Cargo Securement Checklist

Per 393.106, aggregate working load limit of tie-downs must equal at least half the cargo weight. Calculate WLL from manufacturer markings on each strap, chain, or binder — not breaking strength. A 4" strap typically rates 5,400 lb WLL; a 3/8" Grade 70 chain rates 6,600 lb.

Commodity-specific rules in 393.116–393.136 govern logs, lumber, metal coils, paper rolls, concrete pipe, intermodal containers, vehicles, flattened/crushed cars, large boulders, and hazardous materials. Selecting the wrong rule set is the most common Subpart I violation at roadside.

Match BOL piece count, declared weight, and dimensions against what was actually loaded. Discrepancies caught at the dock are an annotation; discrepancies caught at delivery are a claim.

Per 393.104(d), a webbing strap is unserviceable with cuts, knots, holes, melt or burn marks, exposed core yarns, or weakening from UV. Faded color across the full width is a UV indicator — replace, do not repair.

Reject chain with cracks, gouges, stretched links, or wear exceeding 10% of original link diameter. Inspect ratchet binders for bent handles, cracked frames, or seized pawls; lever binders for stretched hooks.

Per 393.110: one tie-down for articles ≤5 ft and ≤1,100 lb; two tie-downs for articles ≤5 ft and >1,100 lb or >5 ft and ≤10 ft; one additional tie-down for every 10 ft (or fraction) beyond 10 ft. Count then re-count — under-tied loads are the top flatbed roadside violation.

Capture all four sides and any commodity-specific securement points (coil bunks, V-blocks on pipe, J-hooks on equipment). Photos protect against shipper-blamed-the-driver claims and document compliance for CSA disputes.

Reference the specific section: 393.116 (logs), 393.118 (dressed lumber), 393.120 (metal coils — eye vertical, eye crosswise, suspended), 393.122 (paper rolls), 393.124 (concrete pipe), 393.126 (intermodal containers), 393.128 (light vehicles), 393.130 (heavy equipment with operating accessories), 393.132 (flattened/crushed vehicles), 393.134 (roll-off containers), 393.136 (large boulders).

Confirm placards on all four sides per 49 CFR 172.504, shipping papers within driver's reach, and emergency response info (CHEMTREC 1-800-424-9300 or shipper 24/7 number) on the BOL per 172.602. Missing emergency contact is an automatic out-of-service.

Dunnage that prevents forward shift must itself be prevented from sliding. For van loads, use load bars or airbags to fill voids between pallets and the nose bulkhead — a 1-inch shift gap becomes 12 inches under a hard brake.

Tarps must be tied off so no flap exceeds the load profile or extends below the trailer deck — a flapping tarp at 65 mph is a roadside violation and a hazard to following traffic. Place corner protectors at every contact point where webbing crosses a sharp edge to preserve strap WLL.

Cracked, bent, or torn stake pockets reduce anchor capacity below the tie-down's WLL — the weakest link governs. Rub-rail welds with visible cracking are out-of-service per CVSA criteria.

Recessed D-rings and sliding winches in tracks should move freely without binding and seat without lateral play. A winch that rocks in its track will walk loose during transit.

Per 393.106(b), the structure used to brace forward-shift cargo must be capable of withstanding 0.8g forward deceleration. Rotted floorboards, missing nail strips, or punctured front bulkheads compromise the load's forward restraint.

Note securement defects discovered and resolved on the DVIR per Part 396.11. For sealed van loads, record the seal number on the BOL — a broken seal at delivery without a documented exception is presumptively the carrier's liability.

Per 393.13, the driver must inspect cargo and securement within the first 50 miles after beginning the trip. Webbing and chain settle as the load shifts under road vibration — re-snug every binder and ratchet at the first safe pull-off.

Per 393.13(c), re-examine at every change of duty status, after every 3 hours of driving, or every 150 miles — whichever comes first. Annotate the ELD or paper log; an undocumented re-inspection is treated as no re-inspection during a compliance review.

Stop at the next safe location and call dispatch before continuing. Document the defect, the corrective action, and the time on the DVIR. Continuing in OOS condition voids cargo coverage on most policies.