A Uniform North American Cargo Securement Standard

1
A Uniform North American Cargo Securement
Standard

• Overview of
• Proposed Model Regulation
• March 1999

2

• Context

3
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
Background

• Research program to address problems with cargo
  securement developed by Ontario MTO in early
  90s
• 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
Standard Development - Organization
Canada Council of Deputy Ministers of
Transportation
United States Federal Highway Administration
Mexico Secretaria de Comunicaciones Y Transportes
CCMTA
CVSA
North American Standard Harmonization Committee
Membership Open to all public private
stakeholders and other interested parties
6
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
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
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
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,
  whats required, whats good practice, basis for
  training programs

10
Cargo Securement Principles
11
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
Performance Criteria
Vertical (bumps, rough roads)
Rearward (accelerating, braking in reverse)
Forward (braking)
Sideways (cornering)
13
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
Securement Approaches
15
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
Blocked Cargo
Cargo is restrained against movement in at least
one direction by vehicle structures, such as
headboards or bulkheads, or other cargo.
17
Attached Cargo - Direct Tiedowns
Cargo is restrained by tie-downs which are
attached to both the vehicle and the cargo.
18
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
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
Combined Restraint
Friction Blocking
Friction Direct Restraint
21
Forces on Cargo
Forward Direction (eg. under braking)
Friction
Force800 lb
1000 lb
Travel
Forces Total forward 800 lb. Restraint
Friction Coefficient of Friction x Weight
22
Coefficient of Friction
Friction
1000 lb.
23
Forces on Cargo
Friction 10 to 500 lb
Deceleration Force 800 lb
1000 lb
Travel
Deceleration Force 800 lb. Restraint due to
friction 10 to 500 lb.
24
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 (1000500500) Restraint due to
friction 20 to 1000 lb.
25
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
26
Indirect Tiedowns
Effectiveness - maintain tension - keep
articles of cargo together or fill gaps to
prevent shifting - maintain steep tiedown
angles
27
Direct Tiedowns
Force800 lb
1000 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
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.
29
Model Regulation
30
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
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
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
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
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
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
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
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
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
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
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
Condition 1 Fully Contained

• cargo is fully contained by structures of
  adequate strength

Dump bodies
Tankers
42
Condition 2 Immobilized by Structures

• cargo is immobilized by vehicle structures of
  adequate strength to prevent shifting or tipping

43
Condition 3 Immobilized by Other Means

• immobilized on or within a vehicle by appropriate
  means to prevent shifting or tipping

44
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
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
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

47
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
Tiedown Angles

• Direct Tiedown
• maximum 45 degrees
• Indirect Tiedown
• minimum 30 degrees

49
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
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
Indirect Tiedown Requirements
Tiedowns with forward blocking
Tiedowns without forward blocking
52
Indirect Tiedowns
Example 1 One article - 5 feet long
53
Indirect Tiedowns
Example 2 One article - 10 feet long
54
Indirect Tiedowns
Example 3 Two articles - each 10 feet long
55
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

• Detailed
• Sections

57
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
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
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
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
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
Vehicle Types

• Section structured by vehicle type
• frame trucks
• rail trucks and trailers
• flatbed trucks and trailers
• pole trailers

63
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
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
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
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
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
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
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

70
Multiple Tiers - No Protective Wrapping
With lateral restraint
Without lateral restraint
71
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
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
Metal Coils

• Applies to
• the transportation of one or more metal coils
  which, individually or together, weigh 2268 kg
  (5000 pounds) or more

74
Coil Orientation

• Eyes Vertical
• Eyes Crosswise
• Eyes Lengthwise

75
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
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
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
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
Paper Rolls

• Applies to
• shipments of paper rolls which, individually or
  together, weigh 2268 kg (5000 lb) or more

80
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 arent placed
  up against walls
• need to prevent tipping by using bracing, banding
  with other rolls, or tiedowns if
• height is gt 2 times the diameter (sideways)
• height is gt 1.25 times diameter (forward)

81
Paper Rolls - Eyes Vertical

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

82
Paper Rolls - Eyes Vertical

• Split Loads
• prevent forward movement by blocking, friction
  mats, tiedowns or void fillers

83
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
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

85
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
Concrete Pipe

• Applies to
• the transportation of concrete pipe on a platform
  trailer or vehicle

87
Concrete Pipe

• Blocking to prevent rolling
• Arranging the load
• pipe of different diameter - group same size
  pipes together

88
Concrete Pipe

• Bottom tier
• cover full length of vehicle, or
• arrange partial tier in one or two groups

89
Concrete Pipe

• Upper tiers and top tier
• pipes placed in wells formed by tier below, no
  new tiers until all wells are filled

90
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
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
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
Concrete Pipe

• Pipe Diameter Up to 1143 mm (45 in)

94
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
Intermodal Containers

• Applies to
• the transportation of intermodal containers
• cargo inside container must also meet securement
  requirements of standard

96
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
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
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
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
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
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
Flattened or Crushed Cars

• Applies to
• the transportation of vehicles such as
  automobiles, light trucks, and vans which have
  been flattened or crushed

103
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
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
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
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
Roll-on/Roll-off Containers

• Applies to
• the transportation of roll-on/roll-off and hook
  lift containers

108
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
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
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
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
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
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
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
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
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
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
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