Disclaimers
Learn how to:
◆ Apply the securement requirements in the North American Cargo Securement Standard.
◆ Safely load and secure specific types of commodities.
◆ Inspect a secured load for compliance with the North American Cargo Securement Standard.
If you follow the requirements in the North American Cargo Securement Standard, you will be in compliance with provincial (Canada) and Federal (US) regulations.
Local regulations may be more or less stringent.
How to Use the Handbook
1. For general cargo securement requirements, review:
◆ Section 1: Fundamentals of Cargo Securement
◆ Section 2: Cargo Securement Requirements
2. To correctly secure specific commodities, also review that section:
◆ Section 3: N/A
◆ Section 4: N/A
◆ Section 5: Metal Coils
◆ Section 6: Paper Rolls
◆ Section 7: N/A
◆ Section 8: N/A
◆ Section 9: N/A
◆ Section 10: N/A
◆ Section 11: N/A
◆ Section 12: N/A
◆ Section 13: Large Boulders
Guiding Principle of Cargo Securement
What?
Cargo being transported on the highway must remain secured on or within the transporting vehicle.
When?
The cargo must remain secured on or in the transporting vehicle:
◆ Under all conditions that could reasonably be expected to occur in normal driving.
◆ When a driver is responding in all emergency situations, EXCEPT when there is a crash.
Why?
An improperly secured load can result in:
◆ Loss of life
◆ Loss of load
◆ Damage to the cargo
◆ Damage to the vehicle
◆ A crash
◆ Issuance of citations/fines to driver/carrier
◆ The vehicle being placed Out-of-Service.
North American Cargo Securement Standard What does the Standard cover? (Section 1.1) Vehicles
◆ Commercial vehicles (including a combination of vehicles) that are operated on a highway and have a gross vehicle rating over 4,500 kg (10,000 lb.)
Gross Vehicle Rating = Greater Than 4,500 kg (10, 000 lb.)
Cargo
◆ Any cargo and dangerous goods/hazardous materials, including:
– All general freight.
– All equipment carried for vehicle operation.
– Intermodal containers and their contents.
◆ Some specific commodities have additional or different securement requirements (see later sections of this Handbook).
◆ Additional requirements under separate regulations may also apply for transportation of certain types of dangerous goods or hazardous materials.
North American Cargo Securement Standard
What does the Standard require of the driver and carrier? (Section 2.3)
The following conditions must exist before a driver can operate a commercial motor vehicle and a carrier can require or permit a driver to operate a commercial motor vehicle.
The commercial motor vehicle’s cargo must be properly distributed and adequately secured.
The commercial motor vehicle’s structure and equipment must be secured:
– Tailgate
– Doors
– Tarpaulins
– Spare tire
– Other equipment used in the vehicle’s operation
– Cargo securing equipment.
The cargo or any other object must not:
– Obscure the driver’s view ahead or to the right or left sides (except for drivers of self-steer dollies).
– Interfere with the free movement of the driver’s arms or legs.
– Prevent the driver’s free and ready access to accessories required for emergencies. OR
– Prevent the free and ready exit of any person from the commercial motor vehicle’s cab or driver’s compartment.
North American Cargo Securement Standard
What does the Standard require of the cargo? (Section 1.2)
Securement Options
All cargo must be contained, immobilized, or secured. How Well Must Cargo be Secured?
So that it does not:
◆ Leak
◆ Spill
◆ Blow off the vehicle
◆ Fall from the vehicle
◆ Fall through the vehicle
◆ Otherwise become dislodged from the vehicle
◆ Shift upon or within the vehicle to such an extent that the vehicle’s stability or maneuverability is adversely affected.
No rolling, tipping, sliding, or falling from vehicle.
North American Cargo Securement Standard
How well must the securement system work? (Section 1.3)
Each cargo securement system must be able to withstand a minimum amount of force in each direction.
◆ Forward Force = 80% of cargo weight when braking while driving straight ahead.
◆ Rearward Force = 50% of cargo weight when accelerating, shifting gears while climbing a hill, or braking in reverse.
◆ Sideways Force = 50% of cargo weight when turning, changing lanes, or braking while turning.
◆ Upward Force = 20% of cargo weight when traveling over bumps in the road or cresting a hill.
– This requirement is satisfied when the cargo is “Fully Contained.”
2. General Cargo Securement Requirements
The Securement System …………………………………………………………………………………………… p. 9
Components of a Securement System
Vehicle structure …………………………………………………………………………………………… p. 10
Securing devices ……………………………………………………………………………………………. p. 11
Containing, Immobilizing, and Securing Cargo ………………………………………………………… p. 15
Three ways to transport cargo ……………………………………………………………………….. p. 16
Loading the cargo properly …………………………………………………………………………… p. 19
Restraining the cargo correctly ………………………………………………………………………. p. 21
Using adequate securing devices ……………………………………………………………………. p. 27
Aggregate Working Load Limit ……………………………………………………………………… p. 29
Inspection Requirements ……………………………………………………………………………………….. p. 31
The Securement System
What is a securement system?
A securement system is a securement method that uses one or a combination of the following elements:
1. Vehicle Structure.
2. Securing Devices.
3. Blocking and Bracing Equipment.
What securement system should you choose? (Section 2.1.2)
The securement system chosen must be appropriate for the cargo’s size, shape, strength, and characteristics.
Are there any requirements for the cargo? (Section 2.1.2)
The articles of cargo must have sufficient structural integrity to withstand the forces of loading, securement, and transportation.
