Tips and Tricks of flatbedding

Wow, we have similar history. I retired from the other job and started doing OTR flatbed driving at 51 as well.
Drove all the other equipment prior, locally, and OTR tanker in between OTR flatbed gigs, dry and wet. I don't consider the "flatbed" work locally as part of the other job, as OTR discounts dump truck/flatbed trailer (regardless of length) when going to OTR. We're just a couple of late starters.

 

For certain my dude . It was win win . But that was then this is now . New profession inbound , so im kind of in preschool if you will, like pre kindergarten. Cant start my 8 week school until May so im in here reading . 2295$ for school and books .Tennessee collage for advanced tech or something like that . Tcat .

 

Does anyone have any cheatsheets or guides to strapping? I cannot find a simple one. I have been driving a long time, but just got a job hauling construction materials with a 53' curtain side. The training was minimal, however I like to learn to do things properly and make sure I don't have to worry about hurting someone or failing an inspection.
Im looking for strap spacing and amount of straps. We use 4" straps 95% of the time and occasionally use chains. Any help would be appreciated.

Thank you

 

It’s simple. Anything over 5’ gets two straps minimum. Over 5’ divide the length of the object by 10, then round up, if the piece isn’t against a bulkhead or other freight it needs a “penalty” strap. So a 35’ piece by itself on the trailer needs 5 straps. Also have to cover 1/2 the freight weight.

there are no regulations about strap placement along the length of the freight. I try to keep my straps near the dunnage the load is stacked on.

 

It seems you didn't get any training at all from your description, because these are the kinds of things they're supposed to tell you when you're "trained" by them. So let's start with the beginning. You have regulations that you're supposed to abide by, and you can find the legal language in the Code of Federal Regulations, the pertinent sections being available on the FMCSA DOT Regulations pertaining to Protection Against Shifting and Falling Cargo (CFR 49 Part 393 Subpart I). This will give you more information than you will want. The sections should be in the DOT Green Book Pocketbook your carrier should have supplied you with. If not, you should get one and read it as throughly as you can. You can get that at most truckstops or online.

For a more layman's and how to do, compact version, you can also pick up at most Truckstops or online, a copy of the Cargo Securement Handbook for Drivers that looks like this.

You will need it to refer to most situations that you may find yourself in. kylefitzy gave you a decent general rule of thumb way to look at it, but that only really counts, if you know the particular reasons why you should do what you do, and this book will give examples, and why.

One of the biggest things that confuses new drivers about flatbed securement, is the calculation of WLL that needs to be applied, and the spacing or placing of securements, and how those securements, depending on how they're placed and used, counts toward that WLL. These are sections you need to read and throroughly understand to properly secure a load. If you have any question about the information in the book that you're not understanding, ask here, and someone will help you, when they're able. It's complex enough, that you really need to read it first, to see what you understand, and then ask about what you don't, but you have to remember, you're repsonsible for the proper securement of your cargo, and that's why having the black and white rules to refer to, is where you start. Read FMCSA links I gave you, or buy the books I've referenced, and get back to us.

 

I will get a copy. I have the green book already, thank you.

 

That's half the battle. If you could afford it, and for your own purposes, you could consider getting the Cargo Securement Flatbeds - DVD Training Program that goes over those problem areas I mentioned. At the very least, check out their sample video on that web page, which briefly explains those confusing subjects of Workiing Load Limit and Aggregate Working Load Limit calculations. If I had to bascially train myself, like you are, and I could afford it, I'd get it.

When I started, I learned by reading the regulations and asking questions where I loaded. The first OTR job I had was run by a con man, so it was all on my own, until I landed a job with Swift and went through their flatbed loading course. By then, I'd already hauled a coil, large frame steel assembly, wheeled hi-los, etc...so I did a lot of reading through those regulations long before I got a proper training program under my belt. If I'd known about this DVD back then (if it was available) I'd have gotten it to take the stress out of learning on my own. At least, avail yourself of that sample video to get an idea of what it can teach you about flatbed securement.

Good Luck, and make sure to ask questions when you need to. Here, where you load (although, be wary of bad advice), etc.

