Beat The System Top 20 Cargo Securement Violations

Really helpful informatío for newbies (people interested to get better in something new what they doing) to whom I belong.

I'm just curiouse. thanks that I didn't get any of those tickets. But can somebody give an example of what that in real life.

like what does this means.

10 392.9 Driver Load Secure 3%

Thanks you

 

392.9: Inspection of cargo, cargo securement devices and systems.




(a) General. A driver may not operate a commercial motor vehicle and a motor carrier may not require or permit a driver to operate a commercial motor vehicle unless—

(1) The commercial motor vehicle's cargo is properly distributed and adequately secured as specified in §§ 393.100 through 393.136 of this subchapter.

(2) The commercial motor vehicle's tailgate, tailboard, doors, tarpaulins, spare tire and other equipment used in its operation, and the means of fastening the commercial motor vehicle's cargo, are secured; and

(3) The commercial motor vehicle's cargo or any other object does 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 his/her arms or legs, prevent his/her 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.

(b) Drivers of trucks and truck tractors. Except as provided in paragraph (b)(4) of this section, the driver of a truck or truck tractor must—

(1) Assure himself/herself that the provisions of paragraph (a) of this section have been complied with before he/she drives that commercial motor vehicle;

(2) Inspect the cargo and the devices used to secure the cargo within the first 50 miles after beginning a trip and cause any adjustments to be made to the cargo or load securement devices as necessary, including adding more securement devices, to ensure that cargo cannot shift on or within, or fall from the commercial motor vehicle; and

(3) Reexamine the commercial motor vehicle's cargo and its load securement devices during the course of transportation and make any necessary adjustment to the cargo or load securement devices, including adding more securement devices, to ensure that cargo cannot shift on or within, or fall from, the commercial motor vehicle. Reexamination and any necessary adjustments must be made whenever—

(i) The driver makes a change of his/her duty status; or

(ii) The commercial motor vehicle has been driven for 3 hours; or

(iii) The commercial motor vehicle has been driven for 150 miles, whichever occurs first.

(4) The rules in this paragraph (b) do not apply to the driver of a sealed commercial motor vehicle who has been ordered not to open it to inspect its cargo or to the driver of a commercial motor vehicle that has been loaded in a manner that makes inspection of its cargo impracticable.


Citation: [67 FR 61224, Sept. 27, 2002, as amended at 72 FR 55703, Oct. 1, 2007]

 

I haul loaded flatbeds or stacks of chassis occasionally. I am not even close to an expert in this area, nor have I had any violations.
An outsider looking in, it seems to me the regs are so subjective to interpretation that an officer who wants to write violations is free to do so with impunity, although I see plenty of badly secured stuff in the truckstops.
i will let you folks comment on the undeserved violations.

 

There's plenty of cut-and-dry about load securement. Machinery and vehicles are supposed to have a 4-point tie-down system. However, this is somewhat open to interpretation. Some will recognize a single chain, if it passes through two tie-down points (eyelets or what have you) will qualify as a two-point, some may only see it as one being a single chain.

Chains/ straps are supposed to at minimum rate at half the load of the machine. So, if you're hauling a 40,000lb. machine, you need a minimum of 20,000lbs of rating on your load securement.

Probably the bit that I see as being the least clear is when it comes to the WLL you're given in relation to the type of tie-down you use. It's well known a "direct tie-down", i.e., from the track of an excavator to the closest outer-rail, you're only given 1/2 the WLL of the chain (which, by the way, is asinine. Chain is tested with a straight load on it). But, then, technically a cross-chain (i.e. chain from track clear to the outer rail of the other side) would, in a way, be a direct-tie-down (from the load directly to the trailer), however, the tie-down also completely crosses the trailer, which is needed to be given full WLL on the chain. And I have yet to be given a definitive interpretation on this particular situation.

And, then there's funny things, if you're moving an excavator, and need 26,000lbs of tie-down, say 4 1/2 inch will get you up to 24,000lbs... but, then a 2-inch strap over the bucket for the tie-down rule will get you up past 26,000lbs of WLL rating, even though that strap is not doing a ###### thing for holding the machine to the trailer.

The tie-down rule is another one which is kind of silly in my opinion. That loader bucket or blade isn't going anywhere. I always use a 2-inch strap to meet the rule, and that's it.

As I said, there is plenty that IS cut-and-dry about tie downs and load securement.

But, there is a lot that a LEO could choose to interpret how they see fit, which is where problems could arise. Especially when they can stop and invoke that little phrase, "I don't like the way that looks..." ... right.

What educated me the most about load securement was hauling oversize scrap iron. Torn up, damaged, crushed, rolled, steel things (everything from rail cars to tumblers at lumber mills to god knows what else), often with no real tie-down points. Look at it for awhile and start figuring out where you can hook chains.

 

It'll swing if you're foolish enough to not lock the hydraulics before moving.

And if the hydraulics are that shot, they're likely to bleed off, too.

I always meet the rule, but, a two-inch strap is all most of the time.

Only one I'll go a bit more is free-standing attachments, i.e. conveyors and the like.

Like I said, I meet the rule, but, I don't agree with the rule.

 

As an O/O my biggest (Mistake) issue is holding on to and using straps beyond their (DOT) usefulness. Small scrapes and nicks (Usually 2 - 3 mm in size) dont bother me and I often use them on small light cargo, twisting the strap so the nick or scuff hides against the cargo, or often using them when under a tarped load. This is a big no no,.. and if DOT catches me,.. I will get written up. Even,.. OOS if I dont have something to replace it,.. which I always have 5 - 10 spare/new straps at all times.

I am very anal about proper and secure cargo. My loads are almost always over secured,.. for those who may question my logic for using obviously damaged straps.

Hurst