New York State Department of Motor Vehicles DRIVER S MANUAL FOR THE SAFE SECUREMENT METAL COILS AND OTHER CARGO

Transcription

1 New York State Department of Motor Vehices DRIVER S MANUAL FOR THE SAFE SECUREMENT OF METAL COILS AND OTHER CARGO

2 TABLE OF CONTENTS INTRODUCTION i - ii SECTION 1 Fundamentas of Cargo Securement Guiding Principe Consequences for Drivers Who Do Not Foow the Standard When to Appy the Standard Genera Requirements of the Standard Performance Criteria for Securement Systems PART I - Cargo Securement Performance Criteria Fuy Contained Cargo PART II - Components of a Securement System TEST YOUR KNOWLEDGE SECTION 2 Genera Provisions and Requirements Faiure Modes for Securement Systems Objectives for Securement Equipment and Devices Category 1 Vehice Structure and Anchor Points Cargo Securement Responsibiity Cab Shieds Category 2 Securement Method Category 3 Securement Devices, Assembies and Components - Packaging Securement Devices, Assembies and Components - Tiedowns Responsibiity for Tightening Tiedowns Location of Tiedowns Use of Edge Protection Category 4 Dunnage Materias Genera Securement Requirements - Securement Options Working Load Limit (WWL)/Tabe

3 SECTION 2 (CON T) Strength Rating for Bocking Systems Securement System Strength Rating for Marked Components Cargo Pacement and Restraint Cargo Ro Prevention Aggregate Working Load Limit for Tiedowns Purpose of Direct Tiedowns Anges Required When Using Direct Tiedowns Cacuating Working Load Limits for Direct Tiedowns Purpose of Indirect Tiedowns Anges Required for Using Indirect Tiedowns Cacuating Working Load Limits for Indirect Tiedowns Minimum Number of Indirect Tiedowns Required Inspection of Securement Systems TEST YOUR KNOWLEDGE SECTION 3 Meta Cois Preventing Securement Faiure Appication Securement Requirements for a Singe Meta Coi With Eyes Vertica Securement Requirements for a Row of Meta Cois With Eyes Vertica Securement Requirements for Meta Cois With Eyes Crosswise Securement Requirements for Individua Meta Cois With Eyes Lengthwise Securement Requirements for a Row of Meta Cois With Eyes Lengthwise Securement Requirements for Meta Cois in Sided Vehices or Intermoda Containers without Anchor Points TEST YOUR KNOWLEDGE DEFINITIONS Cover photo courtesy of Riverside Services

4 INTRODUCTION Section 501(2)(b)(ix) of the NYS Vehice and Traffic Law requires that any commercia driver who transports meta cois, which individuay or bunded together weigh 5,000 bs. or more, must have a meta coi endorsement on his/her New York Commercia Driver's License (CDL). Drivers from other states are not required to have this endorsement even if they are transporting meta cois through New York State. You must hod a Cass A, B or C icense and pass a written knowedge test to quaify for the Meta Coi endorsement (it wi be identified as the code "M" on the endorsement section of your icense). The written test is based on the materia presented in this manua. Cargo securement terms are itaicized throughout the manua and are defined on pages 4.1 and 4.2. At the test site, you wi be given a copy of the Working Load Limit Tabe (see page 2.7) to use in answering some of the test questions. If you do not aready have a CDL, you wi have to take the CDL Core Test as we as the Meta Coi knowedge test. You wi aso have to pass a skis test in a vehice that is appropriate for the type of icense for which you are appying. i

