Source: https://de.scribd.com/document/221393763/NSC-Road-Cargo-Securement
Timestamp: 2020-08-15 08:46:11
Document Index: 110930200

Matched Legal Cases: ['ART 2', 'ART 3', 'art 1', 'art 2', 'art 4', 'art 4', 'art 1', 'art 1', 'art 1', 'art 1', 'ART 4']

NSC Road Cargo Securement | Cargo | Vehicles
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Standard 10: Cargo Securement – June 2013
The NSC Standard 10 Cargo Securement was approved by the Council of Ministers Responsible for Transportation and Highway Safety on June 8, 2013.
The content and numbering of this text is identical to the Standard as approved by the Council of Ministers; however the appearance and layout may be different, including the pagination, the header and footer. This style has been adopted to be consistent with all standards that appear in the Manual: National Safety Code for Motor Carriers.
June 2013 ISBN 978-0-9878957-2-1
Division 2 - General Performance Criteria
Division 3 - Requirements for Cargo Securement Systems
Securing Devices Marked With Working Load Limit
Unmarked Securing Devices
Blocking Systems to Prevent Forward Movement
Material Used For Cargo Securement
Placement of Articles of Cargo
Division 4 - Tiedowns
Division 5 - Front End Structures
PART 2 - SPECIFIC SECUREMENT REQUIREMENTS BY CARGO TYPE
Division 1 - Logs
Shortwood loaded
Longwood loaded
Division 2 - Dressed Lumber
Securement system for dressed lumber
Bundles blocked against lateral movement by stakes
Bundles restrained from lateral movement by blocking or high friction devices
Bundles placed directly on top of other bundles or on spacers of adequate size and orientation
Division 3 - Metal Coils
Coils transported with eyes vertical by a vehicle or an intermodal container with anchor points.10-25
Coils transported with eyes crosswise by a vehicle or an intermodal container with anchor points…
Coils transported with eyes lengthwise by a vehicle or an intermodal container with anchor points
Rows of Coils with Eyes Lengthwise
Securement of Coils Transported in a Sided Vehicle or Intermodal Container without Anchor Points
Division 4 - Paper Rolls
Single layer of paper rolls transported eyes vertical in a sided vehicle
Split cargo of paper rolls transported with eyes vertical in a sided vehicle
Stacked cargo of paper rolls transported with eyes vertical in a sided vehicle
Single layer of paper rolls transported eyes crosswise in a sided vehicle
Stacked cargo of paper rolls transported eyes crosswise in a sided vehicle
Single layer of paper rolls transported eyes lengthwise in a sided vehicle
Stacked cargo of paper rolls transported eyes lengthwise in a sided vehicle
Cargo of Paper rolls transported with eyes vertical or with eyes lengthwise on a flatbed vehicle or in
Cargo of Paper rolls transported with eyes crosswise on a flatbed vehicle or in a curtain sided vehicle
a curtain sided vehicle
Division 5 -Concrete Pipe
Multi-sized pipe
Single layer or Bottom layer, small pipe
Tiedowns for securing layers of small concrete pipes
Division 6 - Intermodal Containers
Intermodal container transported on Container chassis vehicle
Loaded intermodal container transported on other vehicles
Empty intermodal container transported on other vehicles
Division 7 - Vehicles as Cargo
Securement system for immobilizing stacks of flattened or crushed vehicles
Division 8 - Roll-on/roll-off and Hook Lift Containers
Division 9 - Boulders
PART 3 - Default Working Load Limits
4 - Manufacturing Standards
The standard was drafted with the objective to provide jurisdictions with a standard which can be adopted by reference.
Each jurisdiction may encounter situations where existing legislation or regulations contain definitions or provisions which conflict or overlap with the contents of this Standard. For this reason, the following sections are offered as optional text for consideration by jurisdictions where needed:
Interpretation (Definitions)
“driver” includes the owner of the vehicle if the owner of the vehicle is not the carrier
A carrier shall not permit a driver to operate a vehicle where the cargo transported in or on the vehicle is not contained, immobilized or secured in accordance with this Standard.
A driver shall not operate a vehicle where the cargo transported in or on the vehicle is not contained, immobilized or secured in accordance with this Standard.
Cargo transported by a vehicle shall be contained, immobilized or secured so that it cannot
(b) shift upon or within the vehicle to such an extent that the vehicle’s stability or manoeuvrability is adversely affected
“anchor point” means the part of the structure, fitting or attachment on a vehicle or cargo to which a tiedown is attached;
“bell pipe” means concrete pipe with a flanged end that is bigger in diameter than the barrel;
“blocking” means a substantial structure, device or article placed against or around cargo to prevent horizontal movement;
“bolster” means a transverse, load bearing, structural horizontal component of a bunk securing device;
“boulder” means a single piece of natural or quarried, irregularly shaped rock
that weighs 5 000 kilograms or more, or
that has a volume of more than 2 cubic metres;
“bracing” means a structure, device or article placed against another structure, device or article to prevent tipping;
“bulkhead” means a vertical barrier across a vehicle to prevent the cargo moving forward;
“bundle” means articles that have been unitized for the purpose of securing them as a single article with a uniform shape;
“bunk” means a horizontal bolster that
is installed transversely across a vehicle, and
is fitted with a stake at each end;
“cab shield” means a vertical barrier
placed directly behind the cab of a truck or truck tractor, and
capable of protecting the driver if cargo moves forward;
“cargo” means all articles or material carried by a vehicle, including those used in the operation of the vehicle
“cargo securement system” means the method by which cargo is contained or secured and includes vehicle structures, securing devices and all components of the system
“chock” means a tapered or wedge-shaped part used to prevent round articles from rolling
“cleat” means a short piece of material nailed to the deck to reinforce blocking;
“coil bunk” means a device that keeps the timbers supporting a metal coil in place;
“contained” with respect to cargo means that
“container chassis vehicle” means a vehicle specifically built for and fitted with locking devices for the transport of intermodal containers;
“cradle” means a structure that holds a circular article and prevents it from rolling;
“cylinder well” means the depression formed between 2 cylindrical articles when they are laid against each other with their eyes horizontal and parallel;
“deck” means the floor of a vehicle onto which the cargo is loaded;
“dunnage” means loose material used to support and protect cargo;
"duty status" means, in respect of a driver, any of the following periods:
off-duty time spent in a sleeper berth;
off-duty time, other than time spent in a sleeper berth;
driving time; or
on-duty time, other than driving time.
“edge protector” means a device put on the exposed edge of an article of cargo
“flatbed vehicle” means a vehicle with a deck but no permanent sides;
“forward” with respect to a vehicle means towards the cab or engine;
“frame vehicle” means a vehicle for transporting logs that has a skeletal structure fitted with a front bunk and a rear bunk that together cradle a stack of logs as an integral part of the vehicle;
“friction mat” means a device placed between a deck and cargo, or between articles of cargo, that increases the friction between them;
"front end structure" means a vertical barrier across the front of a deck that prevents cargo moving forward;
“heavy vehicle” means
(ii) equipment or machinery that operates on wheels or tracks and weighs more than 4 500
“Hook-lift Container” means a specialized container that is loaded and unloaded onto a tilt frame body by an articulating hook-arm.
