A Uniform North American Cargo
Securement Standard
Overview of
Proposed Model Regulation
March 1999
© CCMTA, 1999
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© CCMTA, 1999
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A Uniform, North American Cargo
Securement Standard
Expectation:
• a performance based cargo securement standard
which can be uniformly implemented and applied
throughout North America
Process:
• joint effort, open discussion and collaboration
between governments and stakeholders from
Canada and United States
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Background
• Research program to address problems with cargo
securement developed by Ontario MTO in early ‘90’s
• Research conducted under sponsorship and direction
of joint Canada-U.S., public-private partnership
• Research & testing completed in early 1997
• Findings delivered to joint Canada/United States
committee to support development of new regulations
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Standard Development - Organization
Canada
United States
Mexico
Council of Deputy
Ministers of
Transportation
Federal Highway
Administration
Secretaria de
Comunicaciones Y
Transportes
CCMTA
CVSA
North American Standard Harmonization Committee
Membership:
Open to all public & private stakeholders
and other interested parties
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Standards Harmonization Committee
• open membership
• eight meetings held from 1996 to fall 1998
• broad participation from both governments
and industry
– federal, state and provincial governments
– trucking industry
– shippers
– equipment manufacturers
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Meeting Results
• Performance Criteria ~ the fundamental basis for
cargo securement requirements
• Format of standard ~ review of existing regulations
and models used in other countries
• Evolutionary process ~ variety of expectations
– simple standard: clear, usable and enforceable
– practical guide: advice based on research and
testing results
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Meeting Results
Convergence to consensus
– agreement on scope and application of standard
– agreement on performance criteria
– agreement on framework for standard:
• general requirements which apply to all cargo
• specific requirements for commodities which pose high
risk or challenges to securement
– agreement on list of specific commodities
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North American Standard
• development of a “model” regulation which can be
implemented throughout North America
• ultimate vision of standard in two parts:
– “Model Regulation” ~ the regulatory aspects of
the proposed standard
– “The Guide” ~ elaboration on the regulations,
what’s required, what’s good practice, basis for
training programs
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Guiding Principle
• public safety requires that cargo being
transported on the highway system must
remain on or within the transporting vehicle
under all conditions which could reasonably be
expected to occur in normal driving and when a
driver is responding to emergency situations,
short of a crash.
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Performance Criteria
Vertical
(bumps, rough roads)
Rearward
(accelerating,
braking in reverse)
Forward
(braking)
Sideways
(cornering)
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Performance Criteria - Implications
- the cargo must be secured in a manner which
prevents it from falling from, or shifting on, the vehicle
when subjected to the forces which would occur with
the “performance criteria”
- vehicle structures and attachments must be strong
enough to supply the necessary restraining forces
~ bulkheads, walls, floors, anchor points etc
- the securing equipment must be strong enough to supply
the necessary restraining forces
~ tiedowns, chains, ratchets, binders, etc
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Securement Approaches
Contained
Van Bodies, Tankers,
Dump Boxes
Blocked
Direct
Headboards, Sides,
Tailgates, Blocking &
Bracing
Attached
Twist locks, Direct Tiedowns
Friction
Indirect
Weight of load + Tiedowns
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Contained Cargo
Cargo is contained and secured by the vehicle
structure, additional securing devices not needed:
~ liquids in tankers,
~ bulk solids in tankers or dump boxes,
~ general freight in van trailers or containers
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Blocked Cargo
Cargo is restrained against movement in at least one
direction by vehicle structures, such as headboards or
bulkheads, or other cargo.
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Attached Cargo - Direct Tiedowns
Cargo is restrained by tie-downs which are attached
to both the vehicle and the cargo.
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Attached Cargo - Direct Attachment
Cargo is attached to vehicle by locking devices, twist
locks other integral locking systems. Friction between
the load and the loading deck is not relied upon for
cargo restraint.
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Restrained by Indirect Tiedowns
Cargo is restrained against movement by friction.