This includes packaged articles, unitized articles, and articles stacked one on the other.
Components of a Securement System
Vehicle structure (Section 2.1.1)
What is included?
◆ Floors
◆ Walls
◆ Decks
◆ Tiedown anchor points
◆ Headboards
◆ Bulkheads
◆ Stakes
◆ Posts
◆ Anchor points.
How strong must the vehicle structure and anchor points be?
All elements of the vehicle structure and anchor points must be strong enough to withstand the forces described on page 7.
◆ Forward force: 0.8 g (80%)
◆ Rearward force: 0.5.g (50%)
◆ Sideways force: 0.5 g (50%)
◆ Upward force: 0.2 g (20%)
All elements of the vehicle structure and anchor points must be in good working order:
◆ No obvious damage.
No distress.
♦
Components of a Securement System
Securing devices (Section 2.1.3)
What is a securing device?
Any device specifically manufactured to attach or secure cargo to a vehicle or trailer.
What is a tiedown?
A combination of securing devices that forms an assembly that:
◆ Attaches cargo to, or restrains cargo on a vehicle.
◆ Is attached to anchor point(s).
Some tiedowns are attached to the cargo and provide
◆ Synthetic Webbing
◆ Chain
◆ Wire rope
◆ Manila rope
◆ Synthetic rope
◆ Steel strapping
◆ Clamps and latches
◆ Blocking
◆ Front-end structure
◆ Grab hooks
◆ Binders
◆ Shackles
◆ Winches
◆ Stake pockets
◆ D-rings
◆ Pocket
◆ Webbing ratchet
◆ Bracing
◆ Friction mat
direct resistance to restrain the cargo from movement.
Components of a Securement System
Securing devices (Section 2.1.3) (continued)
Some tiedowns pass over or through the cargo. They create a downward force that increases the effect of friction between the cargo and the deck. This friction restrains the cargo.
Tiedown passes over cargo
Components of a Securement System Securing devices (Section 2.1.3) (continued) Tiedown construction and maintenance
A tiedown must be designed, constructed, and maintained so that the driver can tighten it (Exception: steel strapping).
All components of a tiedown must be in proper working order.
◆ No knots or obvious damage
◆ No distress
◆ No weakened parts
◆ No weakened sections
Tiedown use
Each tiedown must be attached and secured so that it does not become loose or unfastened, open, or release during transit.
All tiedowns and other components of a cargo securement system must be located within the rubrails (when present).
Tiedown within rubrail
Components of a Securement System Securing devices (Section 2.1.3) (continued) Edge protection
Edge protection must be used if a tiedown could be cut or torn when touching an article of cargo. The edge protection itself must also resist crushing, cutting, and abrasion.
Use of edge protection Edge protector
Blocking and bracing (Section 2.1.4)
Material used
The material used for blocking or bracing and as chocks and cradles must be strong enough to withstand being split or crushed by the cargo or tiedowns.
This requirement also applies to any material used for dunnage.
If wood is used:
◆ Hardwood is recommended.
◆ It should be properly seasoned.
◆ It should be free from rot or decay, knots, knotholes, and splits.
The grain should run lengthwise when using wood for blocking or bracing.
Containing, Immobilizing, and Securing Cargo
To correctly contain, immobilize, or secure cargo, you need to know about:
♦ Three ways to transport cargo …………………….. p. 16
♦ Loading the cargo properly ………………………… p. 19
◆ Restraining the cargo correctly ……………………. p. 21
◆ Using adequate securing devices …………………. p. 27
♦ Aggregate Working Load Limit …………………… p. 29
Containing, Immobilizing, and Securing Cargo
Three ways to transport cargo (Section 2.2.1)
All types of cargo must meet one of three conditions:
◆ Condition 1: Cargo is fully contained by structures of adequate strength.
– Cargo cannot shift or tip
– Cargo is restrained against horizontal movement by vehicle structure or by other cargo. Horizontal movement includes forward, rearward, and side to side.
Fully contained
Containing, Immobilizing, and Securing Cargo
Three ways to transport cargo (Section 2.2.1) (continued)
All types of cargo must meet one of three conditions:
◆ Condition 2: Cargo is immobilized by structures of adequate strength or a combination of structure, blocking, and bracing to prevent shifting or tipping.
Immobilized
Immobilized
Containing, Immobilizing, and Securing Cargo
Three ways to transport cargo (Section 2.2.1) (continued)
All types of cargo must meet one of three conditions:
◆ Condition 3: To prevent shifting or tipping, cargo
is immobilized or secured on or within a vehicle by tiedowns along with:
– Blocking.
– Bracing.
– Friction mats.
– Other cargo.
– Void fillers.
– Combination of these.
Secured on a vehicle
Containing, Immobilizing, and Securing Cargo
Loading the cargo properly (Section 2.2.2)
For articles of cargo placed beside each other and secured by side-to-side tiedowns:
◆ Either place them in direct contact with each other
◆ Or prevent them from shifting towards each other in transit by using blocking or filling the space with other cargo.
Containing, Immobilizing, and Securing Cargo
Loading the cargo properly (Section 2.2.2) (continued)
Some articles have a tendency to roll. To prevent rolling, provide more than one point of contact:
◆ Lift the cargo off the deck AND/OR
◆ Place chockes, wedges, a cradle, or other equivalent means that prevent rolling. These must be secured to the deck.
The method used to prevent rolling must not become unfastened or loose while the vehicle is in transit.