“integral locking device “ means a device that is designed and used to restrain an article of cargo by
connecting and locking attachment points on the article to anchor points on the vehicle;
“integral securement system” means a roll-on/roll-off container or a Hook-lift Container and the vehicle used to transport them which are equipped with compatible front and rear hold-down devices which secure the container to the vehicle;
“intermodal container” means a reusable, transportable container that is specially designed with integral locking devices to secure it to a container chassis vehicle;
“large pipe” means concrete pipe with an inside diameter of more than 114.3 centimetres;
“lengthwise” means along the vehicle from the cab or tongue at the front to the rear;
“light vehicle” means an automobile, truck or van that weighs 4 500 kilograms or less;
“log” includes a utility pole, a treated pole and a building component of a log cabin;
“longwood” means logs longer than 4.9 m;
“pallet” means a platform or tray on which cargo is placed so that it can be handled as a unit;
“pole trailer” means a trailer with a frame that consists only of a drawbar;
“rail vehicle” means a vehicle fitted with stakes at the front and rear to contain logs loaded crosswise;
“restrain” includes prevent from tipping or moving;
“Roll-on / Roll-off Container” means a specialized container which is loaded and unloaded onto a tilt frame body by a lifting mechanism in conjunction with rollers which are fixed to the container.
“rub rail” means a rail along the side of a vehicle that protects the side of the vehicle from impact;
“securing device” means a device specifically designed and manufactured to attach, restrain or secure cargo;
“shoring bar ” means a device placed transversely between the walls of a vehicle and cargo to prevent the cargo from tipping or moving;
“shortwood” means logs that are not more than 4.9 metres long;
“sided vehicle” means a vehicle, including a van, a dump bodied vehicle and a sided intermodal container carried by vehicle, with a cargo compartment that is enclosed on all sides by walls
“small pipe” means concrete pipe with an inside diameter of up to 114.3 centimetres;
“spacer” means material placed under an article, or between layers of articles, to make loading and unloading easier;
“stake” means a part, including a standard, that
“strapping” means tensioned strips of material that are clamped or crimped back on themselves;
“tiedown” means a combination of securing devices that are attached to one or more anchor points on a vehicle;
"transport" means the carriage of cargo by a vehicle while on a highway
“unitized” means wrapped, banded or bound together so that several articles can be handled as a single article of cargo or behave as a single article;
“vehicle” means a truck, a truck tractor, individually or in combination with one or more semitrailers or trailers
“void filler” means material that is
(ii) is strong enough to prevent the cargo from moving;
“working load limit” means the maximum load that may be applied to a component of a cargo securement system during normal service determined in accordance with Divisions 3 and 4 of Part 1.
This Standard applies to a vehicle or combination of vehicles
transporting cargo on a highway, and
exceeding a registered gross vehicle weight of 4 500 kilograms.
This Standard applies when an intermodal container is used to transport cargo.
inspect the vehicle to confirm that the vehicle’s tailgate, tailboard, doors, tarpaulins and spare tire, and other equipment used in its operation, are secured,
ensure that the cargo does not interfere with the driver’s ability to drive the vehicle safely, and
ensure that the cargo does not interfere with the free exit of a person from the cab or driver’s compartment of the vehicle.
The driver of a vehicle shall inspect the vehicle’s cargo and the cargo securement system used and make necessary adjustments:
before driving the vehicle, and
not more than 80 kilometres from the point where the cargo was loaded,
The driver of a vehicle shall regularly re-inspect the vehicle’s cargo and the cargo securement systems used and make adjustments to the cargo or cargo securement system as necessary, including adding more securing devices, at intervals based on whichever of the following occurs first:
there is a change of duty status of the driver,
the vehicle has been driven for 3 hours; or
the vehicle has been driven for 240 kilometres.
Subsections (2) and (3) do not apply to a driver where
the cargo is sealed in a vehicle and the driver has been ordered not to open it to inspect the cargo, or
the vehicle is loaded in a manner that makes the cargo, or portions of the cargo, inaccessible.
The driver of a vehicle transporting logs, before the vehicle enters a highway from a private road, shall:
(a) inspect the vehicle, the logs and the securing devices to ensure compliance with this Standard,
make necessary adjustments to the securing devices, including adding more securing devices.
Cargo securement systems, and each component of a system, used to contain, immobilize or secure cargo on or within the vehicle shall be strong enough to withstand the forces described in section 5(1).
The components of the cargo securement system of a vehicle.
shall be in proper working order,
shall be fit for the purpose for which they are used,
shall have no knots, damaged or weakened components that will adversely affect their performance for cargo securement purposes, and
shall not have any cracks or cuts.
A securing device, integral locking device, movable structure or blocking device used to secure cargo to a vehicle shall itself be secured in a manner that prevents it from becoming unfastened while the vehicle is on a highway.
The cargo securement system shall be capable of withstanding the forces that result if the vehicle is subjected to each of the following accelerations:
0.8 g deceleration in a forward direction;
0.5 g deceleration in a rearward direction;
0.5 g acceleration in either sideways direction.
The cargo securement system shall provide a downward force equal to at least 20 % of the weight of an article of cargo if the article is not fully contained within the structure of the vehicle.
The load on a component of a cargo securement system that reacts to a force referred to in subsection (1) or (2), shall not exceed the working load limit of the component.
The cargo securement system used to contain, immobilize or restrain cargo shall be appropriate for the size, shape, strength and characteristics of the cargo.
The securing devices used to secure cargo on or within a vehicle shall be
designed and constructed for the purpose for which they are used, and
used and maintained in accordance with the manufacturer’s instructions.
7 Where cargo transported by a vehicle is contained, immobilized or secured in accordance with the applicable requirements of Divisions 3, 4 and 5 and Part 2, it meets the requirements of Section 5.
8 This Division does not apply to the transportation of a commodity that is transported in bulk, lacks structure, fixed shape or is fluid, and is transported in
a tank, hopper, box or container that is manufactured as part of the vehicle in which it is transported, or
a vehicle that is specifically manufactured to transport the commodity.
9. Cargo shall be firmly immobilized or secured on or within a vehicle by structures of adequate strength, blocking, bracing, dunnage or dunnage bags, shoring bars, tiedowns or a combination of these.
In this section, the “aggregate working load limit” is the sum of One-half of the working load limit for each end section of a tiedown that is attached to an anchor point.
The aggregate working load limit of the cargo securement system used to secure a group of articles of cargo on or within a vehicle shall be not less than 50% of the total weight of the group.
The working load limit of a tiedown or a component of a tiedown that is marked by its manufacturer with a numeric working load limit is the marked working load limit.
A tiedown or a component of a tiedown that is marked by its manufacturer in accordance with a standard referred to in Part 4 has a working load limit equal to that standard.
A chain that is marked by the manufacturer in accordance with the table of Working Load Limits under Part 4 – Section 7 has a working load limit equal to the amount shown for the grade and size.
