The Shifting Risk

Cargo Securement violations, averaging 8,757 per month, are failures that occur when the load is not properly contained or restrained. This includes inadequate numbers of Tiedowns, use of defective Securement Devices, and general Improper Load Securement. Also included are failures related to Coupling Devices. Specialized rules for Load Securement – HM (Hazardous Materials) are also covered. Improperly secured cargo is a massive road hazard. It can shift and cause the vehicle to overturn. It can also fall onto the roadway, causing multi-vehicle accidents. The proper securement of cargo is a direct regulatory requirement and a fundamental safety duty.

Consequences and the OOS Order

Load securement violations frequently result in an Out-of-Service (OOS) order. This is because the hazard is immediate and severe. Fines for Improper Load Securement can range from $1,000 to over $4,000. The higher end is likely if the violation involves hazardous materials. The immediate financial hit includes the OOS time and the cost of roadside labor to re-secure the load. These violations score high in the CSA Cargo-Related BASIC. This damages the carrier’s profile. When cargo is spilled due to poor securement, the carrier is often held liable for cleanup costs, property damage, and civil negligence claims.

Pre-Trip and Load-Specific Checks

Mandate specific Load Securement Training for all drivers. This is especially important for those hauling specialized freight. The driver’s pre-trip check must include a visual inspection of the entire load. They must verify that all tiedowns are tight and that there is no slack. Drivers must also check the condition of all chains, straps, and securement devices. They must look for wear, cuts, or defects. For combination vehicles, the Coupling Devices must be inspected for proper lock engagement and securement. Safety managers should provide drivers with load-specific diagrams. These detail the minimum number and working load limit of tiedowns required for common cargo types.

Roadside OOS Emergency Response

If a load is cited as OOS, the key is immediate correction of the securement.

1. Initial Attempt: The driver should politely request permission from the inspector to use the truck’s equipment (straps/chains/dunnage) to Repair in Place (Option A). Most officers allow this if the correction is simple and immediate.
2. Complex Securement: If the load is too large, too heavy, or has shifted drastically, the manager must immediately execute the OOS Emergency Response Protocol, dispatching a Team and Equipment to the site. This could be a second truck with blocking, bracing, and extra tiedowns.
3. Towing is Last Resort: Since the vehicle itself is often fine, avoid Towing (Option B). The goal is to correct the load, not the truck. If a Coupling Device is the OOS violation, it is a vehicle repair, which may require a tow.

Fixing the System

To prevent these issues, invest in high-quality cargo securement equipment. This equipment should exceed minimum working load limits. Implement a strict Securement Device inspection and replacement program. All chains, straps, and binders showing wear must be tagged and removed from service. For specialized loads, invest in blocking, bracing, and headboards. The ultimate solution is to establish a clear company policy. This policy requires all loads to meet the most conservative interpretation of the North American Cargo Securement Standard. Regular safety meetings should include case studies of accidents caused by shifting cargo.

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Securement Device Inspection and Replacement Program

Title: Cargo Control: A Fleet Program for Tiedown Integrity Meta Description: Establish a formal program for inspecting and replacing cargo tiedowns (straps, chains, binders) to ensure WLL compliance and prevent OOS violations.

Program Foundation: Working Load Limit (WLL)

The entire securement program hinges on the Working Load Limit (WLL). The WLL is the maximum load that a securement component can handle during normal service. The aggregate WLL of all tiedowns securing a piece of cargo must be at least 50% of the weight of the cargo. A securement system is only as strong as its weakest component.

• Tiedown Identification: All chains, straps, and hardware must be clearly and legibly marked with their WLL or manufacturer’s symbol. If markings are illegible, the device must be down-rated to a lower, guaranteed WLL (e.g., unmarked Grade 70 chain is often downgraded to Grade 30 by inspectors), which can immediately result in an OOS violation if your load calculation is now insufficient.

Phase 1: Driver Inspection Protocol (Daily and En Route)

The driver is your first line of defense. Their inspection must focus not just on securement tension, but on device integrity.

Phase 2: Maintenance Inspection and Removal Criteria (PM Schedule)

The maintenance department must conduct thorough, documented inspections of all securement devices during every Preventative Maintenance (PM) check, typically every 90 days or based on mileage. Items meeting these criteria must be tagged, documented, and immediately removed from service.

A. Synthetic Webbing (Straps)

• Removal Criteria: Any strap containing a knot (knotted straps are prohibited and are an OOS violation). Any strap with cuts, snags, or tears greater than the damage limits set by the strap width (e.g., a 4-inch strap may be compromised by a 1-inch cut). Any strap with burned or melted fibers from heat or friction. Any strap where the WLL rating tag or label is missing or illegible.
• Maintenance Action: Use edge protection (corner protectors) for all loads to prevent abrasion and cutting. Never use damaged straps—they cannot be repaired or spliced.

B. Cargo Chains (Chains and Binders)

• Removal Criteria: Any chain link that is bent, twisted, elongated, or stretched. Any links showing excessive nicks, gouges, or cracks. Any chain link showing evidence of welding or unauthorized repair. Any chain where the grade markings (e.g., 7, 70, or 700 for Grade 70 chain) are missing or illegible.
• Maintenance Action: Check for excessive wear at contact points. Ensure that all binders and hooks used with the chain have a WLL equal to or greater than the chain itself.

C. Vehicle Anchor Points

• Removal Criteria: Any D-ring, rub rail, or tie-down pocket that is cracked, broken, or shows signs of permanent deformation. Any anchor point showing evidence of unauthorized welding or weakened components.
• Maintenance Action: Inspect the integrity of stake pockets, bulkheads, and rub rails during every full vehicle PM.

Phase 3: Replacement, Training, and Documentation

1. Replacement Policy: All replacement securement equipment must be purchased with clear, permanent WLL markings. The replacement item’s WLL must match or exceed the original equipment specification. Down-rated, unmarked chains should be phased out entirely.
2. Training: Conduct mandatory annual training focused specifically on cargo types. Drivers must be trained to calculate the minimum number of tiedowns required based on cargo weight and length (e.g., one tiedown per 10 feet of length).
3. Documentation: Maintain a Securement Device Master Log. This log tracks the purchase date, WLL, removal date, and reason for removal for all chains and straps. This documentation is your proof of compliance during an FMCSA audit.

See: 49 CFR Part 393 Subpart I – Protection Against Shifting and Falling Cargo

 

Also read: Lighting Defects: Your Fleet’s Biggest Roadside Risk