• Friction prevents the cargo from slipping forwards,
rearwards and sideways.
• Tie-downs increase the effective weight of the
cargo and prevent it from moving vertically
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Combined Restraint
Friction + Blocking
Friction + Direct Restraint
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Forces on Cargo
Forward Direction (eg. under braking):
Friction
1000 lb
Force
800 lb
Travel
Forces: Total forward = 800 lb.
Restraint: Friction = Coefficient of Friction x Weight
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Coefficient of Friction
Friction
Material
1000 lb.
Dry
Wet
Greasy
Wood on Wood
0.20 - 0.50
(200 to 500 lb)
0.20 - 0.25
(200 to 250 lb)
0.05 - 0.15
(50 to 150 lb)
Metal on Wood
0.20 - 0.50
(200 to 500 lb)
0.20 - 0.25
(200 to 250 lb)
0.02 - 0.10
(20 to 100 lb)
Metal on Metal
0.10 - 0.25
(100 to 250 lb)
0.10 - 0.20
(100 to 200 lb)
0.01 - 0.10
(10 to 100 lb)
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Forces on Cargo
Friction
10 to 500 lb
1000 lb
Deceleration Force
800 lb
Travel
Deceleration Force: 800 lb.
Restraint due to friction: 10 to 500 lb.
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Forces on Cargo
Tiedown - tension 500 lb
Friction
20 to 1000 lb
Deceleration Force
800 lb
Travel
Deceleration Force: 800 lb.
Effective Weight of Cargo: 2000 lb (1000+500+500)
Restraint due to friction: 20 to 1000 lb.
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Indirect Tiedowns
Objective: Increase the effective weight of the cargo increase the restraining effect of friction
Concern: Angle of tiedown is important
Example: Tension in tiedown = 500 lb
? 500 lb
Angle =
90 degrees
Downforce 1000 lb
60 degrees
45 degrees
30 degrees
707 lb
500 lb
866 lb
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Indirect Tiedowns
Effectiveness: - maintain tension
- keep articles of cargo together or fill gaps
to prevent shifting
- maintain steep tiedown angles
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Direct Tiedowns
1000 lb.
Force
800 lb
Tiedown attached to vehicle and to cargo:
- tiedown must break for cargo to shift
- tiedowns react directly to forces
- shallow tiedown angles are more effective
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Tipping
Height
Force
Base
If height is more than 2 times the base, tipping can occur at
~ 0.5 g acceleration.
If height is more than 1.25 times the base, tipping can occur
at ~ 0.8 g acceleration.
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Model Regulation - Outline
Part 1 -Application and Objectives
Part 2 - General Provisions and Requirements
Part 3 - Specific Securement Requirements by
Commodity Type
Part 4 - Definitions
Part 5 - Referenced Standards
Part 6 - Default Working Load Limits
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Part 1 - Application and Objectives
• Applies to any motor vehicle in excess of 4500 kg
(10,000 lb)
• Cargo must be secured or contained so that it:
– will not, leak, spill, blow, fall from, fall through or
otherwise become dislodged from the vehicle; or
– shift upon or shift within the vehicle to such an
extent that the vehicle's stability is adversely
affected.
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Part 2 - General Provisions and
Requirements
Context:
• Foundation of standard - requirements that apply to
all cargo
• Establishes basic principles for compliance with
standard:
– use appropriate equipment to transport and
secure cargo
– contain or immobilize cargo to prevent shifting or
tipping
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General Provisions
• vehicle structures, floors, anchor points, headboards,
bulkheads, stakes, posts, pockets must be strong
enough
• must use a securement method suited to the type,
size and shape of cargo
• tiedowns must be capable of being tightened by
driver
• tiedowns must be inside rub-rails
• edge protection needed if tiedown could be cut or
abraded
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Working Load Limit
• The maximum load that may be applied to a
component of a cargo securement system
during normal service, usually assigned by
the manufacturer of the component.