A person shall not use a tiedown or a component of a tiedown to secure cargo to a vehicle unless it is marked by the manufacturer with respect to its working load limit.
Deleted September 2010
Deleted September 2010.
To be considered part of a cargo securement system, a friction mat must be marked by its manufacturer with the maximum usable friction resistance (in g’s) the mat will provide in restraining cargo against horizontal and lateral movement.
Steel strapping that is 2.54 centimetres wide or wider used to secure cargo to a vehicle shall have at least 2 pairs of crimps in each seal
An end-over-end lap joint formed in steel strapping used to secure cargo to a vehicle shall be sealed with at least 2 seals.
14 The aggregate working load limit of the components of a blocking system used as a unique form of securement to prevent an article of cargo from moving forward, including tiedowns used as blocking, shall not be less than 50% of the weight of the article being blocked.
15 The securing devices used on or within a vehicle shall, wherever practical, be located inboard the rub rails where the vehicle has rub rails.
16 Material used on or within a vehicle as dunnage, chocks or cradles or for blocking or bracing shall be strong enough that it will not be split or crushed by the cargo or the tiedowns.
17 Where the articles of cargo on or within a vehicle are placed beside each other and secured by tiedowns that pass over 2 or more articles, the articles shall be
prevented from moving towards each other while the vehicle is on a highway.
18 Where any cargo or portion thereof may roll, it shall be restrained by chocks, wedges, a cradle or another securing device that prevents the cargo from rolling.
A tiedown used to secure cargo to a vehicle shall be designed, constructed and maintained so that the driver of the vehicle can tighten it.
The driver of a vehicle shall ensure that tiedowns are taut while the vehicle is on a highway.
Subsection (1) does not apply to steel strapping.
A tiedown used to secure cargo to a vehicle shall be used in a manner that prevents the tiedown from slipping, loosening, unfastening, opening or releasing while the vehicle is on a highway.
A tiedown used to secure stacked articles of cargo is considered to contribute to the securement of all articles of cargo on which that tiedown causes pressure.
An edge protector shall be used where a tiedown would be subject to abrasion or cutting at the point where it touches an article of cargo.
An edge protector used between a tiedown and cargo shall be resistant to abrasion, cuts and crushing.
An edge protector used between a tiedown and cargo shall allow the tiedown to slide freely when it is tightened or loosened.
Subject to subsection (2), the working load limit of a tiedown, associated connector or attachment mechanism is the lesser of
the lowest working load limit of the components, or
the lowest working load limit of the anchor points or associated connector or attachment mechanism to which the tiedown is attached.
The working load limit of a tiedown that includes synthetic webbing is the least of
the working load limit of the synthetic webbing assembly, or
the working load limit of the anchor point to which the tiedown is attached.
Subject to subsection (4), cargo transported by a vehicle shall be secured using the number of tiedowns calculated under subsection (2) or (3).
Where an article of cargo is not blocked or immobilized by a front end structure, bulkhead, by other immobilized cargo or by another device that prevents it moving forward, it shall be secured by at least
1 tiedown where the article is 1.52 metres or shorter and weighs not more than 500 kilograms,
2 tiedowns where the article is
1.52 metres or shorter and weighs more than 500 kilograms, or
longer than 1.52 metres but not longer than 3.04 metres regardless of its weight, or
where the article is longer than 3.04 metres
2 tiedowns for the first 3.04 metres of length, and
1 extra tiedown for each additional 3.04 metres or fraction of 3.04 metres.
Where an article of cargo is blocked or immobilized by a front end structure, bulkhead, by other immobilized cargo or by another device to prevent it moving forward, it shall be secured by at least
1 tiedown where the article is not longer than 3.04 meters, or
1 tiedown for the first 3.04 metres of length, and
Where a vehicle is transporting machinery or fabricated structural items that shall be secured by special methods because of their design, size, shape or weight, the special methods shall:
(a) secured adequately any article of the cargo
Subject to subsection (2), this Division applies to a vehicle transporting cargo that is in contact with the front-end structure of the vehicle.
Where devices are used on a vehicle that perform the same function as the front end structure of a vehicle, the devices shall be at least as strong as and provide the same protection as a front end structure that complies with this Division.
A cab shield is not a front end structure or part of a cargo securement system.
The height of the front end structure of the vehicle shall not be shorter than the shorter of
the height at which it prevents the cargo from moving forward, and
122 centimetres above the deck.
The width of the front end structure of a vehicle shall not be narrower than the narrower of
the width of the vehicle, and
the width at which it prevents the cargo being transported from moving forward.
The front end structure of a vehicle shall be able to withstand a horizontal forward static load equal to 50% of the total weight of the cargo where
the height of the front end structure is shorter than 1.83 metres, and
the cargo is uniformly distributed over all of the front end structure.
The front end structure of a vehicle shall be able to withstand a horizontal forward static load equal to 40% of the total weight of the cargo where
the height of the front end structure is 1.83 metres or higher, and
The front-end structure of the vehicle shall be able to resist penetration by an article of cargo that contacts it when the vehicle decelerates at a rate of 6.1 metres per second per second.
The front-end structure of the vehicle shall not have an opening or gap that is big enough to permit an article of cargo to pass through it.
This Part applies in addition to and not instead of Part 1.
Where a requirement for containing, immobilizing or securing cargo transported by a vehicle required under this Part differs from a requirement under Part 1, the provisions of this Part apply.
This Division applies to the transportation of logs that
are part of a cargo that has more than 4 processed logs.
This Division does not apply to firewood, stumps, log debris or logs that are transported in a vehicle or container that is enclosed on all sides and strong enough to contain them.
A cargo of 4 or less processed logs loaded lengthwise may be secured by the provisions of this Division or the general securement provisions of Part 1.
A vehicle that is transporting logs shall be designed, built or specially adapted for such transportation.
The vehicle shall be fitted with bunks, bolsters, stakes or other means of cradling the logs and preventing them from shifting.
Stakes that are not permanently attached to the vehicle frame or bunk shall be secured in a manner that prevents the stakes from separating from the vehicle while it is on a highway.
Logs shall be solidly packed on a vehicle.
The outer logs in the bottom layer of logs shall touch and rest solidly against a bunk, bolster or stake.
Outside logs on a stack of logs shall
touch at least 2 bunks, bolsters or stakes, or
where one end of a log does not touch a bunk, bolster or stake, it shall
The centre of the highest outside log on each side or end of the vehicle shall be lower than the tops of the bunks or stakes.
The upper logs that form the top of the cargo shall be crowned.
31 Tiedowns must be used to secure the load, in combination with bunks, bolsters, stakes, or other means of cradling the logs.
32 Sections 10(2) and 10(3) do not apply to this Division.
33 Sufficient additional tiedowns or other securing devices shall be used to ensure that no part of the cargo becomes dislodged where
the wood’s condition results in such low friction between logs that they may slip against each other, or
a log is not held in place by contact with other logs or by the bunks, bolsters or stakes.