5 ii MV-500C (9/08) License Cass / (Minimum Age) A (21) B (21) (18 - No interstate commerce. Cannot transport hazardous materias or operate a schoo bus.) CDL C (21) (18 - No interstate commerce. Cannot transport hazardous materias or operate a schoo bus.) New York State Department of Motor Vehices DRIVER LICENSE CLASS DESCRIPTIONS Vehice Type Exampes Vehice Descriptions Endorsement & Codes Restrictions & Codes Combination such as tractor-traier or trucktraier Singe such as heavy singe unit truck Singe such as singe unit truck or bus Gross combination weight rating (GCWR) of more than 26,000 bs., provided the gross vehice weight rating (GVWR) or GCWR of vehice(s) being towed is more than 10,000 bs. GVWR of more than 26,000 bs. (Cass B may tow vehices with a GVWR of 10,000 bs. or ess, or may tow a vehice of more than 10,000 bs. providing the GCWR is not more than 26,000 bs.) GVWR of 26,000 bs. or ess that: -Transports 15 or more passengers; OR -Transports passengers under Artice 19-A of the V & T Law, OR -Carries Hazardous Materias (Cass C may tow vehices with a GVWR of 10,000 bs. or ess, or may tow a vehice of more than 10,000 bs. providing the GCWR is not more than 26,000 bs.) GVWR of 26,000 bs. or ess that does not require a CDL endorsement. May tow a vehice with a GVWR of 10,000 bs. or ess; or may tow Tank (N) Hazardous Materias (H)*** Tank and HazMat (X)*** Doube/Tripe (T) Passenger (P) Meta Coi (M) Tow Truck (W)* Schoo Bus (S) Tank (N) Hazardous Materias (H)*** Tank and HazMat (X)*** Passenger (P) Meta Coi (M) Tow Truck (W)* Schoo Bus (S) Tank (N) Hazardous Materias (H)*** Tank and HazMat (X)*** Passenger (P) Meta Coi (M) Tow Truck (W)* Schoo Bus (S) No interstate commerce (K) Not vaid for air brakes (L) Not vaid for Cass A air brakes (L1) Municipa or Schoo operations ony (A3) Ignition interock device required (A4)***** Truck/traier Combination: Truck/traier combination ony (O) Truck cannot exceed 26,000 bs. GVWR (O1) Passenger endorsement restrictions: Cass B vehices (M) Cass C vehices (N) No vehice designed for 15 or more aduts (N1) No vehice designed for 8 or more aduts (N2) No interstate commerce (K) Not vaid for air brakes (L) Not vaid for Cass B air brakes (L2) Municipa or Schoo operations ony (A3) Ignition interock device required (A4)***** Passenger endorsement restrictions: Cass C vehices (N) No vehice designed for 15 or more aduts (N1) No vehice designed for 8 or more aduts (N2) No interstate Commerce (K) Not vaid for air brakes (L) Municipa or Schoo operations ony (A3) Ignition interock device required (A4)***** Passenger endorsement restrictions: No vehice designed for 15 or more aduts (N1) No vehice designed for 8 or more aduts (N2) Non-CDL C**** Singe Farm Cass A vehices (F) Ignition interock device required (A4)***** * Tow trucks with S such endorsement as farm vaid unti next DMV document is issued Farm (e.g. renewa, Cass B vehices dupicate), (G) then converted to W. (18) Farm Cass A Vehices Ony: *** See HAZMAT Manua vehices (CDL-11) for requirements. Tow Truck (W)* Truck/traier combination ony (O) The interock device is not required in a motor vehice owned by the icensee s HazMat empoyer for farm if the vehice vehice is used Truck in the cannot course exceed of the 26,000 icensee s bs. empoyment. GVWR (O1) The empoyer must consent to the a use vehice of the of vehice more than without 10,000 the bs. device. ony (Z) providing the GCWR is not more than bs *****

6 SECTION 1 FUNDAMENTALS OF CARGO SECUREMENT Guiding Principe: Pubic safety requires that METAL COILS and other cargo being transported on the highway must remain on or within the vehice under norma driving conditions. The purpose of the standard is: to make highways more safe to have ess damage to cargo Consequences for Drivers Who Do Not Foow the Standard: Deay of trip due to roadside enforcement activity Possibe accident resuting in persona injury or death Financia osses to the driver and carrier, such as: oss of shipment, crimina or civi prosecution, increase in insurance rates, cean-up costs after the accident Damage to cargo When to Appy the Standard: Appy the standard when securing cargo to be transported on a highway by commercia vehices: Cargo Type - for cargo and dangerous goods/hazardous materias, incuding equipment carried for vehice operation and the contents of intermoda containers. Vehice Type - for commercia vehices (trucks, truck tractors, semitraiers, fu traiers and tractor-poe traiers) with a gross vehice weight rating of more than 4,500 kgs. / 10,000 bs. Genera Requirements of the Standard: Cargo must be contained or secured so it does not: eak spi bow fa from fa through become disodged swing or shift, making the vehice unstabe 1.1

7 Performance Criteria for Securement Systems: PART I - Cargo Securement Performance Criteria The standard provides the minimum amount of force that cargo shoud be expected to withstand, in each direction, as shown beow. These minimum force requirements, caed the performance criteria, were determined after extensive testing. The securement system MUST be capabe of resisting these forces, as shown beow. The forward force (80% of the cargo weight) represents braking whie driving straight ahead. The rearward force (50% of the cargo weight) represents vehice acceeration or braking in reverse. The side-to-side or atera force (50% of the cargo weight) represents traveing on a curve, ramp or changing anes. The vertica force (20% of the cargo weight)) represents cargo vibration during transport. This requirement is satisfied when the cargo is "Fuy Contained" (see page 1.4). Note: The securement system must provide a downward force equivaent to at east 20% of the weight of the cargo, if it is not fuy contained within the structure of the vehice. 1.2