– WLL incorporates safety factor; typically ratio of 3
or 4 to 1
– limit which should not be exceeded,even with
maximum forces from performance criteria
• materials can be deformed or weakened
• continued performance uncertain
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Blocking
• The aggregate working load limit of
components used to block an article against
forward movement must not be less than
one-half the weight of the article
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Securement System Strength Rating
• The Working Load Limit (WLL) of a tiedown is
the lowest WLL of:
– any of its components
– the anchor points
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Securement System Strength Rating
Working Load Limits
• if marked by manufacturer with numeric limit;
– WLL = limit
• if marked by manufacturer in accordance with
recognized standard (eg. code etc);
– WLL = number provided by the standard
• if unmarked by manufacturer; assigned default
ratings
– WLL = lowest grade or classification for the type
and size of the component (Part 6 of standard)
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Securement System Strength Rating
Default WLL Values
• Chain
• Synthetic Webbing
• Wire rope
• Manila Rope
• Synthetic Cordage
• Steel Strapping
• Friction Mats *
–
A friction mat shall be considered to provide resistance to horizontal movement equal
to 50% of the weight of the cargo resting upon the mat.
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Securement System Strength Rating
Strength Rating
• Longer Term ~ the strength and/or load carrying
capacity of components of cargo securement system
must be known: no default ratings
• Current Proposal ~ provides default values for unmarked equipment
– need time to phase in; work with manufacturers
and carriers to develop implementation plan(s)
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General Requirements
• Applies to all types of cargo, included those
specifically identified in Part 3
– if additional requirements are specified in Part 3, these take
precedence
• Need to satisfy one of three conditions:
1. fully contained by structures of adequate strength, or
2. immobilized by structures of adequate strength to prevent
shifting or tipping, or
3. immobilized on or within a vehicle by appropriate means to
prevent shifting or tipping
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Condition 1: Fully Contained
• cargo is fully contained by structures of
adequate strength
Dump bodies
Tankers
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Condition 2: Immobilized by Structures
• cargo is immobilized by vehicle structures of
adequate strength to prevent shifting or
tipping
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Condition 3: Immobilized by Other Means
• immobilized on or within a vehicle by
appropriate means to prevent shifting or
tipping
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Articles of Cargo
Single articles: articles of cargo which can be secured
individually
“Unitized” loads: grouping of individual articles in a
manner or with devices which renders the group
suitable for securement as an individual article
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Tiedowns
• the aggregate Working Load Limit of all
tiedowns used to secure an article(s) must
not be less than one-half the weight of the
article(s)
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Direct Tiedowns
Calculation of aggregate Working Load Limit;
the sum of:
• one half of the WLL of each direct
tiedown that is connected between the
vehicle and the article of cargo
• the WLL of each direct tiedown that is
attached to the vehicle, passes
through or around and article, or is
attached to it, and is again attached to
the vehicle
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Indirect Tiedowns
• Calculation of aggregate Working Load Limit;
– sum of WLL of each tiedown
Each indirect tiedown which passes over an
article will be considered to be one tiedown.
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Tiedown Angles
• Direct Tiedown
– maximum 45 degrees
• Indirect Tiedown
– minimum 30 degrees
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Indirect Tiedowns
Minimum Number Required
Case 1: Cargo Blocked against forward movement by a
headboard, bulkhead, other cargo which is also
immobilized, or other appropriate blocking device
• one tiedown assembly for every 3.04 meters (10 feet) of article
length, or fraction thereof.
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Indirect Tiedowns
Minimum Number Required
Case 2: Cargo Not Blocked against forward movement
 One tiedown assembly for articles up to 1.52 m (5 ft) in length
and up to 500 kg (1100 lb) in weight
 Two tiedown assemblies if the article is:
- up to 1.52 m (5 ft) in length but over 500 kg (1100 lb)
- longer than 1.52 m (5 ft) but less than or equal to 3.04 m (10
ft) in length
 Two tiedown assemblies if the article is longer than 3.04 m (10
ft), and one additional tiedown assembly for every additional
3.04 m (10 ft) of article length, or part thereof, beyond the first
3.04 m (10 ft) of length.