This section and sections 35 to 37 apply to shortwood loaded crosswise on a frame, rail or flatbed vehicle other than a pole trailer.
The end of a log in the lower layer of shortwood shall not extend more than 1/3 of the log’s total length beyond the nearest supporting structure on the vehicle.
35(1) Despite section 22, where only one stack of shortwood is loaded crosswise, the stack shall be secured by at least 2 tiedowns arranged as follows:
The tiedowns shall attach to the vehicle frame at the front and rear of the load, and shall cross the load lengthwise;
The tiedowns shall be positioned at approximately one-third and two-thirds of the length of the logs;
A vehicle built on or after January 1, 2010 shall be equipped with a device that maintains a tension not less than 900 kg at all times, and automatically takes up slack in the tiedown as the logs settle.
36(1) Despite section 22, where two stacks of shortwood are loaded crosswise and side-by-side on a vehicle, they shall be loaded so that
there is no space between the 2 stacks,
the outside of each stack is raised by a piece of metal at least 25 millimetres high within 10 centimetres of the end of the logs or the side of the vehicle and causes the load to lean toward the centre to the vehicle,
the highest log is not more than 2.44 metres above the deck, and
be located approximately midway between the bunks or stakes, and
attach to the vehicle frame at the front and rear of the load.
A vehicle with a cargo carrying surface that is more than 10 metres long transporting shortwood loaded crosswise shall have centre stakes, or comparable structures, that divide its length into two approximately equal sections.
Where the vehicle is divided by centre stakes, each tiedown shall
secure the highest log on each side of the centre stake, and
be fastened below that highest log.
be fixed at each end and tensioned from the middle,
be fixed in the middle and tensioned from each end, or
pass through a pulley or similar device in the middle of the tiedown and be tensioned from one end.
Where a stake or other structure on a vehicle transporting shortwood loaded crosswise is subjected to an upward force when the tiedowns are tightened, the stake or other structure shall be anchored to resist that force.
Despite section 22, each stack of shortwood loaded lengthwise on a frame vehicle or flatbed vehicle, other than a pole trailer, shall be secured to the vehicle by 2 or more tiedowns.
Despite subsection (1), a stack of shortwood loaded lengthwise on a frame vehicle or flatbed vehicle, other than a pole trailer, shall be secured to the vehicle with a single tiedown located approximately midway between the bunks or stakes where all the logs in the stack
are shorter than 3.04 metres,
are blocked in the front by a front end structure strong enough to restrain the cargo or by another stack, and
are blocked in the rear by another stack or the vehicle’s end structure.
The aggregate working limit of tiedowns used to secure each stack shall be at least 1/6 of the weight of the stack
Despite section 22, a stack of longwood loaded lengthwise on a frame or flatbed vehicle, other than a pole trailer, shall be secured to the vehicle by 2 or more tiedowns.
The outside logs of a stack of longwood shall be secured by 2 or more tiedowns.
This section applies to logs, regardless of the length of individual logs, transported on pole trailers.
Despite section 22, the logs shall be secured by
one or more tiedowns at each bunk, or
two or more tiedowns used as wrappers that encircle the entire stack of logs at sufficient locations along the stack to secure it effectively.
Where wrappers are used on a stack of logs, the wrappers at the front and rear ends of the stack shall be not less than 3.04 metres apart.
Where the vehicle is transporting one or two logs with diameters greater than 0.6 metre, each log shall be individually immobilized with chock blocks or an equally effective method that prevents the logs from moving.
Where a log with a diameter greater than 0.6 metre rises above the bunks, it shall be secured to the underlying logs with at least 2 additional tiedowns used as wrappers.
This Division applies to the transportation of
bundles of dressed lumber and packaged lumber, and
unitized building products, including plywood, gypsum board or other materials of similar shape.
For the purpose of this Division, "bundle" means the material referred to in subsection (1), but does not include building products loaded on pallets or packages of engineered wood products such as beams or trusses.
Dressed lumber and similar bundled building products being transported in enclosed trucks or trailers can be secured
in accordance with the requirements of this Division, or
the general securement provisions of Part 1.
42 Where bundles are placed side by side
bundles shall be in direct contact with each other, or
a method shall be used that prevents the bundles from moving towards each other.
43. Bundles carried in 2 or more layers shall be secured in accordance with one of sections 44, 45, 46 or 47
44 Bundles carried in 2 or more layers which are blocked against lateral movement by stakes on the sides of the vehicle shall be secured by tiedowns laid out over the top layer, as outlined in the provisions of section 22 of this Standard
45 Bundles carried in 2 or more layers which are restrained from lateral movement by blocking or high friction devices between layers shall be secured by tiedowns laid out over the top tier, as outlined in the provisions of section 22 of this Standard
Bundles carried in 2 or more layers placed directly on top of other bundles or on spacers of adequate size and orientation, shall be secured by.
(a) tiedowns over the top layer of bundles, in accordance with provisions of section 22 of this Standard, with a minimum of two tiedowns for bundle(s) longer than 1.52 metres, and
(b) tiedowns over the middle layer of bundles in accordance with the provisions of section 22 of this Standard, for each stack of bundles higher than 1.85 metres composed of more than two layers; and
where spacers are used, then
the length of spacers between bundles shall provide support to all pieces in the bottom row of the bundle, and.
the width of individual spacers shall be equal to or greater than the height, and
spacers shall provide good interlayer friction, and
where spacers are comprised of layers of material, the layers shall be unitized or fastened together in a manner which ensures that the spacer performs as a single piece of material.
47. Bundles carried in 2 or more layers shall be secured by tiedowns laid out over each layer of bundles, in accordance with the provisions of section 22 of this Standard with a minimum of two tiedowns over each top bundle(s) longer than 1.52 metres, in all other circumstances.
48 This Division applies to a flatbed vehicle or a sided vehicle or intermodal container that is transporting one or more metal coils that individually or grouped together have a total weight of 2 268 kilograms or more.
Coils transported with eyes vertical by a vehicle or an intermodal container with anchor points
This section applies to coils transported with the eyes vertical.
Where a vehicle is transporting a single coil or several coils which are not grouped in a row, each coil shall be secured by tiedowns arranged in a manner that prevents the coil from tipping forward, rearward, or sideways. The securement system shall include:
at least 1 tiedown attached diagonally from the left side of the vehicle near the forward-most part of the coil, across the eye of the coil, to the right side of the vehicle near the rearmost part of the coil,
at least 1 tiedown attached diagonally from the right side of the vehicle near the forward-most part of the coil, across the eye of the coil, to the left side of the vehicle near the rearmost part of the coil,
at least 1 tiedown attached across the eye of the coil, and
blocking and bracing, friction mats or tiedowns that prevent the coil moving forward.
Where a vehicle is transporting coils that are grouped and loaded side by side in a transverse or lengthwise row, each row shall be secured by
at least 1 tiedown against the front of the row, restraining against forward movement, and where practical, making an angle of not more than 45 degrees with the deck when viewed from the side,
at least 1 tiedown against the rear of the row, restraining against rearward movement, and where practical, making an angle of not more than 45 degrees with the deck when viewed from the side,
at least one tiedown over the top of each coil or each transverse row of coils, restraining against vertical movement, and
tiedowns shall be arranged to prevent shifting and tipping in the forward, rearward and lateral directions.
