Cargo Weight and Balance Checklist

Sweep the floor end-to-end and check for stray pallet shards, nails, and broken banding. Residue from the prior load (especially food-grade reefer or chemical drums) can cause cargo claims on the next shipment.

Look for soft spots in the floor, broken cross-members, holes in the roof, or daylight at the rear doors. Any defect that compromises load securement or weather protection should go on the DVIR before loading begins.

Per FMCSR 393.104, anchor points must be in proper working order with no cracks or deformation. Pulled E-track is a frequent CSA Vehicle Maintenance violation and will not hold a tensioned strap under braking.

Photograph the empty trailer floor, walls, and rear doors before product is loaded. These shots are the carrier's first line of defense if the consignee alleges concealed damage.

Pallet count, piece count, and described commodity on the BOL must match what is actually loaded. Sign SLC (Shipper Load and Count) only when you cannot break down and count; otherwise count and note exceptions before signing.

For LTL, an incorrect NMFC class or low-stated weight triggers a reclass and weight-and-inspection fee from the carrier. Verify against the rate confirmation before the truck leaves the dock.

Ask the shipper whether any line on the BOL is regulated hazmat. If yes, the load triggers placarding, Part 397 routing rules, and driver hazmat-endorsement verification — handled in the next step.

49 CFR 172.602 requires a 24/7 emergency response phone (typically CHEMTREC) on the shipping paper. Confirm placards match the primary hazard class on all four sides, and that the driver's CDL shows an active H or X endorsement.

Federal limit on interstate highways is 80,000 lb GVW without an overweight permit. Subtract empty tractor/trailer tare from the limit before deciding how much freight can load — most dry vans tare around 32,000–34,000 lb, leaving roughly 45,000–46,000 lb of usable payload.

Federal axle limits: 12,000 lb steers, 34,000 lb tandem drives, 34,000 lb tandem trailer. Heavy pallets nose-loaded over the kingpin overload the drives; rear-loaded overloads the trailer tandems. Aim to place the densest freight over the 5th wheel and taper weight toward the rear.

Record each axle group from the scale ticket. CAT scales offer a free reweigh within an hour if you need to slide the tandems — use it before paying twice.

If any axle is over, choose the cheaper fix first: a tandem slide redistributes weight between drives and trailer tandems. Reloading is required when the gross is over or when bridge formula spacing is violated.

Rule of thumb: one hole equals roughly 250–400 lb shifted between drives and trailer tandems depending on trailer make. Move toward the overweight axle to take weight off it, then pull back onto the scale for the free reweigh.

Return to the dock, have the shipper or a lumper restage pallets, and re-scale. Document the reason for the rework — repeated overweights from the same shipper are a rate-negotiation point.

Aggregate working load limit of all tiedowns must equal at least 50% of cargo weight (Part 393.106). Use 4" straps for general freight, chain and binders for steel and machinery, load bars or airbags for partial loads to prevent fore-aft shift.

Pinwheel or alternate pallet orientation so freight is captured against both walls. Voids between pallets are the leading cause of in-transit shift and tipped loads on freeway off-ramps.

Per Part 393.104(b), tiedowns with knots, cuts of 25% or more of the edge stitching, or worn-through chain links are unusable. Pull damaged equipment from service immediately — CVSA OOS criteria treat unsafe tiedowns as a vehicle out-of-service violation.

Write the seal number on the BOL and have the shipper countersign. Consignees that find a broken or mismatched seal will refuse the load — the seal number is the chain-of-custody record.

Check rear doors latched, dock plate pulled, landing gear up, gladhands connected, trailer light cord seated, and tandem pins fully locked in their new position after any slide.

The driver needs the signed BOL, the CAT scale ticket showing legal weights, and any hazmat shipping papers in the cab door pocket — not the glove box — per Part 177.817 for hazmat accessibility.

Retain the BOL, scale ticket, seal record, and any photos in the load file for at least one year per Part 379 retention rules. These records are the first thing requested in a cargo claim or a roadside overweight dispute.