Title: The North American Cargo Securement Standard Larry W. Minor Federal Motor Carrier Safety Administration
1The North American Cargo Securement
StandardLarry W. MinorFederal Motor Carrier
Safety Administration
2Todays Presentation
- Background
- Summary of the new rules
- What to expect when FMCSA and the States begin to
enforce the rules - What you can do to help the FMCSA continue to
improve the rules
3Background Research
- U.S. and Canada established a cargo securement
research program in 1993. - State and Provincial agencies, industry experts
participated in identifying research needs. - Research and testing of securement systems was
conducted between 1994 and 1998.
4Background - Research
- Participants in the research program agreed to
develop model regulations that would be based
on the research results. - Each jurisdiction in North America would then be
asked to adopt the model regulations uniform
rules throughout North America.
5Background Drafting the Model Rules
- A Drafting Group was formed in 1996 to begin
developing model rules. - A Harmonization Committee was formed so that all
interested parties could comment on the draft
standards. - Public meetings were held in the U.S. and Canada
from 1996 through 1999.
6Background Publication of Model Rules
- Model Regulations were published in May 1999.
Additional information is available at
http//www.ab.org/ccmta/ccmta.html - Research reports and other information reviewed
by FMCSA may be viewed at http//dms.dot.gov
Docket 2289.
7Summary of FMCSAs Rules
- Based on the North American Cargo Securement
Model Regulations. - Reflects the results of the multi-year
comprehensive research program. - Responsive to comments to the December 2000 NPRM.
8Summary (continued)
- We considered the 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.
9Performance requirements 393.100
- Cargo securement system must prevent the cargo
from leaking, spilling, blowing or falling from
the motor vehicle. - Cargo must be contained or secured to prevent
shifting upon or within the vehicle to such an
extent that the vehicles stability or
maneuverability is adversely affected.
10Performance requirements 393.102
- Securement devices and systems must be capable
of withstanding the following three forces - (1) 0.8 g deceleration, forward
- (2) 0.5 g acceleration, rearward
- (3) 0.5 g acceleration, lateral.
11Standards for securement devices 393.104
- Vehicle structures, systems, parts, and
components used to secure cargo must be in proper
working order. - Chains, wire rope, steel strapping, synthetic
webbing, and cordage used to secure articles of
cargo to, or in, commercial motor vehicles must
conform to manufacturing standards.
12 393.104 (continued)
- Chain NACM, Welded Steel Chain
- Specifications.
- Steel strapping ASTM D3953-97.
- Webbing Web Sling Tiedown
- Association, WSTDA-T1
- Wire Rope Wire Rope Technical Board Users
Manual -
13 393.104 (continued)
- Tiedowns must be attached in a manner that
prevent them from becoming loose, unfastening, or
opening while the vehicle is moving. - Tiedowns and components of securement system must
be located inboard of rub rails when practicable.
14 393.104 (continued)
- 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. - Edge protection must resist abrasion, cutting and
crushing.
15 393.104 (continued)
- Labeling or marking of tiedowns and anchor points
is NOT required. - Use of friction mats is encouraged but NOT
required there are NO marking requirements for
mats. - Motor carriers are NOT required to purchase any
new equipment.
16General versus commodity specific 393.106
- General rules concerning securement, working load
limits, blocking and bracing are applicable to
all commodities being transported. - Commodity-specific rules take precedence over the
general rules when additional requirements are
given for that commodity.
17 393.106 (continued)
- Cargo must be firmly immobilized or secured on or
within a vehicle by structures of adequate
strength, dunnage/dunnage bags, shoring bars,
tiedowns or a combination of these. - Items that are likely to roll must be restrained
by chocks, wedges, a cradle or other equivalent
means.
18Example - dunnage bag
19Example - protection against rolling
20 393.106 (continued) Working Load Limit (WLL)
formula
- WLL 1/2 x (weight of the cargo).
- Total WLL is the sum of
- (1) 1/2 of the WLL of each connector or
attachment mechanism used to secure the cargo to
the vehicle and - (2) 1/2 of the WLL for each end section of a
tiedown that is attached to an anchor point.
21How many tiedowns? 393.110
- The rules in this section are in addition to
Section 393.106 concerning WLL. - When an article of cargo is not blocked or
positioned to prevent movement in the forward
direction, the number of tiedowns needed depends
on the length and weight of the articles.
22 393.110 (tiedowns continued)
- 1 tiedown for articles 5 ft or less in length,
and 1,100 lbs or less in weight - 2 tiedowns if the article is -
- 1) 5 ft or less in length and more than 1,100
lbs in weight or - 2) gt 5 ft but less than 10 ft, regardless of
weight.
23 Example of 110(b)(1)
24 393.110 (tiedowns continued)
- 2 tiedowns for articles longer than
- 10 ft, and one additional tiedown for every 10
ft of length, or fraction thereof, beyond the
first 10 ft. - If an article is blocked to prevent movement in
the forward direction, 1 tiedown for every 10
ft, or fraction thereof.
25 Example of 110(b)(3)
26Example of 110(b)(3) - Articles blocked to
prevent forward movement 1tiedown for each 10 ft
of length, or fraction thereof.
27 393.110(d) Special Purpose Vehicles
- Generally, basic rules do not apply to a
vehicle transporting one or more articles of
cargo such as, but not limited to, machinery or
fabricated structural items (e.g., steel or
concrete beams, crane booms, girders, and
trusses, etc.) which, because of their design,
size, shape, or weight, must be fastened by
special methods. -
28 Example of a special-purpose vehicle
29 393.114 Front-End Structures
- The rules are applicable only to front-end
structures or headerboards used as part of the
securement system. - The performance standard applies only when the
cargo is in contact with the front end structure
of the vehicle.
30 Example of front end structure
31Commodity-Specific Rules
- 393.116 Logs
- 393.118 Dressed Lumber Similar
- Building Products
- 393.120 Metal Coils
- 393.122 Paper Rolls
- 393.124 Concrete Pipe
- 393.126 Intermodal Containers
32Commodities (Continued)
- 393.128 Cars, Light Trucks, Vans
- 393.130 Heavy Vehicles, Equipment, and
Machinery - 393.132 Flattened and Crushed Cars
- 393.134 Roll-on/Roll-off Containers
- 393.136 Large Boulders
33What should you expect when we enforce the new
rules?
- Same inspection procedure less confusion about
determining compliance whether the system
complies with the rules. - Same process for placing vehicles out of service
for violations CVSA has revised the OOS
Criteria to match the new rules.
34What can you do to help the FMCSA continue to
improve the rules?
- Review the final rule and let us know if you
believe there are things in the new rules that
just dont work in the real world. - Let us know if there are portions of the rule
that are so confusing, you cant understand it.
35For Further Information
- Larry W. Minor
- Vehicle Roadside Operations Division, FMCSA
- 400 Seventh Street, SW
- Washington, DC 20590
- Phone 202.366.4009
- E-mail larry.minor_at_fmcsa.dot.gov