Subject to subsections (2) and (3) a tiedown going over the top of a coil shall be as close as practical to the eye of the coil.
Coils transported with eyes crosswise by a vehicle or an intermodal container with anchor points
This section applies to coils transported with the eyes crosswise and to transverse rows of coils loaded side by side and having approximately the same outside diameters.
Each coil or transverse row of coils shall be immobilized with timbers, chocks or wedges, a cradle or other device that
prevents the coil from rolling,
supports the coil off the deck, and
is not capable of becoming unfastened or loose while the vehicle is on a highway.
Where timbers, chocks or wedges are used to secure a coil, they shall be held in place by coil bunks or similar devices to prevent the blocking device from coming loose.
Each coil or transverse row of coils shall be secured with
at least 1 tiedown through its eye, restricting against forward movement, and where practical, making an angle of not more than 45 degrees with the deck when viewed from the side, and
at least one tiedown through its eye, restricting against rearward movement, and where practical, making an angle of not more than 45 degrees with the deck when viewed from the side.
if coils are loaded to contact each other in the longitudinal direction and relative motion between the coils and between coils and the vehicle is prevented by tiedowns
i. Only the foremost and rearmost coils or rows of coils must be immobilized per Section
ii. A single tiedown restraining against forward motion may be used to secure any coil except the rearmost one, which must be restrained against rearward motion
An individual metal coil transported with the eye lengthwise shall be secured in accordance with one of sections 52, 53 or 54.
Each coil shall be immobilized by timbers, chocks or wedges, a cradle or another method that
Each coil shall be secured with
at least 1 tiedown attached diagonally through its eye from the left side of the vehicle near the forward-most part of the coil, to the right side of the vehicle near the rearmost part of the coil, making an angle of not more than 45 degrees, where practical, with the deck when viewed from the side,
at least 1 tiedown attached diagonally through its eye, from the right side of the vehicle near the forward-most part of the coil, to the left side of the vehicle near the rearmost part of the coil, making an angle of not more than 45 degrees, where practical, with the deck when
at least 1 tiedown attached across the top of the coil, and
blocking or friction mats to prevent a coil from moving lengthwise.
at least 1 tiedown attached straight through its eye from the left side of the vehicle near the forward-most part of the coil, to the left side of the vehicle near the rearmost part of the coil and, where practical, making an angle of not more than 45 degrees with the deck when viewed from the side,
at least 1 tiedown attached straight through its eye, from the right side of the vehicle near the forward-most part of the coil, to the right side of the vehicle near the rearmost part of the coil and, where practical, making an angle of not more than 45 degrees with the deck when viewed from the side,
blocking or friction mats to prevent the coil from moving lengthwise.
54(1) Each coil shall be immobilized by timbers, chocks or wedges, a cradle or another method that
Each coil shall be secured by
at least 1 tiedown over the top of the coil, located near the forward-most part of the coil,
at least 1 tiedown over the top of the coil located near the rearmost part of the coil, and
This section applies to the transportation of transverse rows of metal coils with eyes lengthwise and with approximately equal outside diameters.
A transverse row of coils shall be immobilized by timbers, chocks or wedges, a cradle or another method that
prevents the coils from rolling,
supports the coils off the deck, and
Where timbers, chocks or wedges are used to secure a row of coils, they shall be held in place by coil bunks or similar devices to prevent the blocking device from coming loose.
A transverse row of coils shall be secured by
at least 1 tiedown over the top of each coil, located near the forward-most part of the coil,
at least 1 tiedown over the top of each coil, located near the rearmost part of the coil, and
blocking or friction mats to prevent each coil from moving lengthwise.
56 The use of nailed wood blocking or cleats as the sole means to secure timbers, chocks or wedges, or a nailed wood cradle is prohibited when metal coils are transported with eyes lengthwise or eyes crosswise by a vehicle or an intermodal container with anchor points.
57 When coils are transported with eyes crosswise, attaching tiedowns diagonally through the eye of a coil to form an X pattern when viewed from above the vehicle is prohibited.
58 Metal coils shall be secured in a manner to prevent shifting and tipping using a system of blocking and bracing, friction mats, tiedowns, or a combination of these.
This Division applies to the transportation of paper rolls which individually or together weigh 2 268 kilograms or more.
Paper rolls may be secured in accordance with this Division where:
the total weight is less than 2 268 kilograms, and
a single or several paper rolls are unitized on a pallet.
60 A friction mat used to provide the principal securement for a paper roll shall protrude from beneath the roll in the direction in which it is providing that securement.
61 Chocks, wedges or blocking used to secure paper rolls shall not shift or become unfastened while the vehicle is on a highway.
62 Where paper rolls are banded together,
the rolls shall be placed tightly against each other to form a stable group,
the banding shall be applied tightly and remain so, and
the banding shall be secured so that it cannot fall off the rolls or to the deck.
This section applies to paper rolls that are transported with the eyes vertical in a single layer in a sided vehicle.
The paper rolls shall be placed tightly against the front and both side walls of the vehicle, other paper rolls or other cargo.
Where there are not enough paper rolls in a group of paper rolls to reach the walls of the vehicle, void fillers, blocking, bracing, tiedowns or friction mats shall be used to prevent the rolls moving sideways.
Paper rolls may be banded together.
Rearward movement shall be prevented by blocking, bracing, tiedowns or friction mats or by banding to other rolls.
A paper roll shall be prevented from tipping or falling sideways or rearwards by banding it to other rolls or by using bracing or tiedowns where
A single paper roll or the forward most roll in a group of paper rolls shall be prevented from tipping or falling forward by banding it to other rolls or by using bracing or tiedowns where
the vehicle’s structure or other cargo does not prevent the roll from tipping or falling forward,
the roll is restrained against moving forward only by friction mats, and
the width of the roll is more than 1.75 times its diameter.
the vehicle’s structure or other cargo does not prevent the roll from tipping or falling forward, and
the roll is not restrained against moving forward by friction mats, and
the width of the roll is more than 1.25 times its diameter
This section applies to split cargo of paper rolls transported with the eyes vertical in a sided vehicle
Where a paper roll in a split cargo of paper rolls transported with the eyes vertical in a sided vehicle is not prevented from moving forward by the vehicle’s structure or other cargo, it shall be prevented from moving forward
by filling the open space, or
by using blocking, bracing, tiedowns, friction mats as described in Section 63, or
by using a combination of the methods in clauses (a) and (b).
This section applies to stacked cargo of paper rolls transported with the eyes vertical in a sided vehicle.
Section 63 applies to the bottom layer in a stacked cargo of paper rolls.
Paper rolls shall not be loaded on top of another layer unless the layer beneath extends to the front of the vehicle.