For articles that have a tendency to tip:
◆ Prevent tipping or shifting by bracing the cargo.
Containing, Immobilizing, and Securing Cargo Restraining the cargo correctly (Section 2.2.3.1) 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 the following requirements:
Article Description Minimum # of Tiedowns
More than 1.52 m (5 ft) but
3.02 m (10 ft) or less 2
Containing, Immobilizing, and Securing Cargo
Restraining the cargo correctly (Section 2.2.3.1) (continued)
When cargo is prevented from forward movement (for example, by the headboard, bulkhead, other cargo, or tiedown), secure the cargo according to the following requirements:
Containing, Immobilizing, and Securing Cargo
Restraining the cargo correctly (Section 2.2.3.1) (continued)
How should tiedowns be attached? Tiedowns can be used in two ways:
◆ Attached to the cargo
– Tiedowns attached to the vehicle and attached to the cargo.
– Tiedowns attached to the vehicle, pass through or aroundan article of cargo, and then are attached to the vehicle again.
◆ Pass over the cargo
– Tiedowns attached to the vehicle, passed over the cargo, and then attached to the vehicle again.
Tiedown placement
◆ Place the tiedown as close as possible to the spacer.
◆ Position the tiedowns as symetrically as possible over the length of the article.
◆ Position the tiedowns to preserve the integrity of the article.
Containing, Immobilizing, and Securing Cargo
Restraining the cargo correctly (Section 2.2.3.1) (continued)
Tiedowns attached to the cargo
Tiedowns attached to the cargo work by counteracting the forces acting on the cargo.
The angle where the tiedown attaches to the vehicle should be shallow, not deep (ideally less than 45°).
To counteract forward movement, attach the tiedown so it pulls the cargo toward the rear of the vehicle.
To counteract rearward movement, attach the tiedown so it pulls the cargo toward the front of the vehicle.
Containing, Immobilizing, and Securing Cargo
Restraining the cargo correctly (Section 2.2.3.1) (continued)
To counteract movement to one side, attach the tiedown so it pulls the cargo toward the opposite side of the vehicle.
To counteract upward movement, attach tiedowns to opposing sides of the cargo so they pull the cargo down.
Containing, Immobilizing, and Securing Cargo
Restraining the cargo correctly (Section 2.2.3.1) (continued)
Tiedowns that pass over the cargo
Tiedowns that pass over the cargo work by increasing the effective weight of the cargo (make the cargo seem heavier). This increases the pressure of the cargo on the deck and keeps the cargo from shifting.
Tension these tiedowns to as high an initial tension as possible.
The steeper the tiedown angle, the less shifting (ideally more than 45°).
What should you use in low-friction situations? When there is low friction between the cargo and the
deck (for example, with snow, ice, sand, gravel, and oil):
◆ Use tiedowns attached to the cargo.
◆ Use a means to improve the friction such as friction mats or tiedown that pass over the cargo.
◆ Use blocking and tiedowns.
Containing, Immobilizing, and Securing Cargo
Using adequate securing devices
What is a Working Load Limit (WLL)?
The Working Load Limit is the maximum load that may be applied to a component of a cargo securement system during normal service.
The WLL is usually assigned by the component manufacturer.
WLL for tiedowns (Section 2.1.6)
The WLL for a tiedown is the lowest WLL of any of its parts or the WLL of the anchor points it is attached to, whichever is less. Every device contributes to the WLL of the securement system.
For a synthetic webbing tiedown, the WLL is the working load limit of the tiedown assembly or the anchor point it is attached to, whichever is less.
Indicator of Working Load Limit
WLL for blocking systems (Section 2.1.5)
The WLL of all components used to block cargo from forward movement must be 50% (or more) of the weight of the article being blocked.
Containing, Immobilizing, and Securing Cargo
Using adequate securing devices (continued)
Working Load Limits: marked components (Section 2.1.6)
Some manufacturers mark their manufactured securing devices with a numeric WLL value. The WLL for these devices is equal to the numeric value assigned by the manufacturer.
Other manufacturers mark components using a code
or symbol that is defined in a recognized standard. For example:
A piece of grade 7 chain may be marked with a 70 or 700, in accordance with the standard of the National Association of Chain Manufacturers. The standard then gives the WLL for that piece of chain, depending on its size.
Working Load limits: unmarked components (Section 2.1.7)
Any securing device that is not marked by the manufacturer is considered to have a WLL as specified in Appendix A: Default WLLs for Unmarked Tiedowns.
Carriers are recommended to purchase and use components that are rated and marked by their manufacturer. In that way, the carrier, driver, shipper and inspector can all verify that the proper equipment is being used for the job.
Containing, Immobilizing, and Securing Cargo
Aggregate Working Load Limit (Section 2.2.3)
What is the Aggregate Working Load Limit?
The sum of the working load limits of each device used to secure an article on a vehicle is called the aggregate working load limit.
How do you calculate Aggregate Working Load Limit for tiedowns?
To calculate Aggregate Working Load limit, add together:
◆ 50% of the WLL of each end section of a tiedown that is attached to an anchor point.
◆ 50% of the WLL of each end section that is attached to the cargo.
Example:
50% of A
+ 50% of B
+ 50% of C
+ 50% of D
+ 50% of E
+ 50% of F
+ 50% of G
+ 50% of H
= Aggregate Working Load Limit
Example:
50% of A
+ 50% of B
+ 50% of C
+ 50% of D
= Aggregate Working Load Limit
Containing, Immobilizing, and Securing Cargo
Packing requirements
◆ Requirement: Logs must be solidly packed.