8 PART I (con t) g g g g g The performance criteria may aso be expressed in terms of acceeration, which is shown above ( g is the term used for gravity, and represents acceeration or deceeration). 0.8 g deceeration in the forward direction 0.5 g deceeration in the rearward direction 0.5 g acceeration in a side-to-side or atera direction 0.2 g vertica acceeration EXAMPLE: If a stee coi weighs 10,000 bs., the oad securement must provide 8,000 bs. of securement to prevent movement in the forward direction, which is expressed as 80% of the cargo weight (or 0.8 g). 1.3

9 "Fuy Contained" Cargo: "Fuy contained" means that the cargo is paced against a vehice structure of adequate strength or other cargo so that it cannot shift or tip. Cargo that fis a sided vehice of adequate strength is considered fuy contained. PART II - Performance Criteria for Components of a Securement System Each component of the cargo securement system shoud not exceed its Working Load Limit (WLL), when at maximum force. The Working Load Limit is the maximum oad that may be appied to a component of a cargo securement system during norma service; it is usuay assigned by the manufacturer of the component. Each force in the performance criteria is to be appied separatey to the securement system to determine if it is compiant. Components of a Securement System 1.4

10 TEST YOUR KNOWLEDGE OF SECTION 1 1. What types of commercia vehices are required to compy with the cargo securement standard? 2. What is the minimum amount of force that cargo shoud be expected to withstand when traveing on a curve, ramp or when changing anes? 3. If an auminum coi weighs 12,000 bs., the oad securement must provide 6,000 bs. of securement to prevent movement in the rearward direction. How is this performance criteria expressed in terms of gravity ( g )? 4. The securement system must provide what percentage of the weight of the cargo if it is not fuy contained within the structure of the vehice? 5. What is the definition of Working Load Limit (WLL)? 1.5

11 SECTION 2 GENERAL PROVISIONS AND REQUIREMENTS 20% of cargo weight 50% of cargo weight 50% of cargo weight 80% of cargo weight 50% of cargo weight Faiure Modes for Securement Systems: When cargo is subjected to the forces in the performance criteria (Section 1), and when the securement system is not adequate, the system wi fai in one of the foowing three faiure modes: roing siding tipping Objectives for Securement Equipment and Devices: It is the responsibiity of drivers, shippers, carriers and enforcement personne to ensure that a securement equipment, devices and the vehice structure are in good working order and are used within their capabiity. Securement systems are made up of the foowing categories: Category 1- Vehice Structure and Anchor Points, Cargo Securement Responsibiity and Cab Shieds Category 2 - Securement Methods Category 3 - Devices, Assembies and Components Category 4 - Dunnage Materias 2.1

12 CATEGORY 1 Vehice Structure and Anchor Points: The vehice must be strong enough to resist the forces in the performance criteria (Section 1). The vehice must be appropriate for the cargo it is to transport, or it must be adapted to be suitabe by using fittings, fixtures, dunnage, cribbing or other means. (Photo courtesy of: Doepker Industries Ltd) Cargo Securement Responsibiity: According to federa and state reguations, the carrier and driver are responsibe for ensuring that the vehices, anchor points and other securement components are in good working order, with no obvious signs of damage. The driver is aso required to conduct a pre-trip inspection by other operating reguations. Roadside inspections are conducted in accordance with federa, state and provincia aws. If securement equipment fais inspection, it is ikey that the vehice may be paced out-of-service, and the motor carrier and/or the driver may be fined. Cab Shieds: A cab shied is a safety device mounted to the tractor; it is not a part of the cargo securement system. Cab Shied 2.2

13 CATEGORY 2 Securement Method: Because meta cois are different in size, shape, weight and other properties, the shipper and the carrier shoud devise a securement method that is suited to the characteristics of the cargo, and that meets the performance criteria (Section 1). (Iustration courtesy of: Gouvernement du Québec Ministère des Transports) CATEGORY 3 Securement Devices, Assembies and Components - Packaging: If a package coapses in transit after the tiedowns are tensioned, the tiedowns become oose and parts of the oad may fa from the vehice. Because the shipper usuay packages cargo, the shipper needs to make sure that the packages are strong enough to withstand the forces during transport (see the performance criteria in Section 1). After the driver competes an inspection, it is the responsibiity of the driver to inform the carrier that the packaging is not adequate. A securing devices must be used in accordance with the manufacturer's instructions. Where practicabe, a tiedowns must be inside of the rub rai. Edge protection must be used. The edge protection must resist abrasion, cutting and crushing. Tiedowns and securing devices must not contain knots. When necessary, tiedowns must be repaired according to appicabe standards or the manufacturer's instructions. 2.3