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Indirect Tiedown Requirements
Tiedowns with forward blocking:
Tiedowns without forward blocking:
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Indirect Tiedowns
Example 1: One article - 5 feet long
Up to 500 kg
Over 500 kg
1
1
1
2
1
1
1
1
1
1
1
1
Case 1: Not Blocked Against Forward Movement
Proposed Standard
Current NSC Standard
Current FHWA Standard
Case 2: Blocked Against Forward Movement
Proposed Standard
Current NSC Standard
Current FHWA Standard
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Indirect Tiedowns
Example 2: One article - 10 feet long
Case 1: Not Blocked Against Forward Movement
Proposed Standard
Current NSC Standard
Current FHWA Standard
Case 2: Blocked Against Forward Movement
Proposed Standard
Current NSC Standard
Current FHWA Standard
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1
1
1
1
1
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Indirect Tiedowns
Example 3: Two articles - each 10 feet long
Case 1: Not Blocked Against Forward Movement
Proposed Standard
Current NSC Standard
Current FHWA Standard
3
2
2
Case 2: Blocked Against Forward Movement
Proposed Standard
Current NSC Standard
Current FHWA Standard
2
2
2
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Inspection of Securement Systems
• Driver must check cargo and securing devices:
– within first 80 km (50 miles) of start of trip
– periodically thereafter,
• when duty status changes
• after 3 hours or 240 km (150 miles)
• Inspection not required by driver if:
– vehicle is sealed and driver is not permitted to
open it
– inspection is impractical
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Part 3 - Specific Commodities
Specific additional securement requirements which take
precedence over the general requirements:
•
•
•
•
•
•
•
•
•
•
•
Logs
Dressed Lumber
Metal Coils
Paper Rolls
Concrete Pipe
Intermodal Containers
Automobiles, Light Trucks & Vans
Heavy Vehicles, Equipment & Machinery
Crushed Vehicles
Roll-on/Roll-off Containers
Large Boulders
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Logs
Applies to:
• more than four fully processed logs
• Shortwood: All logs typically up to 4.9 m (16 feet)
long.
• Longwood: All logs that are over 4.9 m (16 feet)
long. (long logs or treelength).
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Logs - General Requirements
• must use suitable vehicle
• vehicle must have bunks, bolsters, stakes or
standards to prevent logs from rolling
• all tiedowns must have WLL no less than
1800 kg (4000 lb.)
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Logs - Securement Requirements
Principles:
• each outside log must touch at least two stakes, or be stabilized
by other logs and extend beyond the end of the stake
• highest outside log on each side must touch each stake (below
the top of the stake)
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Logs - Securement Requirements
• load must be “crowned”; with top logs restrained by
indirect tiedowns
• tiedowns must be tensioned as tightly as possible;
additional tiedowns needed if logs are slippery or in
low friction conditions
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Vehicle Types
Section structured by vehicle type:
•
•
•
•
frame trucks
rail trucks and trailers
flatbed trucks and trailers
pole trailers
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Shortwood
• Crosswise - one stack:
– bottom logs must be supported by
vehicle structure to within 30 cm of each
end
– two tiedowns required for each stack
– if trailer over 10 m long, must be divided
into two stacks
– automatic tensioning device
requirement proposed for future
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Shortwood
• Crosswise - two stacks
– two stacks side by side on deck:
• no space between stacks
• outside edge of stacks must
be elevated (2.5 cm)
• minimum one tiedown over
each stack
– automatic tensioning device
requirement proposed for future
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Longwood
• must be be restrained against lateral movement at two or more
points (stakes, bunks, standards)
• each outside log must be secured by at least two indirect
tiedowns
• Pole Trailers:
– at least one tiedown required at each bunk, or
– at least two tiedown “wrappers” around entire load
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Dressed Lumber
Applies to:
– bundles of dressed lumber, packaged lumber,
building products such as plywood, gypsum board
or other materials of similar shape
• Two situations:
– without protective wrapping
– with protective wrapping
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Dressed Lumber - Without Protective Wrapping
One tier: general tiedown requirements apply
• Blocked:
· one indirect tiedown for every 3.04 meters (10 feet) of
length, or fraction thereof
• Not blocked:
· one indirect tiedown for bundles up to 1.52 m (5 ft) long and
up to 500 kg (1100 lb) in weight
· two indirect tiedowns for bundles up to 1.52 m (5 ft) long and
over 500 kg (1100 lb), or up to 3.04 m long
· two indirect tiedowns if longer than 3.04 m (10 ft), plus one
additional tiedown for every additional 3.04 m (10 ft).
