Securing Trailer Loads- Whose responsibility is it? You might be surprised.

Securing Trailer Loads- Whose responsibility is it?

You might be surprised.

Damaged cargo due to shifting in transit is a real problem for carriers. Often this results in the carrier having to make a claim and more than likely, they will not be paid for the load.

In most cases, operators aren’t permitted on the dock to inspect or oversee the freight being loaded. The only opportunity to inspect is when they pull away to close the doors and even then, they can only see the cargo closest to the door. There is also an issue with sealed trailers that the operator can’t even inspect after he’s pulled away from the dock. In the case of sealed trailers, the operators aren’t responsible for the count but could still be held responsible for the condition of the cargo.

This is a real problem in the logistics industry as often times the driver is responsible for the load that he has signed off on and has to put blind faith in the shipper and their logistics team that the load is properly secured and its weight is correctly distributed across the axles.

During sudden stops, accelerations or hard turns, load shifting can be dangerous and in some cases fatal. Rollovers still account for the majority of operator deaths on the road. This is why there are federal, state and provincial load securement guidelines and regulations.

So who sets the rules and guidelines for load securement?

 In Canada, the Canadian Council of Motor Transport Administrators or CCMTA are the custodians of the National Safety Code or NSC which is a guideline for both federal and provincial agencies. The NSC lays out clearly the load securement guidelines in their North American Load Securement Driver Handbook, which can be found here. In the United States, the Department of Transportation has their own guidelines through their Federal Motor Carrier Safety Administration (FMCSA). The FMCSA and the CCMTA have jointly developed the North American standards represented in the North American Load Securement Driver Handbook. Referred to as the bible in load securement, every driver should have one in his cab.

So what do trucking inspectors look for in safety violations?

Load Limits of Restraining Devices

To understand the regulations, you must first understand the limits of the restraining devices. All of the restraining devices will have a printed or stamped Working Load Limit or WLL. Working Load Limit is defined by the NSC as “the maximum load that may be applied to a component of a cargo securement system during normal service.” All of the restraining devices' WLL combined must be equal to at least half of the total weight of the load according to the federal guidelines. For example, if the load weighs 20,000 lbs, then all of the restraining devices must add up to 10,000 lbs at the very least.

Straps and Tie Downs

Specifically the guidelines are very clear with regards to:

1) Number of straps required
2) Working load limit (referred to as WLL)
3) Conditions of the straps.

The NSC recommends 1 strap per 10 linear feet of cargo and if the cargo is on a flatbed or the van has no headboard, there is one additional strap required at the front of the cargo. All straps must be clearly marked with exact load limits and their condition should be inspected regularly for fraying. However, one of the main differences between the U.S. and Canadian regulations is with regard to the condition of the straps. In the US, if a strap has nick in it, it’s still permissible. In Canada, if a strap has a nick in it, it has a load limit of 0 lbs and is essentially unusable. We also recommend visiting manufacturer websites like Kinedyne to better understand their products’ limitations.

Blocking, Bracing and Dunnage

Depending on the type of cargo you’re hauling, there may be specific requirements with regards to transporting coils or hazardous materials. If an inspector sees these items listed on the documents, they may want to further inspect the bracing.

Loose bracing or blocking that may shift or travel in the trailer during transport can result in a fine. Some restraining devices such as load, logistic bars, shoring and decking beams can be used up against pallets in order to prevent the load from shifting back. Friction mats are useful in this case as well. Often when the load doesn’t line up with the trailer’s logistics posts, shippers will use dunnage, such as loose pallets to bring the load out to meet the load bar or shoring beam.

One new innovative solution is Exact-A-Track, which is a logistics bracket that spans the distance between a trailer’s logistics posts. Think of it as a mobile e track. It allows shippers to place a shoring or decking beam in smaller increments so they no longer have to use loose dunnage or other unsafe practices to secure loads. It’s about the same price as a shoring beam and much cheaper than using pallets and wood as dunnage or decking that shippers never get back.

The bottom line is there are rules and regulations that govern every aspect of load securement that are clearly laid out in federal, state and provincial guidelines. While it is the shared responsibility of drivers, carriers and shippers, ultimately these governing agencies all hold the driver or operator solely responsible. With this in mind you should never take a load that you feel may contravene any of these guidelines and work with your dispatcher and company to resolve your concerns before pulling away or signing any documentation.

 Therefore if you’re an operator or truck driver it’s vital that you understand the regulations clearly and  attend a training and attain any necessary certifications because ultimately it’s your life that is on the line when a load shifts.

Disclaimer: This opinion is presented as an overview summary and in no way, the opinions or information presented or expressed here are to be used as a replacement to or addendum to local provincial, state or federal laws or guidelines with regards to load securement. Carriers, operators, shippers and their logistics teams should refer to their local State, Provincial and Federal guidelines to ensure that they are abiding by their specific laws regarding Commercial Vehicle Load Securement. It is further recommended that all employees should attend a load securement training.