14 Securement Devices, Assembies and Components - Tiedowns: A tiedown is made up of a combination of securing devices (that is, an assemby) that restrains cargo on a traier (or vehice), and that is attached to anchor points. There are two types of tiedowns that are used to restrain cargo: direct tiedowns and indirect tiedowns. Indirect tiedowns create a downward force that increases the friction between the cargo and the deck. This increased friction restrains the cargo. Indirect Tiedowns Direct tiedowns provide direct resistance to oppose the forces that are acting on the cargo. This direct resistance keeps the cargo in pace, and prevents movement. Direct Tiedowns Responsibiity for Tightening Tiedowns: Tiedowns (except for stee strapping) must be designed, constructed and maintained so they can be tightened by the driver. Each tiedown must be attached and secured so it does not become oose or unfastened whie the vehice is in transit. 2.4

15 Location of Tiedowns: A tiedown parts must be within the rub rais for patform type vehices (this does not appy when the oad extends beyond the rub rais). Use of Edge Protection: Edge protection must be used if a tiedown may be cut or worn. The edge protection itsef must aso resist crushing, cutting and abrasion. An edge protection device shoud fit propery on the edge of the artice, with no space under the device for it to crush into.. CATEGORY 4 Dunnage Materias: Timber used between tiedowns and cargo must be strong enough not to spit or be crushed. Any timber used shoud be propery seasoned, and free of rot or decay. The grain shoud run engthwise aong the timber when it is used for structura purposes ike bocking and bracing. Timber shoud be free of knots, knothoes and spits that may affect its strength or interfere with naiing. 2.5

16 Genera Securement Requirements - Securement Options: A types of cargo must satisfy one of the foowing three conditions when being secured: fuy contained by structures of adequate strength, or Dump Bodies Tankers immobiized by structures of adequate strength to prevent shifting or tipping, or immobiized on or within a vehice by appropriate means to prevent shifting or tipping. Note: If additiona securement is required for a specific commodity (such as meta cois), the specific requirements for securing that commodity take precedence. Working Load Limit: The Working Load Limit is the maximum oad that may be appied to a component of a cargo securement system during norma service. This vaue is assigned by the component manufacturer or the defaut rating in the Working Load Limit Tabe (see page 2.7). Note: Weded stee chain that is not marked or abeed with a grade or working oad imit, is considered to have a working oad imit equa to that for grade 30 proof coi chain. 2.6

17 MV-79C (4/09) WORKING LOAD LIMIT (WLL) TABLE CHAIN WLL IN POUNDS Size Grade 30 Grade 43 Grade 70 Grade 80 Grade 100 (inches) Proof coi High test Transport Aoy Aoy 1/4 1,300 2,600 3,150 3,500 4,300 5/16 1,900 3,900 4,700 4,500 5,700 3/8 2,650 5,400 6,600 7,100 8,800 7/16 3,700 7,200 8,750 1/2 4,500 9,200 11,300 12,000 15,000 5/8 6,900 13,000 15,800 18,100 22,600 Chain Mark Exampes: Exampe Exampe Exampe Stee Strapping Width x thickness mm (inches) WLL kg (pounds) 31.7 x.74 (1-1/4 x 0.029) 540 (1,190) 31.7 x.79 (1-1/4 x 0.031) 540 (1,190) 31.7 x.89 (1-1/4 x 0.035) 540 (1,190) 31.7 x 1.12 (1-1/4 x 0.044) 770 (1,690) 31.7 x 1.27 (1-1/4 x 0.05) 770 (1,690) 31.7 x 1.5 (1-1/4 x 0.057) 870 (1,925) 50.8 x 1.12 (2 x 0.044) 1,200 (2,650) 50.8 x 1.27 (2 x 0.05) 1,200 (2,650) Poypropyene Fiber Rope WLL (3-Strand and 8-Strand Constructions) Diameter mm WLL kg (inches) (pounds) 10 (3/8) 180 (400) 11 (7/16) 240 (525) 13 (1/2) 280 (625) 16 (5/8) 420 (925) 20 (3/4) 580 (1,275) 25 (1) 950 (2,100) Poyester Fiber Rope WLL (3-Strand and 8-Strand Constructions) Diameter mm WLL kg (inches) (pounds) 10 (3/8) 250 (555) 11 (7/16) 340 (750) 13 (1/2) 440 (960) 16 (5/8) 680 (1,500) 20 (3/4) 850 (1,880) 25 (1) 1,500 (3,300) Synthetic Webbing Width mm (inches) WLL kg (pounds) 45 (1-3/4) 790 (1,750) 50 (2) 910 (2,000) 75 (3) 1,360 (3,000) 100 (4) 1,810 (4,000) New York State Department of Motor Vehices Nyon Rope Diameter mm WLL kg (inches) (pounds) 10 (3/8) 130 (278) 11 (7/16) 190 (410) 13 (1/2) 240 (525) 16 (5/8) 420 (935) 20 (3/4) 640 (1,420) 25 (1) 1,140 (2,520) Doube Braided Nyon Rope Diameter mm WLL kg (inches) (pounds) 10 (3/8) 150 (336) 11 (7/16) 230 (502) 13 (1/2) 300 (655) 16 (5/8) 510 (1,130) 20 (3/4) 830 (1,840) 25 (1) 1,470 (3,250) Wire Rope (6 x 37, Fiber Core) Diameter mm (inches) WLL kg (pounds) 7 (1/4) 640 (1,400) 8 (5/16) 950 (2,100) 10 (3/8 1,360 (3,000) 11 (7/16) 1,860 (4,100) 13 (1/2) 2,400 (5,300) 16 (5/8) 3,770 (8,300) 20 (3/4) 4,940 (10,900) 22 (7/8) 7,300 (16,100) 25 (1) 9,480 (20,900) Mania Rope Diameter mm WLL kg (inches) (pounds) 10 (3/8) 90 (205) 11 (7/16) 120 (265) 13 (1/2) 150 (315) 16 (5/8) 210 (465) 20 (3/4) 290 (640) 25 (1) 480 (1,050) 2.7