◆ Requirement: Outer bottom logs must be in contact with and rest solidly against bunks, bolsters, stakes, or standards.
◆ Requirement: Each outside log on the side of a stack of logs must touch at least two bunks, bolsters, stakes, or standards. If one end of the log doesn’t touch a stake:
– It must rest on other logs in a stable manner.
– It must extend beyond the stake, bunk, bolster, or standard.
◆ Requirement: The center of the highest log on each side or end must be below the top of each stake, bunk, or standard.
Acceptable Packaging
◆ Requirement: There are two options for the upper logs that form the top of the load:
– Either they must be crowned
– Or each log that is not held in place by contact with other logs or stakes, bunks, or standards must be held in place by a tiedown.
Use of the Securement System (Section 3.1.3) (continued)
Securement requirements
◆ Tighten tiedowns at initial loading.
– Do not tension beyond the tiedown’s working load limit.
◆ Check the load and tiedowns at entry onto a public road, in addition to the intervals specified on page x. Adjust load and tiedowns as needed.
◆ Use additional tiedowns or securing devices when there is low friction between logs and they are likely to slip on each other (for example, logs are wet or coated
with sawdust).
Vehicle Types
Rail Vehicle
Frame Vehicle
Flatbed Vehicle
Special Circumstances: Securing Shortwood Logs Loaded Crosswise on Frame, Rail, and Flatbed Vehicles (Section 3.1.4)
Logs loaded crosswise on these vehicles must meet these requirements in addition to the other logs requirements on pages 38-39.
Lower tier requirements
◆ The end of a log in the lower tier must never extend more than 1/3 of the log’s total length beyond the nearest supporting structure. This prevents tipping when the vehicle turns.
Tiedowns requirements
◆ Use two tiedowns to secure one stack of shortwood loaded crosswise.
– Attach the tiedowns to the vehicle frame at the front and rear of the load.
◆ Position tiedowns approximately 1/3 and 2/3 of the length of the logs.
Acceptable securement of one stack loaded crosswise
Special Circumstances: Securing Shortwood Logs Loaded Crosswise on Frame, Rail, and Flatbed Vehicles (Section 3.1.4) (continued)
Requirements for dividing vehicles over 10 m (33 ft)
◆ Vehicles over 10 m (33 ft) must be equipped with center stakes, or comparable devices, to divide it into sections of equal length.
◆ Each tiedown must:
– Secure the highest log on each side of the center stake.
– Be fastened below these logs.
◆ Three securement options: Option #1:
Tiedowns may be fixed at each end and tensioned from the middle.
Option #2:
Tiedowns may be fixed in the middle and tensioned from each end.
Option #3:
Tiedowns may pass through a pulley or equivalent device in the middle and tensioned from one end.
Special Circumstances: Securing Shortwood Logs Loaded Crosswise on Frame, Rail, and Flatbed Vehicles (Section 3.1.4) (continued)
Stakes/structure and tiedowns requirements
Anchor any structure or stake that is being forced upward when the tiedowns are being tensioned.
Requirements for securing longwood loaded lengthwise
◆ Longwood must be cradled in two or more bunks or contained by stakes.
◆ Each outside log should bear against at least two stakes, one near each end of the log.
◆ Each end of the log should extend at least 0.15 m (6 in) beyond the stakes.
◆ If shorter logs are carried on top of the stack, secure each log with at least two tiedowns.
Requirements for logs on pole trailers
◆ Secure the load in one of these ways:
– Either at least one tiedown at each bunk.
– Or at least two tiedowns used as wrappers that encircle the entire load.
Large logs – shift prevention requirement
◆ Use chock blocks to prevent the shifting of large diameter single and double log loads.
Large logs – additional tiedowns requirement
◆ Secure large diameter logs that are above the bunks to the underlying load with at least two additional wrappers.
What Does This Section Cover? (Section 3.2.1)
The requirements for dressed lumber and similar building materials section apply to certain products when they are transported as bundles on flatbed and open vehicles.
These products are:
◆ Dressed lumber.
◆ Engineered building products (e.g. plywood, drywall, other materials of similar shape).
Positioning and Securing Bundles (Section 3.2.2)
Requirements for bundles placed side by side on a platform vehicle
Choose one of two options for positioning bundles:
Option #1:
Place bundles in direct contact with each other.
Option #2:
Provide a means (such as dunnage or blocking) to prevent the bundles from shifting towards each other.
Requirements for bundles in one tier
◆ Secure bundles in accordance with general cargo securement requirements (Section 2).
◆ Web tiedowns are often used to secure building materials.
Positioning and Securing Bundles (Section 3.2.2) (continued)
Requirements for securing bundles in two or more tiers
There are four options for securing bundles of dressed lumber that are transported in two or more tiers. Choose one of the four.
Option #1:
To block side-to-side movement, block the bundles with stakes on the sides of the vehicle. Secure the bundles by tiedowns laid out over the top tier, as outlined in Section 2.
Requirements for bundles in two or more tiers (continued)
Option #2:
To block side-to-side movement, use blocking or high friction devices between the tiers. Secure the bundles by tiedowns laid out over the top tier, as outlined in Section 2.
Positioning and Securing Bundles (Section 3.2.2) (continued)
Requirements for bundles in two or more tiers (continued)
Positioning and Securing Bundles (Section 3.2.2) (continued)
Requirements for bundles in two or more tiers (continued)
Option #3:
Place bundles directly on top of other bundles or on spacers. Secure the stack of bundles with tiedowns:
◆ Tiedowns over the second tier of bundles or at 1.85 m (6 ft) above the trailer deck (whichever is greater).
