FMCSA tightens rules for loads of veneer Posted by DC Cargo Mall on December 01, 2010

FMCSA tightens rules for loads of veneer

According to new guidance from the Federal Motor Carrier Safety Administration (FMCSA), loads of wood veneer must be secured in the same manner as dressed lumber or similar building products. Motor carriers hauling veneer must follow the load specific requirements of Federal Motor Carrier Safety Regulations Part 393.118, which may include the addition of straps thrown over the middle tier. Enforcement officers can no longer allow drivers to just throw straps over the top of a three-tier load, as pictured here.

Oregon DOT Motor Carrier Transportation Division safety managers have announced that beginning June 1, 2010, Oregon enforcement officers will place a vehicle out-of-service when veneer loads are not properly secured. Other states may choose to start enforcement earlier than that, however. Washington State, for example, began enforcing the new requirements on December 1, 2009.

Motor carriers should check the complete rules in FMCSR 393.118, but here's a general summary of requirements:

Bundles One or Two Tiers High:
Bundles must be secured with tiedowns over the top tier.

*Bundles Three Tiers High:
Bundles require tiedowns over the top tier, PLUS one of the following:

Stakes on vehicle sides to prevent lateral movement; or
Blocking or friction devices between tiers to prevent lateral movement; or
Tiedowns over the middle tier; or
Tiedowns over each tier; or
Loaded in a sided vehicle or container of adequate strength (does not include curtain vans or tautliners).
NOTE: At least two tiedowns are required for bundles two or more tiers high and longer than 5 feet. All tiedowns required for each tier must be secured under the WEIGHT and LENGTH requirements in FMCSR 393.106 and 393.110.



Background regarding cargo securement rules
Cargo load securement rules apply to trucks, truck tractors, semitrailers, full trailers, and pole trailers. Each commercial motor vehicle must, when transporting cargo on public roads, be loaded and equipped, and the cargo secured, to prevent it from leaking, spilling, blowing or falling from the vehicle. Cargo must also be contained, immobilized or secured to prevent shifting upon or within the vehicle to such an extent that the vehicle´s stability or maneuverability is adversely affected. Read more about the rules at the Federal Motor Carrier Safety Administration's Web site.

Securement rules changed significantly in January 2004. Comprehensive federal regulations, which were originally announced in December 2002, arose from years of research and the evaluation of U.S. and Canadian regulations, trucking industry best practices, and recommendations presented during a series of public meetings with industry experts, enforcement officials, and interested parties. Read the final rules regarding Development of a North American Standard for Protection Against Shifting and Falling Cargo.

In August 2004, the Federal Motor Carrier Safety Administration issued guidance regarding the use of tiedowns and the Working Load Limit assigned to a tiedown. The limit assigned depends on whether the tiedown is indirect securement or direct securement. See Guidance Regarding Tiedowns and Working Load Limits.

Securement rules were adjusted in 2005 as a result of a rulemaking that addressed manufacturing standards for tiedowns and securement requirements for dressed lumber, metal coils, paper rolls, intermodal containers, and flattened cars. With most of the changes, securement rules become less strict. View slideshow describing certain changes.

Major changes include the following:

Securement Devices and Rub Rails — A requirement that securement devices must be inboard of the rub rails has been removed. Motor carriers may now place securement devices either inside or outside the rub rails.

Gut Wrappers — Gut wrappers are not required on multiple tiers of lumber, when lumber is loaded in a sided-vehicle and the sides are strong enough.

Flattened or Crushed Vehicles — Vehicles used to transport flattened or crushed vehicles must be equipped with a means to prevent liquids from leaking from the bottom of the vehicle, and loose parts from falling from the bottom and all four sides of the vehicle extending to the full height of the cargo.

Guidance for Securing Heavy Equipment — The Federal Register includes regulatory guidance for securing heavy equipment. Generally, all accessory equipment must be lowered and secured to the vehicle. A locking pin or other mechanism that prevents the accessory equipment from moving up and down and from side-to-side may be used for the securement. If a pin or other mechanism locks the accessory equipment in place, a separate securement device, such as a chain, IS NOT required. If there is no locking pin or other mechanism to prevent the accessory equipment from moving, then separate securement is required.

Definition of Metal Coil — A definition of “metal coil” has been added to the list of definitions in Section 393.5 of the Motor Carrier Safety Regulations. Metal coil means an article of cargo comprised of elements, mixtures, compounds, or alloys commonly known as metal, metal foil, metal leaf, forged metal, stamped metal, metal wire, metal rod, or metal chain that are packaged as a roll, coil, spool, wind, or wrap, including plastic or rubber coated electrical wire and communications.

New Guide to Aggregate Working Load Limit
The aggregate working load limit of tiedowns used to secure an article or group of articles against movement must be at least one-half times the weight of the article or group of articles.

The aggregate working load limit is the sum of:

One-half the working load limit of each tiedown that goes from an anchor point on the vehicle to an anchor point on an article of cargo.
(NEW) One-half the working load limit of each tiedown that is attached to an anchor point on the vehicle, passes through, over, or around the article of cargo, and is then attached to an anchor point on the same side of the vehicle.
The full working load limit for each tiedown that goes from an anchor point on the vehicle, through, over, or around the article of cargo, and then attaches to another anchor point on the other side of the vehicle.
(NEW) The aggregate working load limit for tiedowns used to secure a stack of logs on a frame vehicle, or a flatbed vehicle equipped with bunks, bolsters, or stakes must be at least one-sixth the weight of the stack of logs.

Log Securement – Clarification
Many log trucks require only two tiedowns (wrappers) to satisfy the cargo securement requirements in FMCSR Part 393.116. However, to meet OSHA standards the load may require more than two. In an inspection, a violation exists only if the REQUIRED NUMBER of tiedowns, per FMCSR standards, are loose, missing, or defective. If the additional wrappers are loose, it is not considered a violation.

What is a loose wrapper? Generally, for a wrapper to be considered loose on a log truck the wrapper would be hanging down, with no contact between the wrapper and the bottom of the logs. If extra mechanical means is needed to tighten a binder, then it is already tight enough. Manufacturers of lever type load binders recommend AGAINST the use of a handle extender (cheater pipe). The increased leverage gained by using a cheater pipe can cause deformation and failure of the chain and load binder.