Ratchet straps

[Deano4863]

Hi Guys,
I got a warning today from the DOT because my 2" ratchet straps where outside the rubrail. They are outside the rub rail because the hook on either end will not pass through the rail, it's too big. Officer was kind enough to show me how to dissassemble the straps and pass them though the rail to get me legal.(duh on my part, never occurred to me). This is kind of tediuos as I now have to get under the trailer with the ratchet end to get a place to hook to. Rather than replace straps with newer flat hooks can I heat and bend the existing hooks a little flatter? Will doing that affect their strenght?

 

[kevinj54]

The cargo securement manual says that it is "suggested" but not required in the USA. It IS required in Canada.

I do not know haw to attach a scan.

 

[PopinJohn]

I suspect that the hooks are heat treated to a certain tensile strength. Heating and bending might work but if there was an accident and a failed hook was discovered the lawyers would have you. Just go buy what is required.

 

[rustyfarmall]

I made the mistake of buying straps with those J hooks one time. You're right, the hook will not fit down through the hole on the trailer. I went out and bought new straps with the flat hooks, and then took the J hook straps to a local consignment auction. Almost got all my money back.

 

[john in la]

Any type of heat would render your tie downs useless.

If you are looking for a fix that does not involve replacing your straps try this.

Get 6" or so of GOOD chain. Put a hook on one end.

Run the piece of chain inside the rub rail and hook the hook to the trailer. This will allow the loose end of the chain to be just above the rub rail and you can hook your J hook from the strap in the last link of the chain.

 

[scot in pa]

Not to mention what the heat would do to the strap itself.

 

[Mike M]

I had a guy show up to get a garden tractor and he had those straps. They didn't want to hook right so I took them into the shop and put them in the press and squeezed them tighter. Worked out fine. I think a cold bending will not harm them.

How would you disassemble the end at the ratchet ? I thought they had a short piece of webbing and it was all sewed ?

 

[Shetland Sheepdog]

(quoted from post at 15:48:33 01/09/10) I had a guy show up to get a garden tractor and he had those straps. They didn't want to hook right so I took them into the shop and put them in the press and squeezed them tighter. Worked out fine. I think a cold bending will not harm them.

How would you disassemble the end at the ratchet ? I thought they had a short piece of webbing and it was all sewed ?

I guess that you would have to take the bolt out that attaches the webbing to the ratchet mechanism! a royal PITA!
I found the same thing with the first 2 straps I bought, with double rod hooks, so I "upgraded" to flat hook straps. I also purchased 2 - 14' flat hook outer ends as there are a lot of times when the 27 footers are way too long.

 

[gary in canada]

kevin i think you are wrong on the rules for inside or outside the rubrails, i copied and pasted this from the fmcsa cargo securment 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.

 

[kevinj54]

THIS IS COPIED from the rules.

Care to reference the section you got your info from?????

< 393.102 393.106 >


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Protection against shifting and falling cargo

§393.104 What standards must cargo securement devices and systems meet in order to satisfy the requirements of this subpart? (a) General. All devices and systems used to secure cargo to or within a vehicle must be capable of meeting the requirements of §393.102.

(b) Prohibition on the use of damaged securement devices. All tiedowns, cargo securement 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, such as, but not limited to, cracks or cuts that will adversely affect their performance for cargo securement purposes, including reducing the working load limit.

(c) Vehicle structures and anchor points. Vehicle structures, floors, walls, decks, tiedown anchor points, headerboards, bulkheads, stakes, posts, and associated mounting pockets used to contain or secure articles of cargo must be strong enough to meet the performance criteria of Sec. 393.102, with no damaged or weakened components, such as, but not limited to, cracks or cuts that will adversely affect their performance for cargo securement purposes, including reducing the working load limit.

(d) Material for dunnage, chocks, cradles, shoring bars, blocking and bracing. Material used as dunnage or dunnage bags, chocks, cradles, shoring bars, or used for blocking and bracing, must not have damage or defects which would compromise the effectiveness of the securement system.

(e) Manufacturing standards for tiedown assemblies. Tie-down assemblies (including chains, wire rope, steel strapping, synthetic webbing, and cordage) and other attachment or fastening devices used to secure articles of cargo to, or in, commercial motor vehicles must conform to the following applicable standards:

An assembly component of... Must conform to...
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.
(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, dated September 28, 2005. 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, three-Strand and eight-Strand Constructions, January 1993; 4
(ii) PPRS-2, Polypropylene Fiber Rope, three-Strand and eight-Strand Constructions, August 1992; 4
(iii) CRS-1, Polyester/Polypropylene Composite Rope Specifications, three-Strand and eight-Strand Standard Construction, May 1979; 4
(iv) NRS-1, Nylon Rope Specifications, three-Strand and eight-Strand Standard Construction, May 1979; 4 and
(v) C-1, Double Braided Nylon Rope Specifications DBN, January 1984. 4


(f) Use of tiedowns. (1) Tiedowns and securing devices must not contain knots.

(f)(2) If a tiedown is repaired, it must be repaired in accordance with the applicable standards in paragraph (e) of this section, or the manufacturer’s instructions.

(f)(3) Each tiedown must be attached and secured in a manner that prevents it from becoming loose, unfastening, opening or releasing while the vehicle is in transit.

(f)(4) 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.

[67 FR 61226-61227, Sep. 27, 2002; 71 FR 35833, June 22, 2006]

 

[kevinj54]

AND in the cargo securment handbook for drivers it says " SHOULD be inside the rub rail whenever possible, though this is not required on the U.S. "

Page 15, tie down use, 6th printing, 2007

SHOULD is voluntary and MUST is mandatory

 

[Anonymous-0]

Even your post says whenever practicable. That doesn't sound like something that is mandatory to me. If the hook wont fit, it wouldn't be practicle to go inside. Dave

 

[ScottyHOMeY]

Whenever practicable is an out, but I opined where this question caem up in another forum that the straps outside the rails might open you up t being overwidth, if your rub rails make a full 102" by them selves.

Happy to sy this is not the case, if one is to believe the FMCSA regs at the link, as long as they don't extend more than 3" our from either side. Scroll down to 3(j)
Part 658, App. D

 

[caterpillar guy]

They had a silly rule about the strap/chain had to be on the inside of the rub rail. They also repealed it, as there was found to be very little issue with damage to them in accidents about 3-4 years ago.

 

[Leland2]

just weld some heavy D rings on the side that your strap hook will work in

 

[Anonymous-0]

i have switched over to chain links on each end of the straps and they work great. somne of mine for the tractors have bent wire on the strap end and chain link on the ratchet end.