18 Strength Rating for Bocking Systems: The working oad imit of a components used to bock cargo from forward movement must be 50% (or more) of the weight of the artice being bocked. The most important securement task is to prevent an artice from moving forward, and the best way to prevent forward movement is to immobiize the cargo. This can be done by pacing it against a headboard, bukhead, stakes or other vehice structure, or against other cargo that is immobiized in that manner. Bocking and bracing can be paced between the artice and vehice structure, other cargo, or a void-fier. A void-fier is materia used to fi a space between artices of cargo and the structure of the vehice, that has sufficient strength to prevent movement of the artices of cargo (for exampe, 4 ft. x 4 ft. timbers paced between two adjacent artices of cargo to fi the void). A direct tiedown can aso be used to secure cargo against forward movement (see page 2.13) 2.8

19 Securement System Strength Rating for Marked Components: The working oad imit of a tiedown is the working oad imit of its weakest part, incuding anchor points (that is, a tiedown is ony as strong as its weakest ink). In the case of synthetic webbing, the working oad imit is the working oad imit of the tiedown assemby or the anchor point, whichever is the east. Some manufacturers mark their manufactured tiedown assembies, or components, with a numeric Working Load Limit vaue. In the absence of other information, this vaue shoud be used as the working oad imit of the component or assemby. Other manufacturers mark components using a code or symbo that is defined in a recognized standard. For exampe, a piece of grade 7 chain may be marked with a 7 or 70, in accordance with the standard of the Nationa Association of Chain Manufacturers. The standard then gives the Working Load Limit for that piece of chain, depending on its size. Securement System Strength Rating for Unmarked Components: Securement components and assembies which are not marked are considered to have working oad imits as specified in the Working Load Limit Tabe (see page 2.7). Note: If markings cannot be read, the tiedown wi be considered unmarked. Carriers shoud try to purchase and use components that are rated and marked by their manufacturer. That way, the carrier, driver, shipper and inspector can a verify that the proper equipment is being used for the job. Note: Friction mats provide a resistance to horizonta movement equa to 50% of the cargo weight that is resting on the mat. 2.9

20 Cargo Pacement and Restraint: Artices of cargo that are paced beside each other and secured by sideto-side, indirect tiedowns must be either: paced in direct contact with each other, or prevented from shifting towards each other Some tiedowns ose their initia tension very quicky in norma driving if there are gaps between artices. Artices must be paced in contact with each other to ensure that there are no gaps, or must be secured by some means to prevent them from moving towards each other in transit. This requirement appies to a ayers and stacks of artices that are oaded across a vehice. Acceptabe Cargo Pacement Where two or more ong artices (ike meta ingots or bundes of reinforcing bars) are oaded engthwise on a vehice, if the space between artices cannot be fied with other cargo or bocking, transverse tiedowns can be wrapped around each artice to immobiize it against side-to-side movement. 2.10

