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 ‘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. 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, what’s required, what’s 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 Force800 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 Force800 lb Travel Deceleration Force: 800 lb. Effective Weight of Cargo: 2000 lb (1000+500+500) Restraint due to friction: 20 to 1000 lb.

25. ? 500 lb 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 • 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. 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.