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Multiple Tiers - No Protective Wrapping
Options:
a) blocked against lateral movement by stakes on the sides of the
vehicle and secured by indirect tiedowns laid out over the top
tier, as outlined in the general provisions of the standard
(section 2.2.4), or
b) restrained from lateral movement by blocking or high friction
devices between tiers and secured by tiedowns laid out over the
top tier, as outlined in the general provisions of the standard
(section 2.2.4), or
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Multiple Tiers - No Protective Wrapping
c) placed directly on top of other bundles or on spacers. The stack
of bundles must be:
• secured by indirect tiedowns over the second tier of bundles,
or at 1.85 m (6 ft) above the trailer deck, whichever is greater,
or not over 1.85 m (6 ft) above the trailer deck for other multiple
tiers in accordance with the general provisions of the standard
(section 2.2.4), and
• secured by indirect tiedowns over the top tier of bundles, in
accordance with the general provisions of the standard
(section 2.2.4) with a minimum of two tiedowns for bundle(s)
longer than 1.52 m (5 ft), or
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Multiple Tiers - No Protective Wrapping
With lateral
restraint
Without lateral
restraint
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Multiple Tiers - No Protective Wrapping
d) Secured by indirect tiedowns laid out over each tier of bundles,
in accordance with the general provisions of the standard
(section 2.2.4) with a minimum of two tiedowns over each top
bundle(s) longer than 1.52 m (5 ft), in all other circumstances.
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Multiple Tiers - With Protective Wrapping
• If covering material provides friction levels equivalent
to product being covered - same requirements as
uncovered bundles.
• If covering material is low friction, same requirements
as uncovered bundles except:
– at least one of the indirect tiedowns on each
bundle on the top tier must be chain.
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Metal Coils
Applies to:
– the transportation of one or more metal
coils which, individually or together, weigh
2268 kg (5000 pounds) or more
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Coil Orientation
Eyes Vertical
Eyes Crosswise
Eyes Lengthwise
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Eyes Vertical
• Must prevent tipping in all
directions
– at least three indirect
tiedowns across top of coil:
• one directly across top
• two diagonally across
• Must prevent shifting on
vehicle
– blocking, bracing or direct
tiedown to prevent forward
movement
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Eyes Crosswise
• Must prevent rolling:
– cradle, timbers, chocks or wedges
• Restraint:
– at least two direct tiedowns through the eye
• one to resist forward movement
• one to resist rearward movement
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Eyes Lengthwise
• Must prevent rolling - cradle, chocks, wedges etc
• Must prevent forward movement by blocking, bracing
or friction mats
• Three restraining options:
Option 1 - Two direct
tiedowns through the eye of
the coil, plus one indirect
tiedown over the top of the
coil
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Eyes Lengthwise
Option 2 - At least two direct
tiedowns through the eye of the coil,
plus one indirect tiedown over the
top of the coil
Option 3 - At least two
indirect tiedowns over the
top of the coil
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Paper Rolls
Applies to:
– shipments of paper rolls which,
individually or together, weigh 2268 kg
(5000 lb) or more
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Paper Rolls - Eyes Vertical
• ideally, rolls should be placed up against trailer walls
and against other rolls
• blocking, friction mats, tiedowns or void fillers needed
to prevent movement if rolls aren’t placed up against
walls
• need to prevent tipping by using bracing, banding
with other rolls, or tiedowns if:
– height is > 2 times the diameter (sideways)
– height is > 1.25 times diameter (forward)
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Paper Rolls - Eyes Vertical
• Full load
– blocked at front by bulkhead
– blocked laterally by walls