21 Cargo Ro Prevention Artices of cargo that have a tendency to ro are difficut to secure. If the artice cannot be paced against a vehice structure of adequate strength, then it must be ifted from the deck and have chocks, wedges, a crade or some other means to prevent roing. One of the above must be used to prevent meta cois from roing. The method used to prevent roing must not become unfastened or oose whie the vehice is in transit. For exampe, the use of timber chocks in coi bunks to form a crade for meta cois is a reiabe way of meeting this requirement. Naied wood bocking and ceats are a prohibitive means of providing secondary securement for meta cois. (Iustration courtesy of: Gouvernement du Québec Ministère des Transports) An artice that is resting on the deck, and that is secured on each side by chocks or wedges, may sti have a tendency to rock back and forth sighty. Repeated rocking during a trip coud cause the securement system to oosen. Supporting a singe arge or heavy artice off the deck wi eiminate this tendency. A crade is a very effective way to prevent roing. Crades that have anges of 45 degrees provide the most restraining force. As the crade ange decreases from 45 degrees, so does the restraining force. Where mutipe simiar artices are paced against each other, the tendency to rock can be controed if tiedowns through the two end artices pu the artices together, as required for mutipe cois. 2.11

22 Aggregate Working Load Limit for Tiedowns: The sum of the working oad imits from a tiedowns must be at east 50% of the weight of the cargo. This appies for both direct and indirect tiedowns. The manufacturer s working oad imit is reduced by 50% for tiedowns which are directy attached from the vehice to the artice, and tiedowns attached to the vehice that go around, through or over the artice and are reattached to the same side of the vehice. The assumption is that the tiedowns wi provide restraint for 50% of the cargo weight in each direction, whie friction and other factors provide the additiona restraint of up to 30% of the cargo weight in the forward direction (see performance criteria in Section 1). NOTE: Direct tiedowns, as defined, wi have a 50% reduction from the manufacturer s rating or the defaut rating. This is the minimum requirement. More tiedown capacity shoud be used if it is needed to secure an artice against any movement. If there is ow friction between cargo and the deck (which can be caused by snow, ice, sand, grave and oi), direct tiedowns or a means to improve friction (for exampe, friction mats) shoud be used. 20% of cargo weight 50% of cargo weight 50% of cargo weight 80% of cargo weight 50% of cargo weight 2.12

23 Purpose of Direct Tiedowns: A direct tiedown resists the performance criteria forces that are appied to the cargo. Anges Required When Using Direct Tiedowns: A direct tiedown is considered effective against forward and rearward forces if it makes an ange ess than 45 degrees when viewed from the side of the vehice.. A direct tiedown is considered effective against side-to-side forces if it makes an ange ess than 45 degrees with the horizonta when viewed from the front or rear of the vehice. 2.13

24 Cacuating Working Load Limits for Direct Tiedowns: When cacuating the aggregate working oad imit of a direct tiedowns count 100% of the tiedown working oad imit for each tiedown attached to both sides of the vehice, as shown in Figure #1, and 50% of the working oad imit for each tiedown attached to ony one side of the vehice, as shown in Figure #2. If each tiedown in Figure #1 has a working oad imit of 4,000 bs. (1,820 kgs.), the aggregate working oad imit for this securement system is 8,000 bs. (3,640 kgs.). Each tiedown is connected to the vehice TWICE. In figure #2, the aggregate working oad imit for a tiedowns is 4,000 bs. (1,820 kgs.). Figure #1 Figure #2 Purpose of Indirect Tiedowns The purpose of the indirect tiedown is to increase the pressure of the artice on the deck (that is, to increase the frictiona force between the artice and the deck). An indirect tiedown has faied if the artice shifts. If friction is ow between the deck and the cargo (such as a pastic skid, pastic-coated artice, or an oisoaked/wet deck), direct tiedowns can be more effective. Under these conditions, consider using friction mats or other friction enhancing devices. 2.14

25 Anges Required for Using Indirect Tiedowns: An indirect tiedown that is used to prevent front-to-back cargo movement must make an ange of at east 30 degrees with the deck when viewed from the side of the vehice.. An indirect tiedown that is used to prevent side-to-side movement must make an ange of at east 30 degrees when viewed from the front or back of the vehice. An indirect tiedown shoud be tensioned to as high an initia tension as possibe, at east 50% of its working oad imit. The tension shoud be maintained throughout the trip. 2.15