 

May I give two very specific examples of this? And I offer this without really knowing what all commodities @Cwoodsmash is carrying. Both of these examples have to do with coils. Mind you, much of this is filtered through TMC's load securement training, since that's where I got my start. I also went by it all twelve years I went skateboarding, because those stringent standards outpaced the DOT regs every time. (Of course I'm in a whole other segment of trucking now so I'm sure I've forgotten more than a few details.)

One of our tests, and I can even say "final exam" of load securement training was "The Coil Test." (That's literally what it was called...it was a two-parter: a paper exam followed by actual demonstration.) Basically, how many chains does one 40000 coils require? I've since lost my notes for the formulas they taught us, but basically, six chains—and in TMC's case, one 4" strap over the top. Thats not a DOT reg—at least I don't think it is—but a/ it was 5400 lbs more securement, since that's what their 4" nylon straps were rated for; it also gave the tarp something to ride on. (And just about everyone in here knows that one of TMC's many acronyms is "Tarp My Cargo". ) at lb 40001, I put a seventh chain on. Thankfully I never pulled anything over 48000 lbs, but I pulled several that were close, and if it went over 44000 lbs, I put a seventh chain on. Now, about those chains: they had the 5/16" chains and binders, which were each rated for 4700 lbs. (I want to say the 3/8" chains are rated for like 6300 lbs—but TMC doesn't have those and I never worked for a company that used them, so someone correct me if I'm off on that figure.)

Let's add all that up using the 40000 lb coil test. Six chains+binders rated at 4700 lbs each (and bear in kind its really the rating of the binders that's most important, and not all of them match that of the chains) = 28200 lbs. Add one 4" strap rated at 5400 lbs to that and you come up with a total of 33600 lbs of load securement. That is well over half the weight of the load, and thats really the key to understanding WLL: the combined total rating of all securement devices must equal at least half the weight of the freight. That said, very obviously and especially with something as dangerous as a suicide coil (which i pulled WAAAYYYY too many of those during my skateboarding years), that minimum ain't gonna cut it.

Now, that segues into this next part. In the case of one suicide coils (or shoot, even a skidding or "eye to the sky" coil, not that I ever carried one that weighed THAT much), the securement devices, chains and strap, touched the freight and were anchored to both sides of the trailer, pulling down on both sides of the freight. For the OP, here's where things will trip you up: if both ends of a securement device are anchored to the same side of trailer, cut the WLL in half. Such would be the case for, say, a horseshoe chain through a shotgun coil (eye to the front). Those things require four chains—two chains forming an X across the bottom of the eye, and one horseshoe chain for each side of the coils (where the WLL would get cut in half, because it's only pulling to one side). How many straps go over the top would depend on how heavy the coil is. The way TMC trained us, if it was a 48000 lb shotgun (and I carried some that weighed slightly more), it'd be those four chains+binders plus four 4" straps over the top.

So let's add all that up. Four 4700 lb-rated chains+binders = 18800. Except two of those chains are pulling to the same side of the trailer, so we have to halve the weight rating of those two chains+binders, so, (4700 x 2) + (2350 x2) = 14100, plus four 4" straps over the top at (5400 x 4) = 21600, for a grand total of 40,400. That well exceeds the WLL standards for that particular coil.

I hope this helps somewhat (and that I didn't forget too many details...it's been almost four years since I left the skateboarding world!)

 

Close, 6,600 lbs. Depending on the quality/style/grade of the chain/binder those numbers change. 5/16 binders Grade 70 can be either 5400 or 4700...but because the chain is the lower rated WLL at 4700, that of course is the WLL for the entire hold down that gets counted. The 3/8's binders go from 6600 and up., but the point again, is that the weakest value, is the value that get's used in calculations.

Good examples. You haven't forgotten much. What I, and I think most of us here practiced, was that there is never too much securement. Often, I would shoot to secure the entire weight value of the freight, if I had the equipment and it didn't cause more problems than it solved. The regulations as I should have pointed out to the OP is that the federal regulations, are the minimum amount of securement required....there's nothing to prevent one from adding to be safer.

 

I've always told newer drivers or really anyone that asked my opinion on securing something. You're not going to get a ticket for too much securement.