Paper rolls in the 2nd and subsequent layers shall be prevented from moving forward, rearward or sideways
in accordance with section 63, or
by using a blocking roll from a lower layer.
A blocking roll used to prevent forward, rearward or sideways movement shall be
(a) at least 38 millimetres taller than other rolls, or
(6) Despite subsection (5), a roll at the rear end of a layer of rolls shall not be raised using dunnage.
This section applies to a single layer of paper rolls transported with the eyes crosswise in a sided vehicle.
The paper rolls shall be prevented from rolling or moving lengthwise
by contact with the vehicle’s structure or other cargo, or
by chocks, wedges, blocking, bracing or tiedowns.
Void fillers, blocking, bracing, friction mats or tiedowns shall be used to prevent a paper roll or group of rolls from moving sideways towards the side walls of the vehicle
(a) where the total void space between the ends of a paper roll and the walls of the vehicle is more than 203 millimetres, or
(b) where the total void space in a row of paper rolls between the vehicle walls is more than 203 millimetres
67 A vehicle transporting paper rolls with the eyes crosswise shall not use the rear doors of the vehicle
to secure the rearmost paper roll or layer of paper rolls, or
to hold blocking that secures the rearmost paper roll or layer of paper rolls.
This section applies to stacked cargo of paper rolls transported in a sided vehicle with the eyes crosswise.
Section 66 applies to the bottom layer in a stacked cargo of paper rolls.
Paper rolls shall not be loaded in a 2nd layer unless the bottom layer extends to the front of the vehicle.
Paper rolls shall not be loaded in a 3rd or higher layer unless all the cylinder wells in the layer beneath are filled.
The foremost paper roll in each upper layer and a roll with an empty cylinder well in front of it shall be secured against moving forward by
banding it to other paper rolls, or
blocking against a secured eye-vertical blocking roll resting on the deck that is at least 1.5 times taller than the diameter of the roll being blocked, or
placing it in a cylinder well formed by 2 paper rolls on the lower layer with a diameter equal
to or greater than that of the paper roll on the upper layer.
The rearmost paper roll in each upper layer shall be secured by banding it to other paper rolls where it is located in either of the last 2 cylinder wells formed by the rearmost paper rolls in the layer below.
where the total void space between the ends of a paper roll and the walls of the vehicle is more than 203 millimetres, or
where the total void space in a row of paper rolls between the vehicle walls is more than 203 millimetres
This section applies to paper rolls transported in a sided vehicle in a single layer with the eyes lengthwise.
A paper roll shall be prevented from moving forward by contact with the vehicle’s structure or other cargo or by blocking or tiedowns.
A paper roll shall be prevented from moving rearward by contact with other cargo or by blocking, friction mats, tiedowns or cradles with friction mats applied between the roll and the cradle and between the cradle and the floor.
A paper roll shall be prevented from rolling or moving sideways by contact with the vehicle’s wall or other cargo or by chocks, wedges, cradles or other blocking mechanism.
Cradles used to support and restrain paper rolls must be secured against movement by using chocks, wedges and blocking, or friction mats.
The width of a cradle(s) used to support a roll must be:
at least ½ times the height of the roll, as measured from the lowest point on the roll, or
the roll must be attached to the cradle with bands or straps.
When used to secure cargo in the lateral direction, each cradle:
must contact at least 1/8 of the roll’s perimeter, or
must be attached to the roll with bands or straps.
This section applies to stacked cargo of paper rolls transported with the eyes lengthwise in a sided vehicle
Section 69 applies to the bottom layer in a stacked cargo of paper rolls.
Paper rolls shall not be loaded in a higher layer unless all the cylinder wells in the layer beneath are filled.
An upper layer of paper rolls shall be formed by placing the paper rolls in the cylinder wells formed by the rolls beneath.
Paper rolls in the 2nd and higher layers shall be prevented from moving forward or rearward
in accordance with section 69, or
by using a blocking roll from a lower layer, or
by banding them to other rolls.
Cargo of Paper rolls transported with eyes vertical or with eyes lengthwise on a flatbed vehicle or in a curtain sided vehicle
This section applies to cargo of paper rolls transported with the eyes vertical or with eyes lengthwise on a flatbed vehicle or in a curtain sided vehicle
The paper rolls shall be loaded and secured as described for a sided vehicle, and the entire load shall be secured by tiedowns in accordance with the provisions of section 22 of this Standard.
This section applies to cargo of paper rolls transported with the eyes crosswise on a flatbed vehicle or in a curtain sided vehicle
The paper rolls shall be prevented from rolling or shifting longitudinally by contact with vehicle structure or other cargo, by chocks, by wedges, by blocking and bracing of adequate size, or by tiedowns.
When used, chocks, wedges or blocking must be held securely in place by some means in addition to friction so that they cannot become unfastened or loose while the vehicle is on a highway.
Tiedowns shall be used in accordance with the provisions of section 22 of this Standard to prevent lateral movement.
In this Division pipe means concrete pipe.
This Division applies to the transportation of concrete pipes loaded transversely on a flatbed
This Division does not apply to
unitized concrete pipes that has no tendency to roll, or
concrete pipe loaded in a sided vehicle.
Section 22 does not apply to the transportation of concrete pipes to which this Division applies.
74 A transverse tiedown running through a pipe in an upper layer or over lengthwise tiedowns is considered to secure all the concrete pipe in a lower layer on which that tiedown causes pressure.
The blocking used to secure a pipe shall comply with this section.
Blocking shall be placed symmetrically about the centre of the pipe
Where one piece of blocking is used it shall extend to at least ½ the distance from the centre to each end of the pipe.
Where two pieces of blocking are used they shall be placed near each end of the pipe
Blocking shall be placed firmly against a pipe and shall be secured to prevent it moving out from under the pipe
Timber blocking shall have a minimum dimension of at least 8.9 centimetres by 14 centimetres
76 Where the pipes to be transported on a vehicle have different diameters,
pipes with the same diameter shall be grouped together, and
each group shall be secured separately.
This section applies to pipe arranged in layers on a vehicle.
The bottom layer of pipes shall be arranged to cover the full length of the vehicle or, as a partial layer with one or 2 groups.
Pipe in an upper layer shall be placed only in the cylinder wells formed by adjacent pipes in the layer beneath.
A 3 rd or higher layer of pipe shall not be formed unless all the cylinder wells in the layer beneath are filled with pipe.
The top layer shall be arranged as a complete layer or, as a partial layer in one or 2 groups.
Bell pipe shall be loaded on at least 2 lengthwise spacers of sufficient height so that the bell is clear of the deck.
Bell pipes loaded in a single layer shall have the bells alternating on opposite sides of the vehicle.
The ends of consecutive bell pipes shall be
staggered, where possible, within the allowable width, or
Stacked bell pipes shall have all the bells of the bottom layer on the same side of the vehicle.
Stacked bell pipes shall be loaded with bells on the opposite side of the vehicle to the bells of the pipe in the layer beneath.
Where the second layer of stacked bell pipes is not complete, the bells of the pipes in the bottom layer that do not support a pipe above shall alternate on opposite sides of the vehicle.