26 Cacuating Working Load Limits for Indirect Tiedowns: Each tiedown that passes over an artice is considered to be 1 tiedown. The aggregate working oad imit of a indirect tiedowns is the sum of the working oad imits of each indirect tiedown. In this picture, if each tiedown has a working oad imit of 4,000 bs. (1,820 kgs.), the aggregate working oad imit for this securement system is 8,000 bs. (3,640 kgs.). 2 tiedowns x 4,000 bs. = 8,000 bs. Minimum Number of Indirect Tiedowns Required: When cargo is not prevented from forward movement (by using a headboard, bukhead, other cargo or direct tiedown), it must be secured using the foowing requirements [METAL COILS HAVE SPECIFIC REQUIREMENTS]: Artice Description 1.52m (5 ft.) or shorter; 500 kgs. (1,100 bs.) or ighter 1.52m (5 ft.) or shorter; over 500 kgs. (1,100 bs.) Between 1.52+m (5+ft.) and 3.04m (10 ft.) Longer than 3.04m (10 ft.) Minimum Number of Indirect Tiedowns tiedown for every additiona 3.04m (10 ft.), or part thereof 2.16

27 When cargo is prevented from forward movement (by using a headboard, bukhead, other cargo or direct tiedown) it must be secured using the foowing requirements [METAL COILS HAVE SPECIFIC REQUIREMENTS]: Artice Description A cargo Minimum Number of Indirect Tiedowns 1 tiedown for every 3.04m (10 ft.), or part thereof Inspection of Securement Systems: The driver is responsibe for the foowing cargo securement inspection activities: Responsibiity of Driver Within first 80 kgs. (50 mies) When duty status of driver changes After 3 his. or 240 kgs. (150 mies) Inspect cargo and securing devices Adjust cargo and/or securing devices Add additiona securing devices As necessary As necessary As necessary As necessary As necessary As necessary If adjustments need to be made at any inspection, the driver must make them, or must add devices (as necessary) to ensure that the oad is propery secured. This means that the vehice shoud carry, or be equipped with, additiona tiedowns for this purpose. The driver may be unabe to make the inspection if the vehice is seaed, or if the securement cannot be inspected. There may aso be some oads where the driver cannot adjust the securing devices. However, the responsibiity for cargo securement sti exists, as expained in Section 1. Such oads are sti subject to on-highway inspection. If the oad is not adequatey secured, the driver and/ or carrier coud be cited for a vioation. 2.17

28 TEST YOUR KNOWLEDGE OF SECTION 2 1. As required by state and federa reguations, who is responsibe for proper oad securement? 2. A driver is required to check the cargo and its securing devices within how many mies after beginning a trip? 3. What is the working oad imit of a binder with a hande marked 3/8-G7, 7/16-G43? 4. A 5/8-inch chain that has a working oad imit of 13,000 bs. shoud have inks marked with what strength rating? 5. What is the working oad imit of unmarked 2-inch synthetic webbing? 6. If a meta coi is secured with 3/8-inch chains that do not dispay a grade rating, what is the defaut strength rating assigned to each chain? 2.18

29 SECTION 3 METAL COILS Preventing Securement Faiure: Use a securement system to immobiize meta cois to ensure they are prevented from siding, tipping or roing. Compy with specific securement methods required in reguations. Appication: NYS-CDL DRIVER LICENSE METAL COIL ENDORSEMENT ( M ) ANY COMMERCIAL VEHICLE OR DRIVER Meta coi shipments which weigh 2,268 kgs. (5,000 bs.) or more, individuay or bunded together Meta coi shipments which weigh ess than 2,268 kgs. (5,000 bs.), individuay or bunded together The foowing securement requirements are for meta cois transported on fatbed vehices, van-type vehices or intermoda containers that have anchor points. Securement requirements for sided vehices or intermoda containers without anchor points are covered at the end of this section. 3.1

30 Securement Requirements for a Singe Meta Coi with Eyes Vertica: If the coi is fastened to a paet, the paet must be strong enough so it cannot coapse under the forces described in the performance criteria (Section 1). Tiedowns must be arranged in the foowing manner to prevent the cois from tipping in the forward, rearward and side-to-side (atera) directions: at east one indirect tiedown attached diagonay from the eft side of the vehice, across the eye of the coi, to the right side of the vehice; at east one indirect tiedown attached diagonay from the right side of the vehice, across the eye of the coi, to the eft side of the vehice; at east one indirect tiedown attached side-to-side over the eye of the coi; either bocking and bracing, friction mats or direct tiedowns must be used to prevent forward - rearward movement. Note: Use a friction mat under the paet to increase the friction between the paet and the deck. The coi shoud be secured to the paet to withstand a the forces in the performance criteria (Section 1). The sum of the working oad imits from a tiedowns must be at east 50% of the weight of the cois. 3.2