◆ Tiedowns for other multiple tiers not over 1.85 m (6 ft) above the trailer.
Positioning and Securing Bundles (Section 3.2.2) (continued)
Bundles in Two or More Tiers (continued)
Option #4:
◆ Secure the bundles by tiedowns over each tier
of bundles in accordance with the general cargo securement requirements (Section 2).
◆ Use at least 2 tiedowns over each bundle on the top tier that is longer than 1.52 m (5 ft).
Suggestion to Increase Safety
Choose one of two options for stopping forward motion:
Option #1:
Place bundles against bulkhead/front end structure.
Option #2:
When different tiers need to be secured, use a combination of blocking equipment and tiedowns.
What Does This Section Cover?
This section applies to coils of rolled sheet metal. Coiled wire is secured using the general cargo securement requirements (section 2).
Size of coil (Section 3.3.1)
◆ All metal coil shipments that, individually or together, weigh 2,268 kg (5,000 lb.) or more must be secured according to the specific requirements in this section.
◆ Exception: Metal coils that weigh less than 2,268 kg (5,000 lb.) may be secured according to general securement requirements (Section 2).
Orientation of coil
◆ Eyes vertical
◆ Eyes crosswise
◆ Eyes lengthwise
Type of Vehicle
The specific requirements are for metal coils transported:
◆ On flatbed vehicles.
◆ In sided vehicles with or without anchor points.
◆ In intermodal containers with or without anchor points.
Securing Coils Transported With Eyes Vertical on a Vehicle with Anchor Points (Section 3.3.2)
If the coil is mounted on a pallet:
◆ Coil must be fastened to pallet so it cannot move on the pallet.
◆ Pallet must be strong enough to not collapse under Performance Criteria forces (Section 1).
◆ Use a friction mat between pallet and deck.
Requiremenst for securing a single coil (Section 3.3.2.1)
◆ To prevent the coil from tipping forward, rearward, and sideways, arrange tiedowns to include the following:
– Attach at least one tiedown diagonally across eye of coil from left side of vehicle to right side of vehicle.
– Attach at least one tiedown diagonally across eye of coil from right side of vehicle to left side of vehicle.
– Attach at least one tiedown over eye of coil from side-to-side.
– To prevent forward movement, use one of these:
• Blocking.
• Bracing.
• Friction mats.
• A tiedown passed around the front of coil.
Securing Coils Transported With Eyes Vertical on a Vehicle with Anchor Points (continued)
Requirements for securing a row of coils (Section 3.3.2.2)
◆ Attach at least one tiedown against front of row of coils to restrain against forward motion.
– If possible, angle between tiedown and deck should be less than 45°, when viewed from the side of the vehicle.
◆ Attach at least one tiedown against rear of row of coils to restrain against rearward motion.
– If possible, angle between tiedown and deck should be less than 45°, when viewed from the side of the vehicle.
◆ Attach at least one tiedown over top of each coil or side-by-side row of coils to restrain against vertical motion.
– Tiedowns going over top of coil(s) must be as close as possible to eye of coil.
◆ Arrange tiedowns, blocking, or bracing to prevent shifting or tipping in all directions.
Securing Coils Transported With Eyes Crosswise on a Vehicle with Anchor Points (Section 3.3.3)
There are three requirements for coils transported with eyes crosswise:
1. Prevent the coil from rolling.
2. Attach one tiedown forward.
3. Attach one tiedown rearward.
Requirements for securing a single coil (Section 3.3.3.1)
Prevent the coil from rolling
◆ Prevent the coil from rolling by supporting it:
– Timbers, chocks, or wedges held in place by coil bunks or similar devices to prevent them from coming loose.
– A cradle (for example, two hardwood timbers and two coil bunks) that is restrained from sliding by:
• Friction mats under the cradle.
• Nailed wood blocking or cleats.
• Placing a tiedown around the front of the cradle.
◆ The support must:
– Support the coil just above the deck.
– Not become unintentionally unfastened or loose in transit.
Requirements for securing a single coil (Section 3.3.3.1) (continued)
Securing Coils Transported With Eyes Crosswise on a Vehicle with Anchor Points (Section 3.3.3) (continued)
Securing a Single Coil (Section 3.3.3.1) (continued)
One tiedown forward
◆ Attach at least one tiedown through the eye of the coil to restrain against forward motion.
– If possible, the angle between the tiedown and the deck should be less than 45°.
One tiedown rearward
◆ Attach at least one tiedown through the eye of the coil to restrain against rearward motion.
– If possible, the angle between the tiedown and the deck should be less than 45°.
Correct use of tiedowns for single coil
X-pattern prohibited for tiedowns
Securing Coils Transported With Eyes Lengthwise on a Vehicle with Anchor Points (Section 3.3.4)
Requirements for securing an individual coil
There are three options for safely securing individual coils that are loaded with their eyes lengthwise. Blocking and supporting the coils is the same. The difference is in the tiedown arrangement.
Eyes Lengthwise
Prevent the coil from rolling
◆ Prevent the coil from rolling by supporting it:
– Timbers, chocks, or wedges held in place by coil bunks or similar devices to prevent them from coming loose.
– A cradle (for example, two hardwood timbers and two coil bunks) that is restrained from sliding by:
• Placing friction mats under the cradle
• Using nailed wood blocking or cleats against the front timber
• Placing a tiedown around the front of the cradle.
