. I have looked and looked but I can't find it.

Cargo Securement Rules​

Background ​

On September 27, 2002, the Federal Motor Carrier Safety Administration (FMCSA) published new cargo securement rules. Motor carriers operating in interstate commerce must comply with the new requirements beginning January 1, 2004. The new rules are based on the North American Cargo Securement Standard Model Regulations, reflecting the results of a multi-year research program to evaluate U.S. and Canadian cargo securement regulations; the motor carrier industry's best practices; and recommendations presented during a series of public meetings involving U.S. and Canadian industry experts, Federal, State and Provincial enforcement officials, and other interested parties. The new rules require motor carriers to change the way they use cargo securement devices to prevent articles from shifting on or within, or falling from commercial motor vehicles. The changes may require motor carriers to increase the number of tiedowns used to secure certain types of cargo. However, the rule generally does not prohibit the use of tiedowns or cargo securement devices currently in use. Therefore, motor carriers are not required to purchase new cargo securement equipment or vehicles to comply with the rule. The intent of the new requirements is to reduce the number of accidents caused by cargo shifting on or within, or falling from, commercial motor vehicles operating in interstate commerce, and to harmonize to the greatest extent practicable U.S., Canadian, and Mexican cargo securement regulations.

Applicability of the New Rules​

The new cargo securement rules apply to the same types of vehicles and cargo as the old rules, covering all cargo-carrying commercial motor vehicles (as defined in 49 CFR 390.5) operated in interstate commerce. This includes all types of articles of cargo, except commodities in bulk that lack structure or fixed shape (e.g., liquids, gases, grain, liquid concrete, sand, gravel, aggregates) and are transported in a tank, hopper, box or similar device that forms part of the structure of a commercial motor vehicle.

Performance Criteria ​

FMCSA has adopted new performance requirements concerning deceleration in the forward direction, and acceleration in the rearward and lateral directions, that cargo securement systems must withstand. Deceleration is the rate at which the speed of the vehicle decreases when the brakes are applied, and acceleration is the rate at which the speed of the vehicle increases in the lateral direction or sideways (while the vehicle is turning), or in the rearward direction (when the vehicle is being driven in reverse and makes contact with a loading dock). Acceleration and deceleration values are commonly reported as a proportion of the acceleration due to gravity (g). This acceleration is about 9.8 meters/second/second (32.2 feet/second/second), which means that the velocity of an object dropped from a high elevation increases by approximately 9.8 meters/second (32.2 feet/second) each second it falls. FMCSA requires that cargo securement systems be capable of withstanding the forces associated with following three deceleration/accelerations, applied separately:

1. 0.8 g deceleration in the forward direction;
2. 0.5 g acceleration in the rearward direction; and
3. 0.5 g acceleration in a lateral direction.

These values were chosen based on researchers' analysis of studies concerning commercial motor vehicle performance. The analysis indicated that the highest deceleration likely for an empty or lightly loaded vehicle with an antilock brake system, all brakes properly adjusted, and warmed to provide optimal braking performance, is in the range of 0.8-0.85 g. However, a typical loaded vehicle would not be expected to achieve a deceleration greater than 0.6 g on a dry road. The typical lateral acceleration while driving in a curve or on a ramp at the posted advisory speed is in the range 0.05-0.17 g. Loaded vehicles with a high center of gravity roll over at a lateral acceleration above 0.35 g. Lightly loaded vehicles, or heavily loaded vehicles with a lower center of gravity, may withstand lateral acceleration forces greater than 0.5 g.
Generally, motor carriers are not required to conduct testing of cargo securement systems to determine compliance with the performance requirements. The new rules explicitly state that cargo immobilized or secured in accordance with the general securement rules, or the commodity-specific rules, are considered to meet the performance criteria.

Requirements for Securement Devices​

The new rules require that all devices and systems used to secure cargo to or within a vehicle must be capable of meeting the performance criteria. All vehicle structures, systems, parts and components used to secure cargo must be in proper working order when used to perform that function with no damaged or weakened components that could adversely affect their performance. The cargo securement rules incorporate by reference manufacturing standards for certain types of tiedowns including steel strapping, chain, synthetic webbing, wire rope, and cordage. FMCSA has updated the rules to reference the November 15, 1999, version of the National Association of Chain Manufacturers (NACM) Welded Steel Chain Specifications. The agency notes that some of the working load limit values in the 1999 version differ slightly from the previous edition of this publication. Also, the 1999 version includes working load limits for a new grade of alloy chain, grade 100. The agency also changed its reference for synthetic webbing from the 1991 edition to the 1998 edition of the Web Sling and Tiedown Association's publication. Generally, the working load limits are the same as those in the 1991 publication. Changes in the references do not necessarily mean the older securement devices need to be replaced. Motor carriers are not required to replace tiedown devices purchased prior to January 1, 2004. If the tiedowns satisfied the old rules, the devices should also satisfy the new rules.
Proper Use of Tiedowns
The new regulations require each tiedown to be attached and secured in a manner that prevents it from becoming loose, unfastening, opening or releasing while the vehicle is in transit. All tiedowns and other components of a cargo securement system used to secure loads on a trailer equipped with rub rails must be located inboard of the rub rails whenever practicable. Also, edge protection must be used whenever a tiedown would be subject to abrasion or cutting at the point where it touches an article of cargo. The edge protection must resist abrasion, cutting and crushing.
Use of Unmarked Tiedowns
The new rules do not prohibit the use of unmarked tiedown devices. Although many of the participants in the public meetings and numerous commenters to the rulemaking proposal argued the rules should include such a prohibition, FMCSA believes it is inappropriate to prohibit unmarked tiedowns at this time. However, in view of the potential safety hazards of motor carriers misidentifying unmarked tiedowns, there is a provision that unmarked welded steel chain be considered to have a working load limit equal to that of grade 30 proof coil, and other types of unmarked tiedowns be considered to have a working load limit equal to the lowest rating for that type in the table of working load limits.
Unrated and Unmarked Anchor Points
FMCSAs cargo securement rules do not require rating and marking of anchor points. While the agency encourages manufacturers to rate and mark anchor points, the new rules do not include a requirement for ratings and markings.
Front End Structures on CMVs
FMCSA revised its rules concerning front-end structures or headerboards by changing the applicability of the requirements to cover CMVs transporting cargo that is in contact with the front-end structure of the vehicle. By contrast, the old rules required certain vehicles to be equipped with front-end structures regardless of whether the devices were used as part of a cargo securement system.

Summary of the new cargo rules ​

The new cargo securement rules include general securement rules applicable to all types of articles of cargo, with certain exceptions, and commodity-specific rules covering commodities that are considered the most difficult to determine the most appropriate means of securement. Requirements concerning securement, working load limits, blocking and bracing are applicable to all commodities being transported. The commodity-specific requirements take precedence over the general rules when additional requirements are given for a commodity listed in those sections. This means all cargo securement systems must meet the general requirements, except to the extent a commodity-specific rule imposes additional requirements that prescribe in more detail the securement method to be used.
General Rule
Cargo must be firmly immobilized or secured on or within a vehicle by structures of adequate strength, dunnage (loose materials used to support and protect cargo) or dunnage bags (inflatable bags intended to fill space between articles of cargo or between cargo and the wall of the vehicle), shoring bars, tiedowns or a combination of these.



Last updated: Monday, March 3, 2014

He must be talking about direct securement vs indirect securement.
They do only allow you half the chain or strap rating for direct securement.

 

[DoubleO7]

This is not what we want as a community, lowering of standards to make the department scores look better.

Same goes for public schools!