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1© CCMTA, 1999
A Uniform North American Cargo Securement Standard
Overview of
Proposed Model Regulation
March 1999
2© CCMTA, 1999
3© CCMTA, 1999
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
4© CCMTA, 1999
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
5© CCMTA, 1999
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
6© CCMTA, 1999
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
7© CCMTA, 1999
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
8© CCMTA, 1999
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
9© CCMTA, 1999
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
10© CCMTA, 1999
11© CCMTA, 1999
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.
12© CCMTA, 1999
Performance Criteria
Forward (braking)
Rearward(accelerating,braking in reverse)
Vertical (bumps, rough roads)
Sideways(cornering)
13© CCMTA, 1999
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
14© CCMTA, 1999
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
15© CCMTA, 1999
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
16© CCMTA, 1999
Blocked Cargo
Cargo is restrained against movement in at least one direction by vehicle structures, such as headboards or bulkheads, or other cargo.
17© CCMTA, 1999
Attached Cargo - Direct Tiedowns
Cargo is restrained by tie-downs which are attached to both the vehicle and the cargo.
18© CCMTA, 1999
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.
19© CCMTA, 1999
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
20© CCMTA, 1999
Combined Restraint
Friction + Blocking
Friction + Direct Restraint
21© CCMTA, 1999
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
22© CCMTA, 1999
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
23© CCMTA, 1999
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
24© CCMTA, 1999
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
25© CCMTA, 1999
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
26© CCMTA, 1999
Indirect Tiedowns
Effectiveness: - maintain tension- keep articles of cargo together or fill gaps to prevent shifting- maintain steep tiedown angles
27© CCMTA, 1999
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
28© CCMTA, 1999
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.
29© CCMTA, 1999
30© CCMTA, 1999
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
31© CCMTA, 1999
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.
32© CCMTA, 1999
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
33© CCMTA, 1999
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
34© CCMTA, 1999
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
35© CCMTA, 1999
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
36© CCMTA, 1999
Securement System Strength Rating
• The Working Load Limit (WLL) of a tiedown is the lowest WLL of:– any of its components – the anchor points
37© CCMTA, 1999
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)
38© CCMTA, 1999
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.
39© CCMTA, 1999
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 un-marked equipment– need time to phase in; work with manufacturers
and carriers to develop implementation plan(s)
40© CCMTA, 1999
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
41© CCMTA, 1999
Condition 1: Fully Contained
• cargo is fully contained by structures of adequate strength
Dump bodies
Tankers
42© CCMTA, 1999
Condition 2: Immobilized by Structures
• cargo is immobilized by vehicle structures of adequate strength to prevent shifting or tipping
43© CCMTA, 1999
Condition 3: Immobilized by Other Means
• immobilized on or within a vehicle by appropriate means to prevent shifting or tipping
44© CCMTA, 1999
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
45© CCMTA, 1999
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)
46© CCMTA, 1999
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:
47© CCMTA, 1999
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.
48© CCMTA, 1999
Tiedown Angles
• Direct Tiedown– maximum 45 degrees
• Indirect Tiedown– minimum 30 degrees
49© CCMTA, 1999
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.
50© CCMTA, 1999
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.
51© CCMTA, 1999
Indirect Tiedown Requirements
Tiedowns with forward blocking:
Tiedowns without forward blocking:
52© CCMTA, 1999
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
53© CCMTA, 1999
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
54© CCMTA, 1999
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
55© CCMTA, 1999
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
56© CCMTA, 1999
57© CCMTA, 1999
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
58© CCMTA, 1999
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).
59© CCMTA, 1999
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.)
60© CCMTA, 1999
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)
61© CCMTA, 1999
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
62© CCMTA, 1999
Vehicle Types
Section structured by vehicle type:• frame trucks• rail trucks and trailers• flatbed trucks and trailers• pole trailers
63© CCMTA, 1999
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
64© CCMTA, 1999
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
65© CCMTA, 1999
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
66© CCMTA, 1999
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
67© CCMTA, 1999
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).
68© CCMTA, 1999
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
69© CCMTA, 1999
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
Multiple Tiers - No Protective Wrapping
70© CCMTA, 1999
Multiple Tiers - No Protective Wrapping
With lateral restraint
Without lateral restraint
71© CCMTA, 1999
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.
72© CCMTA, 1999
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.
73© CCMTA, 1999
Metal Coils
Applies to:
– the transportation of one or more metal coils which, individually or together, weigh 2268 kg (5000 pounds) or more
74© CCMTA, 1999
Coil Orientation
Eyes Vertical
Eyes Crosswise
Eyes Lengthwise
75© CCMTA, 1999
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
76© CCMTA, 1999
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
77© CCMTA, 1999
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
78© CCMTA, 1999
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
79© CCMTA, 1999
Paper Rolls
Applies to:
– shipments of paper rolls which, individually or together, weigh 2268 kg (5000 lb) or more
80© CCMTA, 1999
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)
81© CCMTA, 1999
Paper Rolls - Eyes Vertical
• Full load– blocked at front by bulkhead – blocked laterally by walls– blocking required at rear
82© CCMTA, 1999
Paper Rolls - Eyes Vertical
• Split Loads:– prevent forward movement by blocking, friction
mats, tiedowns or void fillers
83© CCMTA, 1999
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)
84© CCMTA, 1999
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
85© CCMTA, 1999
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
86© CCMTA, 1999
Concrete Pipe
Applies to:
– the transportation of concrete pipe on a platform trailer or vehicle
87© CCMTA, 1999
Concrete Pipe
• Blocking to prevent rolling:
• Arranging the load:– pipe of different diameter - group same size pipes
together
88© CCMTA, 1999
Concrete Pipe
– Bottom tier:• cover full length of vehicle, or
• arrange partial tier in one or two groups
89© CCMTA, 1999
Concrete Pipe
– Upper tiers and top tier:• pipes placed in wells formed by tier below, no
new tiers until all wells are filled
90© CCMTA, 1999
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
91© CCMTA, 1999
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
92© CCMTA, 1999
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
93© CCMTA, 1999
Concrete Pipe
Pipe Diameter Up to 1143 mm (45 in)
94© CCMTA, 1999
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
95© CCMTA, 1999
Intermodal Containers
Applies to:
– the transportation of intermodal containers– cargo inside container must also meet
securement requirements of standard
96© CCMTA, 1999
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
97© CCMTA, 1999
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.
98© CCMTA, 1999
Automobiles, Light Trucks & Vans
Applies to:
– the transportation of automobiles, light trucks, and vans which individually weigh 4500 kg. (10,000 lb) or less
99© CCMTA, 1999
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
100© CCMTA, 1999
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
101© CCMTA, 1999
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.
102© CCMTA, 1999
Flattened or Crushed Cars
Applies to:– the transportation of vehicles such as
automobiles, light trucks, and vans which have been flattened or crushed
103© CCMTA, 1999
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.
104© CCMTA, 1999
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,
105© CCMTA, 1999
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)
106© CCMTA, 1999
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.
107© CCMTA, 1999
Roll-on/Roll-off Containers
Applies to:
– the transportation of roll-on/roll-off and hook lift containers
108© CCMTA, 1999
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.
109© CCMTA, 1999
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.
110© CCMTA, 1999
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