◆ The support must:
– Support the coil off the deck.
– Not become unintentionally unfastened or loose in transit.
Securing Coils Transported With Eyes Lengthwise on a Vehicle with Anchor Points (Section 3.3.4) (continued)
Tiedowns, Single Coil Option #1 (Section 3.3.4.1)
◆ Attach at least one tiedown diagonally from the left side of the vehicle, through the eye, to the right side of the vehicle.
– If possible, the angle between the tiedown and the deck should be less than 45°, when viewed from the side of the vehicle.
◆ Attach at least one tiedown diagonally from the right side of the vehicle, through the eye, to the left side of the vehicle.
– If possible, the angle between the tiedown and the deck should be less than 45°, when viewed from the side of the vehicle.
◆ Attach at least one tiedown side-to-side over the top of the coil.
◆ Use blocking or friction mats to prevent forward movement.
Option #1 Single Coil (Eye Lengthwise)
Securing Coils Transported With Eyes Lengthwise on a Vehicle with Anchor Points (Section 3.3.4) (continued)
Tiedowns, Single Coil Option #2 (Section 3.3.4.2)
Option #2 is the same as Option #1, except the tiedowns that attach through the eye of the coil are straight instead of diagonal.
◆ Attach at least one tiedown straight from the left side of the vehicle, through the eye, and back to the left side of the vehicle.
– If possible, the angle between the tiedown and the deck should be less than 45°, when viewed from the side of the vehicle.
◆ Attach at least one tiedown straight from the right side of the vehicle, through the eye, and back to the right side of the vehicle.
– If possible, the angle between the tiedown and the deck should be less than 45°, when viewed from the side of the vehicle.
◆ Attach at least one tiedown side-to-side over the top of the coil.
◆ Use blocking or friction mats to prevent forward movement.
Option #2 Single Coil (Eye Lengthwise)
Securing Coils Transported With Eyes Lengthwise on a Vehicle with Anchor Points (Section 3.3.4) (continued)
Tiedowns, Single Coil Option #3 (Section 3.3.4.3)
Option #3 is the same as Options #1 and #2, except that the two tiedowns that attach through the eye of the coil are replaced with two tiedowns that pass over the front and the rear of the coil.
◆ Attach at least one tiedown over the top of the coil near the front of the coil.
◆ Attach at least one tiedown over the top of the coil near the rear of the coil.
◆ Use blocking or friction mats to prevent forward
movement. Option #3 Single Coil (Eye Lengthwise)
Securing Coils Transported With Eyes Lengthwise on a Vehicle with Anchor Points (Section 3.3.4) (continued)
Requirements for securing rows of coils (Section 3.3.4.4)
A row of coils is three or more coils loaded in the same way and in a line.
Row of Coils
Prevent the coil from rolling
bunks or similar devices to prevent them from coming loose.
– A cradle (for example, two hardwood timbers and two coil bunks) that is restrained from sliding by:
• Placing friction mats under the cradle
• Using nailed wood blocking or cleats against the front timber
• Placing a tiedown around the front of the cradle.
◆ The support must:
– Support the coil just above the deck.
– Not become unintentionally unfastened or loose in transit.
◆ Prevent the coil from rolling by supporting it:
– Timbers, chocks, or wedges held in place by coil
Securing Coils Transported With Eyes Lengthwise on a Vehicle with Anchor Points (Section 3.3.4) (continued)
Requirements for securing rows of coils (Section 3.3.4.4) (continued)
Tiedowns
◆ Attach at least one tiedown over the top of each coil or side-by-side row, located near the front of the coil.
◆ Attach at least one tiedown over the top of each coil or side-by-side row, located near the rear of the coil.
◆ Use blocking or friction mats to prevent forward movement.
Acceptable securement of a row of coils (Eyes Lengthwise)
Securing Coils Transported in a Sided Vehicle
or Intermodal Container without Anchor Points (Section 3.3.5)
To prevent metal coils from moving horizontally and/or tipping:
◆ Follow general cargo securement requirements (Section 2).
◆ Secure the coils using:
– Blocking and bracing
– Friction mats
– A combination of these.
The securement system used must prevent movement in directions (see Section 1).
What Does This Section Cover? (Section 3.4.1)
The rules in this section apply to shipments of paper rolls, which individually or together, weigh 2268 kg (5000 lb.) or more.
Plan a Securement System for Paper Rolls
◆ Select a good load pattern.
◆ Block, brace, or immobilize paper rolls to make sure they are prevented from sliding, tipping, or rolling.
◆ Prevent significant movement of small groups of paper rolls when movement is not prevented by other cargo or by the vehicle structure.
◆ Symmetrically stack paper rolls when eyes are horizontal.
◆ Make sure that stacks are secured to prevent significant movement.
◆ Use friction mats to prevent horizontal movement.
◆ Use tiedowns that pass over the paper rolls to increase the effect of friction.
◆ Use tiedowns when rolls are loaded on flatbeds or curtain-sided vehicles.
Special Circumstances: Loading and Securing Paper Rolls with Eyes Vertical in a Sided Vehicle (Section 3.4.2)
Requirements for placement
◆ Place paper rolls together in a group so that the structure of the group can be maintained.
◆ Place paper rolls against:
– The front and walls of the vehicle
– Each other
– Other cargo.
◆ Usually the roll is secure if a paper roll has 3 well- separated points of contact with the vehicle, other rolls, or other cargo.
