Do you guys do this? Insufficient load securement

No ####, I thought a Canadian driver was going to come apart on a guy like "American Trucker" when he took his sweet time putting 6 chains on one of his 2-20k coils at Precision Strip. I think after the butt chewing he got the 2nd one got 2 chains and he got out of the way.

Assuming your using a 5400# binder 2 chains is legal and 3 would be fine but six is ignorant. If you want to use 10 fine, just get the hell out of the way.

 

Ive hauled ouit of Precision Strip a couple times... 4 chains on the 18000+ pound coil and 3 on the baby in the center. It was the first time picking up from there solo. Forget where that load went...

 

I'm excited to get to haul my first coils here soon.

 

FMCSA has adopted new performance requirements concerning deceleration in the forward direction, and acceleration in the rearward and lateral directions, that cargo securement systems must withstand. Deceleration is the rate at which the speed of the vehicle decreases when the brakes are applied, and acceleration is the rate at which the speed of the vehicle increases in the lateral direction or sideways (while the vehicle is turning), or in the rearward direction (when the vehicle is being driven in reverse and makes contact with a loading dock). Acceleration and deceleration values are commonly reported as a proportion of the acceleration due to gravity (g). This acceleration is about 9.8 meters/second/second (32.2 feet/second/second), which means that the velocity of an object dropped from a high elevation increases by approximately 9.8 meters/second (32.2 feet/second) each second it falls. FMCSA requires that cargo securement systems be capable of withstanding the forces associated with following three deceleration/accelerations, applied separately:

1. 0.8 g deceleration in the forward direction;
2. 0.5 g acceleration in the rearward direction; and
3. 0.5 g acceleration in a lateral direction.

These values were chosen based on researchers' analysis of studies concerning commercial motor vehicle performance. The analysis indicated that the highest deceleration likely for an empty or lightly loaded vehicle with an antilock brake system, all brakes properly adjusted, and warmed to provide optimal braking performance, is in the range of 0.8-0.85 g. However, a typical loaded vehicle would not be expected to achieve a deceleration greater than 0.6 g on a dry road. The typical lateral acceleration while driving in a curve or on a ramp at the posted advisory speed is in the range 0.05-0.17 g. Loaded vehicles with a high center of gravity roll over at a lateral acceleration above 0.35 g. Lightly loaded vehicles, or heavily loaded vehicles with a lower center of gravity, may withstand lateral acceleration forces greater than 0.5 g.
Generally, motor carriers are not required to conduct testing of cargo securement systems to determine compliance with the performance requirements. The new rules explicitly state that cargo immobilized or secured in accordance with the general securement rules, or the commodity-specific rules, are considered to meet the performance criteria.


Your load is insecure Martin. Lotta bogus info in this thread from veterans and rookies.

 

If it is, then so be it. I must admit though, even as a college grad, I wouldn't have a #### clue where to start with that nugget you posted mate.
The part I highlighted is also contradictory to the first part though no?
And how do they test for "0.8g deceleration" where load securement is being tested, exactly?
Not saying you are wrong in any way at all, but there has to be a simplified version of the securement regulations that leaves nothing to interpretation.
50% of the weight of the load, in securement, is easy enough to follow in my small mind, as it is there in black and white with no testing required.
Weight of load x0.5, and the rating/number of chains, is common sense. But maybe that is the problem...too much common sense?
I guess my method of looking at the load, and chaining it to stop forward, backward, and side to side movement is outdated then? How many chains would they want using that method? I know I have had to get on the brakes hard in the past 19yrs, and have yet to have a load shift on me, same for corners etc too.
I cross the same scale in Il a few times a week when I run short runs, and have yet to have him say a word to me when hauling D7's, 972's, etc. DOT'd in Ia too, never had a word about securement in all the years I have done it.
By the sound of it though, they made it too complicated for even the DOT officers to enforce it
Yet more idiotic wording of a pretty simple idea IMHO. Until I get told differently by our safety guy, or a DOT officer, I will keep doing what I am doing though.

Martin

 

Weight of load = 51500lbs *.8= 41200lbs worth of securement required to resist forward movement on trailer. WLL of 6600 would equal 6.24 chains and binders or I would just round up to 7 or 8.

Weight of load= 51500lbs *.5= 25750lbs worth of securement required to resist rearward movement on trailer. WLL of 6600 would equal 3.90 chains and binders or just round up to 4.

If you do the math the WLL of securement equals 130% of the weight of the load, not 50% like you stated. Not tryin to be an ### but I see way too many insecure loads traveling up and down the highway. Hope this helps.

Most DOT don't understand or hava clue. You have been lucky.

"The new rules explicitly state that cargo immobilized or secured in accordance with the general securement rules, or the commodity-specific rules, are considered to meet the performance criteria."
crane booms, crushed cars, logs..... the list goes on

 

http://www.practicalcargosecurement.com/US-reg.html

 

Some great info here!

 

The .8 deceleration applies to the breaking strength of the chains not the WLL. In the example you provided 4 3/8" G70 chains would meet both requirements because they have a breaking strength of 26,400 lb. each.

(1) Breaking Strength. Tiedown assemblies (including chains, wire rope, steel strapping, synthetic webbing, and cordage) and other attachment or fastening devices used to secure articles of cargo to, or in, commercial motor vehicles must be designed, installed, and maintained to ensure that the maximum forces acting on the devices or systems do not exceed the manufacturer's breaking strength rating under the following conditions, applied separately:

(i) 0.8 g deceleration in the forward direction;
(ii) 0.5 g acceleration in the rearward direction; and
(iii) 0.5 g acceleration in a lateral direction.

(2)Working Load Limit. Tiedown assemblies (including chains, wire rope, steel strapping, synthetic webbing, and cordage) and other attachment or fastening devices used to secure articles of cargo to, or in, commercial motor vehicles must be designed, installed, and maintained to ensure that the forces acting on the devices or systems do not exceed the working load limit for the devices under the following conditions, applied separately:

(i) 0.435 g deceleration in the forward direction;
(ii) 0.5 g acceleration in the rearward direction; and
(iii) 0.25 g acceleration in a lateral direction.

 

hispeed you are confused with your g's and wll. and also with the practical securement.