– blocking required at rear
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Paper Rolls - Eyes Vertical
• Split Loads:
– prevent forward movement by blocking, friction
mats, tiedowns or void fillers
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Paper Rolls - Eyes Vertical
• Stacked Loads:
– bottom layer must extend to front of vehicle
– must prevent second and higher layers from
shifting
• place against walls, void fillers, blocking, bracing, friction
mats
• can also use “blocking” roll from lower layer if protrudes
at least 50 mm (2 in)
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Paper Rolls - Eyes Horizontal
Loaded Crosswise:
• prevent rolling (forward & rearward)
by placing against walls or by using
chocks, wedges, blocking, or tiedowns
• prevent sliding (sideways) by void
fillers, friction mats, blocking, tiedowns
Stacked Loads:
• bottom row must extend to front of vehicle
• front and rear rolls on upper rows must be secured by banding
to other rolls
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Paper Rolls - Eyes Horizontal
• Loaded Lengthwise
– each roll must be blocked against movement:
• forward: vehicle structure, other cargo, blocking or
tiedowns
• rearward: other cargo, blocking, friction mats or tiedowns
– prevent rolling (sideways) by placing against walls or by
using chocks, wedges, blocking
• Stacked Loads:
• bottom row must be completely filled first
• rolls on upper rows must also be secured
against forward and rearward movement
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Concrete Pipe
Applies to:
– the transportation of concrete pipe on a
platform trailer or vehicle
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Concrete Pipe
• Blocking to prevent rolling:
• Arranging the load:
– pipe of different diameter - group same size pipes
together
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Concrete Pipe
– Bottom tier:
• cover full length of vehicle, or
• arrange partial tier in one or two groups
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Concrete Pipe
– Upper tiers and top tier:
• pipes placed in wells formed by tier below, no
new tiers until all wells are filled
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Concrete Pipe
• Bell Pipe:
– must be loaded on longitudinal spacers to raise bell above
vehicle floor
– one tier: bell ends must alternate
– multiple tiers: bell ends must be on the same side in each
row, and alternate between rows
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Concrete Pipe
Pipe Diameter Up to 1143 mm (45 in)
• stabilizing the bottom tier
– must be contained longitudinally by vehicle structure, stakes,
blocking, a locked pipe unloader or other means
– chain direct tiedowns must be used through the first and last
pipes
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Concrete Pipe
Pipe Diameter Up to 1143 mm (45 in)
Tiedowns:
• if each pipe is not secured with a tiedown:
– two indirect tiedowns must be used lengthwise over the
group of pipes
– one transverse tiedown must be used for every 3.0 m of load
length
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Concrete Pipe
Pipe Diameter Up to 1143 mm (45 in)
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Concrete Pipe
Pipe Diameter Over 1143 mm (45 in)
• front and rear pipes must be secured by blocking
• each pipe must be secured by direct tiedowns through the pipe
• two direct tiedowns must be used in the front and/or rear pipe if
they are not in contact with vehicle end structure, stakes, a
locked pipe loader or other appropriate blocking
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Intermodal Containers
Applies to:
– the transportation of intermodal containers
– cargo inside container must also meet
securement requirements of standard
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Intermodal Containers
On Container Chassis:
• must be secured to the container chassis with securement
devices or integral locking devices that cannot unintentionally
become unfastened while the vehicle is in transit. The
securement devices must restrain the container from moving
more than 1.27 cm (1/2 in) forward, more than 1.27 cm (1/2 in)
aft, more than 1.27 cm (1/2 in) to the right, more than 1.27 cm
(1/2 in) to the left, or more than 2.54 cm (1 in) vertically.