This section applies to small pipes arranged in a single layer or in the bottom layer of stacked pipes.
The front and the rear pipes of each group of pipes arranged in a single layer or in bottom layer shall be immobilized lengthwise at each end by blocking, vehicle end structure, stakes, a locked pipe unloader or other equivalent means.
Pipe that is not at the end of a group of pipes arranged in a single layer or in a bottom layer may be held in place by blocks, wedges or both.
A pipe in a single layer or in the bottom layer shall be held firmly in contact with the adjacent pipe by tiedowns running through the front and rear pipes of a group of pipes:
One or more tiedowns running through the front pipe of each group of pipes arranged in a single layer or in a bottom layer shall run rearward at an angle, where practical, of not more than 45 degrees with the horizontal, and
One or more tiedowns running through the rear pipe of each group of pipes arranged in a single layer or in a bottom layer shall run forward at an angle, where practical, of not more than 45 degrees with the horizontal.
This section applies to all cargo of small pipes.
Each pipe shall be secured with a tiedown running through it, or
Where each pipe is not secured individually with a tiedown
one 1.27 centimetre (1/2 inch) diameter chain or wire rope or two 0.95 centimetre (3/8 inch) diameter chains or wire ropes shall be placed lengthwise over the group of pipes, and
one transverse tiedown shall be used for every 3.04 metres of cargo length.
The transverse tiedowns referred to in subsection (3) shall be placed
through a pipe on the top layer, or
over the lengthwise tiedown between 2 pipes on the top layer.
This section applies to small pipes in the top layer of stacked pipes.
Where the first pipe of a group in the top layer is not placed in the first cylinder well formed by the pipes at the front of the layer beneath, it shall be secured by an additional tiedown that
runs rearward at an angle, where practical, of not more than 45 degrees to the horizontal, and
passes through the front pipe of the upper layer or outside before the front pipe of the upper layer and over the lengthwise tiedown
Where the last pipe of a group in the top layer is not placed in the last cylinder well formed by the pipes at the rear of the layer beneath, it shall be secured by an additional tiedown that
runs forward at an angle, where practical, of not more than 45 degrees to the horizontal, and
passes through the rear pipe of the upper layer or outside after the rear pipe of the upper layer and over the lengthwise tiedown.
This section applies to the transportation of large pipe.
The front pipe and the rear pipe in a group of pipes transported on a vehicle shall be immobilized by blocking, wedges, vehicle end structure, stakes, locked pipe unloader or other equivalent means
Each pipe in the front half of the group of pipes, including the middle one where there is an odd number, shall have at least one tiedown that passes through the pipe
(a) running rearward at an angle, where practical, of not more than 45 degrees with the horizontal,
Each pipe in the rear half of the group of pipes, shall have at least one tiedown that passes through the pipe
running forward at an angle, where practical, of not more than 45 degrees with the horizontal,
holding the pipe firmly in contact with an adjacent pipe.
Where the front pipe in a group of pipes is not in contact with the vehicle’s end structure, stakes or other equivalent means, it shall be secured by at least 2 tiedowns positioned in accordance with subsections (3).
Where the rear pipe in a group of pipes is not in contact with the vehicle’s end structure, stakes, a locked pipe unloader, or other equivalent means, it shall be secured by at least 2 tiedowns positioned in accordance with subsections (4).
Where the vehicle is transporting a single pipe, or several pipes that do not touch each other, a pipe shall be secured under this section as where it were the front or rear pipe in a group of pipes.
83 This Division applies to the transportation of intermodal containers.
This section applies to the transportation of an intermodal container on a container chassis vehicle
Despite section 22, an intermodal container shall be secured to the container chassis with integral locking devices.
The integral locking devices used shall restrain each lower corner of the intermodal container.
deleted January 2013
The front and the rear of the intermodal container shall be independently secured.
This section applies to the transportation of a loaded intermodal container on a vehicle that is not a container chassis vehicle.
All the lower corners of a loaded intermodal container shall
rest on the vehicle, or
be supported by a structure
Despite section 22, an intermodal container shall be secured to the vehicle by either or both
chains, wire ropes or integral locking devices that are fixed to all the lower corners,
crossed chains that are fixed to all the upper corners.
This section applies to the transportation of an empty intermodal container by a vehicle other than a container chassis vehicle.
All the lower corners of an empty intermodal container shall
An empty intermodal container is not required to comply with subsection (2) where
the container is balanced, positioned and stable on the vehicle before tiedowns or other
securing devices are attached, and
the container does not overhang either the front or rear of the vehicle by more than 1.5 metres
An empty intermodal container shall not interfere with the vehicle’s manoeuvrability.
An empty intermodal container shall be secured against moving sideways, lengthwise or vertically in accordance with:
a) the provisions of section 85(3) and 85(4) of this Standard, or
b) the provisions of section 22 of this Standard.
This Division applies to the transportation of light vehicles, heavy vehicles and flattened or crushed light vehicles.
Light vehicles shall be secured in accordance with this section.
Despite section 22, a light vehicle shall be restrained at both the front and rear from moving sideways, forward, rearward and vertically using a minimum of 2 tiedowns.
Tiedowns that are designed to attach to the structure of a light vehicle shall be attached to the mounting points on the vehicle that are specifically designed for that purpose.
Tiedowns that are designed to fit over or around the wheels of a light vehicle shall restrain the vehicle from moving sideways, forward, rearward and vertically.
Despite section 20, edge protectors are not required for synthetic webbing at points where the webbing comes into contact with the tires of the light vehicle.
It is prohibited to transport stacks of light vehicles.
Heavy vehicles shall be transported in accordance with this section.
Accessory equipment on a heavy vehicle, including a hydraulic shovel, shall be completely lowered and secured to the vehicle unless:
the accessory equipment can only move vertically;
accessory equipment that can pivot, tilt or move sideways is blocked or immobilized by the transporting vehicle’s structure or by a blocking or securement mechanism built into the transported vehicle.
Articulated vehicles shall be restrained in a manner that prevents articulation while the vehicle is on a highway.
Despite section 22, a heavy vehicle with crawler tracks or wheels shall be restrained against moving sideways, forward, rearward and vertically by at least 4 tiedowns,
each with a working load limit of at least 2 268 kilograms, and
each attached, as close as practical, at the front and rear of the vehicle or to mounting points on the vehicle that are specifically designed for that purpose.
90 Flattened or crushed light vehicles shall be secured in accordance with the sections 91, 92 and 93.
Synthetic webbing shall not be used to secure flattened or crushed light vehicles
Despite Section 91(1) synthetic webbing may be used to connect wire rope or chain to anchor points on the transporting vehicle where the webbing is no more than 15 cm above the deck of the vehicle and must not come in contact with the flattened or crushed vehicles.
