© CCMTA, 1999 1 A Uniform North American Cargo Securement Standard Overview of Proposed Model...

1© CCMTA, 1999

A Uniform North American Cargo Securement Standard

Overview of

Proposed Model Regulation

March 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

North American Standard Harmonization Committee

Membership: Open to all public & private stakeholders

and other interested parties

CanadaCouncil of Deputy

Ministers of Transportation

CCMTA

United StatesFederal Highway

Administration

CVSA

MexicoSecretaria de

Comunicaciones YTransportes

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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

Forward (braking)

Rearward(accelerating,braking in reverse)

Vertical (bumps, rough roads)

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

Direct

Blocked

Headboards, Sides,Tailgates, Blocking &

Bracing

Attached

Twist locks, Direct Tie-downs

IndirectFriction

Weight of load + Tie-downs

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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):

Force800 lb

Friction1000 lb

Forces: Total forward = 800 lb.

Restraint: Friction = Coefficient of Friction x Weight

Travel

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Coefficient of Friction

1000 lb.

Material 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)

Friction

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Forces on Cargo

Deceleration Force 800 lb1000 lb

Deceleration Force: 800 lb.

Restraint due to friction: 10 to 500 lb.

Friction 10 to 500 lb

Travel

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Forces on Cargo

Deceleration Force 800 lb

Deceleration Force: 800 lb.Effective Weight of Cargo: 2000 lb (1000+500+500)Restraint due to friction: 20 to 1000 lb.

Friction 20 to 1000 lb

Travel

Tiedown - tension 500 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

Angle = 90 degrees 60 degrees 45 degrees 30 degrees

Downforce 1000 lb 866 lb 707 lb 500 lb

? 500 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. Force800 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

Base

Force

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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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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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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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 un-marked 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

• 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

Calculation of aggregate Working Load Limit; the sum of:

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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 TiedownsMinimum 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 TiedownsMinimum 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 kgCase 1: Not Blocked Against Forward MovementProposed Standard 1 2Current NSC Standard 1 1Current FHWA Standard 1 1Case 2: Blocked Against Forward MovementProposed Standard 1 1Current NSC Standard 1 1Current FHWA Standard 1 1

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Indirect Tiedowns

Case 1: Not Blocked Against Forward MovementProposed Standard 2Current NSC Standard 1Current FHWA Standard 1Case 2: Blocked Against Forward MovementProposed Standard 1Current NSC Standard 1Current FHWA Standard 1

Example 2: One article - 10 feet long

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Indirect Tiedowns

Case 1: Not Blocked Against Forward MovementProposed Standard 3Current NSC Standard 2Current FHWA Standard 2Case 2: Blocked Against Forward Movement

Proposed Standard 2Current NSC Standard 2Current FHWA Standard 2

Example 3: Two articles - each 10 feet long

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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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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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With lateral restraint

Without lateral restraint

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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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• Full load– blocked at front by bulkhead – blocked laterally by walls– blocking required at rear

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• Split Loads:– prevent forward movement by blocking, friction

mats, tiedowns or void fillers

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• 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

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

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

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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

• 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 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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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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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 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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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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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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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 cubic-meters 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.

111© CCMTA, 1999

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

112© CCMTA, 1999

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.

113© CCMTA, 1999

Part 4 - Definitions

• common definitions seen as critical to uniform implementation and interpretation

• attempt to include all key terms included in proposed model regulation

114© CCMTA, 1999

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

115© CCMTA, 1999

Part 6: Default Working Load Limits

Example - Unmarked Chain Size Working Load Limit

7 mm (1/4 in) 590 kg (1300 lb) 8 mm (5/16 in) 860 kg (1900 lb)10 mm (3/8 in) 1200 kg (2650 lb)11 mm (7/16 in) 1590 kg (3500 lb)13 mm (1/2 in) 2040 kg (4500 lb)

16 mm (5/8 in) 3130 kg (6900 lb)

116© CCMTA, 1999

Part 6: Default Working Load Limits

Example - Unmarked Synthetic Webbing

Width WLL

45 mm (1-3/4 in) 790 kg (1750 lb)

50 mm (2 in) 910 kg (2000 lb)

75 mm (3 in) 1360 kg (3000 lb)

100 mm (4 in) 1810 kg (4000 lb)

117© CCMTA, 1999

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

118© CCMTA, 1999

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

© CCMTA, 1999 1 A Uniform North American Cargo Securement Standard Overview of Proposed Model...

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