3 Points of Contact
Requirements for preventing side-to-side movement
If there are not enough paper rolls in the shipment to reach the walls of the vehicle, prevent side-to-side movement by one of these methods:
◆ Blocking
◆ Bracing
◆ Tiedowns
◆ Void fillers
◆ Friction mats
◆ Banding the rolls together
Special Circumstances: Loading and Securing Paper Rolls with Eyes Vertical in a Sided Vehicle (Section 3.4.2) (continued)
Requirements for preventing rearward movement
When any void behind a group of paper rolls (including rolls at the rear of the vehicle) is greater than the diameter of the paper rolls, prevent rearward movement by one of these methods.
◆ Friction mats
◆ Blocking
◆ Bracing
◆ Tiedowns
◆ Banding to other rolls
Prevent Rearward Movement
Requirements for preventing paper rolls from tipping
Situation #1:
◆ Paper roll is not prevented from tipping by the vehicle structure or other cargo.
◆ Paper roll width is more than 2 times its diameter.
Solution #1:
◆ Either band the roll to other rolls.
◆ Or brace it.
◆ Or use tiedowns.
Width is two times greater than the diameter
Special Circumstances: Loading and Securing Paper Rolls with Eyes Vertical in a Sided Vehicle (Section 3.4.2) (continued)
Prevent paper rolls from tipping (continued)
Situation #2:
◆ The forwardmost roll(s) in a group of paper rolls is not prevented from tipping or falling forward by vehicle structure or other cargo.
◆ Paper roll width is more than 1.75 times its diameter.
Solution #2:
◆ Either band the roll to other rolls.
◆ Or brace it.
◆ Or use tiedowns.
Special Circumstances: Loading and Securing Paper Rolls with Eyes Vertical in a Sided Vehicle (Section 3.4.2) (continued)
Prevent paper rolls from tipping (continued)
Situation #3:
◆ A paper roll or the forwardmost roll(s) in a group of paper rolls is not prevented from tipping or falling forward by vehicle structure or other cargo.
◆ Paper roll width is more than 1.25 times its diameter.
◆ Blocking is used to prevent forward movement.
Solution #3:
The blocking tends to “trip” the roll so additional tipping securement is required.
◆ Either band the roll to other rolls.
◆ Or brace it.
◆ Or use tiedowns.
Special Circumstances: Loading and Securing Paper Rolls with Eyes Vertical in a Sided Vehicle (Section 3.4.2) (continued)
Prevent paper rolls from tipping (continued)
Situation #4
◆ A paper roll or the forwardmost roll(s) in a group of paper rolls is not prevented from tipping or falling forward by vehicle structure or other cargo.
◆ Paper roll width is more than 1.25 times and less than 1.76 times its diameter.
◆ Only friction mats are used for forward securement.
Solution #4:
The friction mat alone is adequate. The friction mat allows the roll to slide on the floor without tripping the roll.
Banding
If paper rolls are banded together:
◆ Place rolls tightly against each other to form a stable group.
◆ Apply bands tightly.
◆ Secure bands with tape, hangers, or other means so that the bands cannot fall off the rolls or slide down to the deck.
Band Supports
Special Circumstances: Loading and Securing Paper Rolls with Eyes Vertical in a Sided Vehicle (Section 3.4.2) (continued)
Requirements for friction mats
If a friction mat is used to provide the principal securement for a paper roll, insert the friction mat so that it sticks out from beneath the footprint of the roll in the direction in which it is providing securement.
Special Circumstances: Loading and Securing Paper Rolls with Eyes Vertical in a Sided Vehicle (Section 3.4.3)
Requirements for split loads
Situation
A paper roll in a split load is not prevented from forward movement by the vehicle structure or other cargo.
Solution
Prevent forward movement by one of these methods.
◆ Friction mats
◆ Filling the open space
◆ Blocking
◆ Bracing
◆ Tiedowns
◆ Some combination of these
Special Circumstances: Loading and Securing Paper Rolls with Eyes Vertical in a Sided Vehicle (Section 3.4.4)
Stacked Loads
◆ Load paper rolls on a second layer only if the bottom layer extends to the front of the vehicle.
◆ Prevent forward, rearward, or side-to-side movement:
– Either by the same means required for the bottom layer
– Or by the use of a blocking roll from a lower layer.
◆ A roll in the rearmost row of any layer must not be raised using dunnage.
Special Circumstances: Loading
and Securing Paper Rolls with Eyes Horizontal in a Sided Vehicle (Section 3.4.5)
Requirements for eyes crosswise: prevent forward and rearward movement
◆ To prevent paper rolls from rolling or shifting in the forward and rearward directions:
– Either position the rolls in contact with the vehicle structure or other cargo.
– Or use chocks, wedges, tiedowns, blocking, and bracing.
Special Circumstances: Loading and Securing Paper Rolls with Eyes Horizontal in a Sided Vehicle
(Section 3.4.5) (continued)
Requirements for eyes crosswise: secure rearmost roll
Do not secure the rearmost roll with:
◆ Either the rear doors of the vehicle or intermodal container
◆ Or blocking held in place by those doors.
The doors are not designed or intended as a cargo securing device. The rolls may push the doors open during transit or onto loading dock personnel when the doors are opened.