Flattened or crushed light vehicles shall be transported with vehicles which.
have containment walls or comparable structures on 4 sides that
extend to the full height of the cargo, and
prevent the cargo moving forward, rearward and sideways, or
have containment walls or comparable structures on 3 sides that
prevent the cargo moving forward, rearward and to one side, and
have 2 or more tiedowns per stack of flattened or crushed vehicles, or
have containment walls or comparable structures on the front and rear that
prevent the cargo moving forward and rearward, and
have 3 or more tiedowns per stack of flattened or crushed vehicles, or
have 4 or more tiedowns per stack of flattened or crushed vehicles.
Each tiedown referred to in subsection 1 shall have a working load limit of 2 268 kilograms or more.
A vehicle transporting flattened or crushed light vehicles shall have equipment that
extends the full height of the cargo, and
prevents any loose part of the load from falling from the vehicle.
For the purposes of subsection (1), the equipment used to contain loose parts shall be structural walls, floors, sides or sideboards or suitable covering material, alone or in combination.
94 This Division applies to the transportation of roll-on/roll-off containers and hook lift containers.
Where a front stop or lifting device of a securement system on a vehicle that is not equipped with an integral securement system is missing, damaged or not compatible with the securing devices on a container, additional manually installed tiedowns shall be used to secure the container to the vehicle.
Where a front stop or lifting device of an integral securement system on a vehicle is missing, damaged or not compatible with the securing devices on a container, the container shall be secured to the vehicle using manually installed tiedowns.
A manually installed tiedown shall provide the same level of securement as the missing, damaged or incompatible component it replaces.
A roll-on/roll-off container or hook lift container transported by a vehicle that is not equipped with an integral securement system
shall be blocked against forward movement
by the lifting device acting as a blocking structure, or
at least two stops located approximately the same distance from the longitudinal axis of the container, or
shall be secured to the front of the vehicle
by another securing device which restrains against sideways and vertical movement, and
shall be secured to the rear of the vehicle in accordance with at least one of the following:
(i) one tiedown attached to the vehicle chassis and to both sides of the container;
2 tiedowns installed lengthwise, each securing one side of the container to one of the
vehicle's side rails;
2 hooks, or equivalent mechanisms, securing both sides of the container to the vehicle
chassis at least as effectively as the tiedowns referred to in subclauses (i) and (ii).
A device used to secure a roll-on/roll off or hook lift container to the rear of a vehicle that is not equipped with an integral securement system
(a) shall be installed not more than 2 metres from the rear of the container, and
(b) all tiedowns shall have a working load limit of at least 2 268 kilograms.
Sections 10(2) and 10(3) do not apply to this Division.
This Division applies to the transportation of boulders
on a flatbed vehicle, or
in a vehicle whose sides are not designed and rated to contain such a cargo.
A piece of natural, irregularly shaped rock that weighs more than 100 kilograms but less than 5000 kilograms may be secured in accordance with this Division.
A piece of natural, irregularly shaped rock of any size may be contained within a vehicle that is designed to carry such a cargo.
A piece of rock of any size that is artificially formed or cut into shape and has a stable base for securement may be secured in accordance with this Division.
A boulder shall be placed with its flattest or its largest side down
A boulder shall be supported on at least 2 pieces of hardwood blocking
with side dimensions of not less than 8.9 centimetres by 8.9 centimetres
that extend the full width of the boulder,
that are placed as symmetrically as possible under the boulder, and
that support at least 3/4 of the length of the boulder.
Where the flattest side of a boulder is rounded or partially rounded and the boulder may roll,
the boulder shall be in a crib made of hardwood fixed to the deck,
the boulder shall rest on both the deck and the crib, and
the boulder shall have at least three well-separated points of contact with the crib and deck to prevent the boulder from rolling in any direction.
Where a boulder is tapered, the narrowest end shall point towards the front of the vehicle.
A tiedown used to secure a boulder shall be made of chain.
A tiedown that touches a boulder
shall, where possible, be located in valleys or notches across the top of the boulder, and
shall be arranged so that it does not slide across the rock surface.
Despite section 22, each cubic shaped boulder shall be secured with 2 or more tiedowns placed
transversely across the vehicle, and
as close as possible to the hardwood blocking.
(2) Despite section 22, each non-cubic shaped boulder with a stable base shall be secured with 2 or more tiedowns
forming an "X" pattern over the boulder,
passing over the centre of the boulder, and
attached to each other, where they intersect, by a shackle or other connecting device.
(3) Despite sections 10(2), 10(3) and 22, each non-cubic shaped boulder with unstable base shall be secured with
one tiedown surrounding the top of the boulder
located at a point between 1/2 and 2/3 of the height of the boulder, and
having a working load limit of at least the half of the weight of the boulder, and
4 tiedowns, each
attached to the surrounding tiedown and to the vehicle that prevent the boulder moving horizontally, and
having a working load limit of at least 1/4 the weight of the boulder, and
shall be placed at an angle, where practical, of not more than 45 degrees from the horizontal
PART 4 - Manufacturing Standards
Section 1 - Vehicle Structure
Truck Trailer Manufacturers Association - RP 47
Section 2 - Anchor Points
Canadian Motor Vehicle Safety Standard (CMVSS 905)
Truck Trailer Manufacturers Association - RP47
Section 3 - Platform Bodies (Flatdecks)
Section 4 - Van, Sided & Dump Bodies
Section 5 - Tiedowns
Recommended Standard Specification for Winches Used With Synthetic Web Tiedowns
WSTDA-T3
Section 6 - Webbing Assemblies
Recommended Operating, Care and Inspection Manual for Synthetic Web Tiedowns WSTDA-T2
Section 7 - Chain Assemblies
Welded Steel Chain – Working Load Limits
(1300 lb.)
(2600 lb)
(3150 lb)
(3500 lb)
(4300 lb)
(1900 lb.)
(3900 lb)
(4700 lb)
(4500 lb)
(2650 lb.)
(5400 lb)
(6600 lb)
(7100 lb)
(3700 lb.)
(7200 lb)
(8750 lb)
(4500 lb.)
(9200 lb)
(11300 lb)
(12000 lb)
(6900 lb.)
(13000 lb)
(15800 lb)
(18100 lb)
(22600 lb)
Section 8 - Wire Rope and Attachments
Section 9 - Synthetic Rope and Attachments
Cordage Institute:
CI-1301-96 Polyester Fiber Rope, 3 and 8 Strand Constructions
CI-1302A-96 Polyester/Polyolefin Dual Fiber Rope, 3 Strand Construction
CI-1302B-99 Polyester/Polyolefin Dual Fiber Rope, 8 Strand Construction
CI-1304-96 Polyester Fiber Rope, 3 and 8 Strand Constructions
CI-1305-96 Single Braided Polyester Fiber Rope, 12 Strand Construction
CI-1307-96 Polyester Fiber Rope, Double Braid Construction
CI-1307-96 Polyester Fiber Rope, High Performance Double Braid Construction
CI-1303-96 Nylon (Polyamide) Fiber Rope, 3 and 8 Strand Constructions
CI-1307-96 Nylon (Polyamide) Fiber Rope, Double Strand Construction
CI-1307-96 Nylon (Polyamide) Fiber Rope, High Performance Double Braid Construction
Section 10 - Steel Strapping