• the front and rear of the container must be secured
independently
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Intermodal Containers
On Flatdeck Vehicles (ie. not chassis)
• All lower corners of the intermodal container must rest upon the
vehicle, or the corners must be supported by a structure capable
of bearing the weight of the container and that support structure
must be independently secured to the motor vehicle.
• All lower corners of intermodal containers must be secured to
the vehicle by chains, wire ropes, or integral locking devices.
The front and rear of the container must be secured
independently.
• Each chain, wire rope, or integral locking device must be
attached to the container in a manner that prevents it from being
unintentionally unfastened while the vehicle is in transit.
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Automobiles, Light Trucks & Vans
Applies to:
– the transportation of automobiles, light
trucks, and vans which individually weigh
4500 kg. (10,000 lb) or less
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Automobiles, Light Trucks & Vans
• must be restrained at both the front and rear in the lateral,
forward, rearward, and vertical direction using a minimum of two
direct tiedowns.
• direct tiedowns that are designed to be affixed to the structure of
the automobile, light truck, or van shall use the mounting points
on those vehicles that have been specifically designed for that
purpose.
• direct tiedowns that are designed to fit over or around the
wheels of an automobile, light truck, or van shall provide
restraint in the lateral, longitudinal and vertical directions. Edge
protectors are not required for synthetic webbing at points where
the webbing comes in contact with the tires
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Heavy Vehicles, Equipment & Machinery
Applies to:
– the transportation of heavy vehicles, equipment
and machinery which operate on wheels or
tracks, such as front end loaders, bulldozers,
tractors, and power shovels and which
individually weigh 4500 kg. (10,000 lb) or more
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Heavy Vehicles, Equipment & Machinery
With crawler tracks or wheels:
• restrained in the lateral, forward, rearward, and vertical
direction using a minimum of four direct tiedowns each
having a working load limit of at least 2268 kg. (5000
pounds); and,
• blocked against forward movement.
• The direct tiedowns shall be affixed at the front and rear of the
vehicle, or mounting points on the vehicle that have been
specifically designed for that purpose.
• The tiedowns shall be pretensioned in accordance with the
manufacturers’ instructions.
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Flattened or Crushed Cars
Applies to:
– the transportation of vehicles such as
automobiles, light trucks, and vans which have
been flattened or crushed
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Flattened or Crushed Cars
• Flattened or crushed vehicles must be transported in such a
manner that:
 the cargo does not shift upon the transport vehicle while
in transit, and
 loose parts from the flattened vehicles do not become
dislodged and fall from the transport vehicle.
• The use of synthetic webbing to secure flattened or crushed
vehicles is prohibited.
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Flattened or Crushed Cars
Securement options:
1. have structural walls on four sides which extend to the full height
of the load which extend to the height of the load and which
block against movement of the cargo in the forward, rearward
and lateral directions; or,
2. have structural walls on three sides which extend to the full
height of the load and which block against movement of the
cargo in the forward, rearward and one lateral direction. In
addition a minimum of two indirect tiedowns are required per
vehicle stack with every tiedown having a minimum working load
limit 2268 kg (5000 pounds); or,
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Flattened or Crushed Cars
3. have structural walls on two sides which extend to the full height
of the load and which block against movement of the cargo in
the forward and rearward directions. In addition a minimum of
three indirect tiedowns are required per vehicle stack with every
tiedown having a minimum working load limit 2268 kg (5000
pounds); or,
4. which employ a minimum of four indirect tiedowns per vehicle
stack with every tiedown having a minimum working load limit
2268 kg (5000 pounds)
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Flattened or Crushed Cars
Containment of loose parts:
• must employ a containment system which prevents loose parts
from falling from all four sides of the vehicle and which extends
to the full height of the cargo. This system can be based on use
of structural walls, sides or sideboards, or suitable covering
material, alone or in combinations.