Requirements for eyes crosswise: prevent rolls from shifting toward either wall
If there is more than a total of 203 mm (8 in) of space between the ends of a paper roll and other rolls or the walls of the vehicle, use one of these methods:
◆ Void fillers (such as honeycomb)
◆ Blocking
◆ Bracing
◆ Friction mats
◆ Tiedowns
Special Circumstances: Loading and Securing Paper Rolls with Eyes Horizontal in a Sided Vehicle
(Section 3.4.6)
Requirements for eyes crosswise: secure stacks of paper rolls from front-to-back movement
◆ Do not load paper rolls on a second layer unless the bottom layer extends to the front of the vehicle.
◆ Load paper rolls on higher layers only if all wells in the layer beneath are filled.
◆ Secure the foremost roll in each upper layer (or any roll with an empty well in front of it) against forward movement:
– Either by placing it in a well formed by two rolls on the lower row whose diameter is equal to or greater than that of the roll on the upper row.
– Or by banding it to other rolls.
◆ Or by blocking it against an eye-vertical blocking
roll resting on the floor of the vehicle that is at least
1.5 times taller than the diameter of the roll being blocked.
Special Circumstances: Loading and Securing Paper Rolls with Eyes Horizontal in a Sided Vehicle (Section 3.4.6) (continued)
Requirements for eyes crosswise: secure stacks of paper rolls from front-to-back movement (continued)
◆ If the rearmost roll in each upper layer is located in either of the last two wells formed by the rearmost rolls in the layer below, band it to the other rolls.
No paper rolls in second layer unless bottom layer extends to front of vehicle
Requirements for eyes crosswise: prevent stacked rolls from shifting toward either wall
If there is more than a total of 203 mm (8 in) of space between the ends of a paper roll and other rolls or the walls of the vehicle, use one of these methods.
◆ Void fillers (such as honeycomb)
◆ Blocking
◆ Bracing
◆ Friction mats
◆ Tiedowns
These are the same requirements that are used to secure a single layer of paper rolls.
Special Circumstances: Loading and Securing Paper Rolls with Eyes Horizontal in a Sided Vehicle (Section 3.4.7)
Requirements for eyes lengthwise: prevent movement
Direction of Potential Movement Methods to Prevent Movement
Forward ◆ Vehicle structure
◆ Other cargo
◆ Blocking
◆ Tiedowns
Rearward ◆ Other cargo
◆ Blocking
◆ Fiction mats
◆ Tiedowns
Side – to – Side ◆ Vehicle wall
◆ Other cargo
◆ Chocks, wedges, or blocking of adequate size
Special Circumstances: Loading and Securing Paper Rolls with Eyes Horizontal in a Sided Vehicle (Section 3.4.8)
Requirements for eyes lengthwise: stacked loads
◆ Do not load paper rolls in an upper layer if another roll will fit in the layer beneath.
◆ Form an upper layer by placing the paper rolls in the wells formed by the rolls beneath.
Eyes lengthwise: prevent forward and rearward movement
◆ Secure a roll in an upper layer against forward and rearward movement:
– Either by any of the means required for the bottom layer.
– Or by using a blocking roll.
– Or by banding it to other rolls.
Special Circumstances: Loading and Securing Paper Rolls on a Flatbed Vehicle or a Curtain- Sided Vehicle (Section 3.4.9)
Requirements for stabilizing the bottom tier (Section 3.5.5.1)
◆ Arrange the load properly (see 3.5.4)
◆ Immobilize the front and rear pipe with on of the following elements.
– Blocking
– Wedges
– Vehicle end structure
– Stakes
– Locked pipe unloader
– Other equivalent means
Appropriate stabilization of bottom tier
Special Circumstances: Securing Pipe with an Inside Diameter Up to 1.143 mm (45 in) (Section 3.5.5) (continued)
Tiedown requirements (Section 3.5.5.2)
◆ Pipe many be secured individually or as a group.
◆ Tiedowns through the pipe must be chains.
◆ Front-to-back tiedowns may be chain or wire rope.
Individually
◆ Run a tiedown though the pipe.
As a group
◆ Place lengthwise tiedowns over the group of pipes:
– Either one 13 mm (1/2 in) chain or wire rope
– Or two 10 mm (3/8 in) diameter chain or wire rope
◆ Place one crosswise tiedown for every 3.0 m (10 ft) of load length.
– Either attach the side-to-side tiedown through a pipe
– Or pass the tiedown over both front-to-back tiedowns between two pipes on the top tier.
Appropriate use of tiedowns for a group of pipes
Special Circumstances: Securing Pipe with an Inside Diameter Up to 1.143 mm (45 in) (continued)
Requirements for stabilizing the top tier (Section 3.5.5.2)
If the first pipe of a group in the top tier is not at the front of the tier beneath:
◆ Attach an additional tiedown that runs rearward at an angle not more than 45° to the horizontal
when viewed from the side of the vehicle, whenever practicle.
◆ Pass tiedown either through the front pipe of the upper tier or outside the front pipe and over both longitudinal tiedowns.
Correct securement of front pipe in partial second tier
Special Circumstances: Securing Large Pipe with an Inside Diameter over 1143 mm (45 in) (Section 3.5.6)
Vehicle options (3.9.2.1) (continued)
◆ Option 3
– Has containment walls on two sides that: o Extend to the full height of the load.
o Block against cargo movement in the forward and rearward.
– Secures each stack of vehicles with a minimum of three tiedowns, each having a minimum WLL of 2,268 kg (5,000 lb.).
◆ Option 4
– Has a minimum of four tiedowns per vehicle stack with each tiedown having a minimum WLL of 2,268 kg (5,000 lb.).