• the use of synthetic material for containment of loose parts is
permitted.
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Roll-on/Roll-off Containers
Applies to:
– the transportation of roll-on/roll-off and
hook lift containers
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Roll-on/Roll-off Containers
Securement requirements:
Front:
 lifting device and stops
Rear: within two metres of rear of container, one of:
 one indirect tiedown that secures the side rails of the vehicle
chassis and the container chassis at the same time; or
 two tiedowns installed lengthwise, each securing one side of the
container to one of the vehicle's side rails; or
 two hooks, or an equivalent mechanism, securing both sides of
the container to the vehicle chassis at least as effectively as the
tiedowns in the two previous items.
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Large Boulders
Applies to:
– the transport of large piece(s) of rock weighing in excess of 5
000 kg (11,000 lb.) or with a volume in excess of 2 cubicmeters on an open vehicle, or in a vehicle whose sides are
not designed and rated to contain such cargo.
• must be supported on at least two pieces of hard wood blocking
(at least 10 cm x 10 cm (4' x 4") nominal side dimensions)
extending the full width of the boulder.
• if no flat side, must be placed in a crib to prevent rolling.
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Cubic Shaped Boulders
• secured individually with at
least two chain tiedowns
used transversely across the
vehicle.
• aggregate WLL of the
tiedowns must be at least half
the weight of the boulder.
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Irregular Shaped - Stable Base
• secured individually with at
least two chain tiedowns used
transversely across the vehicle.
• aggregate WLL of the tiedowns
must be at least half the weight
of the boulder.
• tiedowns must pass over the
center of the boulder and must
be attached to the center
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Irregular Shaped - Unstable Base
Combination of chains required:

One chain must be used to surround
the top of the boulder (between 1/2
and 2/3 of the height). The WLL of
the chain must be at least half the
weight of the boulder.
•
Four chain tiedowns must be
attached to the surrounding chain
and the platform to form a blocking
mechanism which prevents any
horizontal movement. Each chain
must have a WLL of at least 1/4 the
weight of the boulder. The angle of
the chain must not exceed 45
degrees from the horizontal.
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Part 4 - Definitions
• common definitions seen as critical to
uniform implementation and interpretation
• attempt to include all key terms included in
proposed model regulation
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Part 5 - Referenced Standards
References:
•
•
•
•
•
•
•
•
•
•
•
Vehicle Structure
Anchor Points
Platform Bodies (Flatdecks)
Van, Sided & Dump Bodies
Tiedowns
Webbing Assemblies
Chain Assemblies
Wire Rope and Attachments
Synthetic Rope and Attachments
Strapping
Clamps and Latches
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Part 6: Default Working Load Limits
Example - Unmarked Chain
Size
7 mm (1/4 in)
8 mm (5/16 in)
10 mm (3/8 in)
11 mm (7/16 in)
13 mm (1/2 in)
Working Load Limit
590 kg (1300 lb)
860 kg (1900 lb)
1200 kg (2650 lb)
1590 kg (3500 lb)
2040 kg (4500 lb)
16 mm (5/8 in)
3130 kg (6900 lb)
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Part 6: Default Working Load Limits
Example - Unmarked Synthetic Webbing
Width
45 mm (1-3/4 in)
50 mm (2 in)
75 mm (3 in)
100 mm (4 in)
WLL
790 kg (1750 lb)
910 kg (2000 lb)
1360 kg (3000 lb)
1810 kg (4000 lb)
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Conclusions
• Proposed standard represents significant departure
from format of most current requirements:
– broader scope
– greater precision
– less interpretation required
• Proposed requirements do not imply major changes
for most commodities:
– clarification of general requirements
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Current Process
Validation:
– consultation on proposed standard
– seek reaction of Canadian jurisdictions and
stakeholders to proposal:
• acceptability as new standard
• outstanding issues which require resolution
– consolidate reaction, reconvene to address
concerns
Prospect:
– Uniform standard throughout North America
• adopted by reference, maintained jointly
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