31 Securement Requirements for a Row of Meta Cois with Eyes Vertica: Cois that are transported in rows must be secured by: at east one direct tiedown against the front of the row of cois, restraining against forward motion, and if practicabe, making an ange 45 degrees or ess with the foor. at east one direct tiedown against the rear of the row of cois, restraining against rearward motion, and if practicabe, making an ange 45 degrees or ess with the foor. at east one indirect tiedown over the top of each coi or side-by-side row of cois, restraining against vertica motion. Indirect tiedowns going over the top of a coi must be as cose as possibe to the eye of the coi. direct tiedowns, bocking or bracing must be arranged to prevent shifting or tipping in a directions. Note: If there are more than two cois in the front and rear rows, the direct tiedown must run outside some kind of channe that bears against a cois in these rows. Use a friction mat under each paet to increase the friction between the paet and the deck. This shoud aways be done when the deck or coi is soaked with oi. 3.3

32 Securement Requirements for Meta Cois With Eyes Crosswise: Step #1: Support the Coi To prevent rocking, the coi must be supported above the deck. The coi supports must be hed in pace so they do not become oose during a trip. If timbers, chocks or wedges are used, they must be hed in pace by coi bunks or simiar devices to prevent them from coming oose. The use of naied bocking or ceats as the soe means to secure timbers, chocks or wedges, or a naied wood crade, is prohibited. The crade can be restrained against siding by pacing friction mats under the timbers and coi bunks, using naied wood bocking or ceats against the front timber, or by pacing a direct tiedown around the front of the crade. If a direct tiedown is used around the front of the crade, it does not count towards the aggregate working oad imit for tiedowns through the eye of the coi. Step #2: Prevent the Coi from Forward Movement At east one direct tiedown is required through its eye, restricting forward motion. 3.4

33 Step #3: Prevent the Coi from Rearward Movement: At east one direct tiedown is required through its eye, restricting rearward motion. If more than two chains are required, they shoud be paced symmetricay on either side of the coi. If an odd number of chains are required, the ast chain shoud be to the rear. Attaching direct tiedowns diagonay through the eye of a coi to form an X-pattern when viewed from above the vehice is prohibited. Securement Requirements for Individua Meta Cois with Eyes Lengthwise: There are three options for safey securing individua cois that are oaded with their eyes engthwise. Securement Option #1: Step #1: Support the coi above the deck to prevent the coi from roing. 3.5

34 Option #1: Step #2: Attach at east one direct tiedown on each diagona through the eye of the coi making an ange not more than 45 degrees with the foor of the vehice when viewed from the side. Step #3: Attach at east one indirect tiedown side-to-side over the top of the coi. Step #4: Use bocking or friction mats to prevent forward movement. Securement Option #2: Same as Option #1, except the direct tiedowns are straight instead of diagona. Option #1 Option #2 Securement Option #3: Option #3 This option is the same as Option #1 and #2, except the two direct tiedowns are repaced with two indirect tiedowns over the front and rear parts of the coi. 3.6

35 Securement Requirements for a Row of Meta Cois with Eyes Lengthwise: A row of cois is made up of three or more cois oaded in ike mode and in a ine. The requirements for securing a row of cois is simiar to securing individua cois (Option #3). Step #1: Support the cois above the deck to prevent the cois from roing. The means to support the cois (for exampe, timbers, chocks or wedges, a crade, etc.) must not become unfastened or oose whie the vehice is in transit. Step #2: Attach at east two direct tiedowns over each coi or side-byside row. Step #3: Use bocking or friction mats to prevent front-to-back movement in the forward direction. 3.7

36 Securement Requirements for Meta Cois in Sided Vehices or Intermoda Containers without Anchor Points: Cois must be prevented from horizonta movement or from tipping, by use of the foowing: friction mats system of bocking and bracing tiedowns and bocking tiedowns and bracing The carrier/driver must ensure that the securement system meets the performance criteria requirements (Section 1). 3.8

37 TEST YOUR KNOWLEDGE OF SECTION 3 1. Transportation of one or more meta cois (individuay or bunded together) weighing 5,000 bs. or more, must compy with which oad securement requirement? 2. How are tiedowns used to secure cois transported with eyes vertica on a fatbed vehice, in a sided vehice or intermoda container with anchor points? 3. What structure or device is used to prevent ongitudina movement of the coi in the forward direction? 4. Which means of securement is prohibited when transporting cois with the coi eye crosswise on the vehice? 5. The sum of the working oad imits (WWL) from a tiedowns must be at east what percentage of the weight of the cois? 6. When is use of a friction mat recommended? 7. What are the requirements for securing meta cois with eyes engthwise? 3.9

38 DEFINITIONS Aggregate working oad imit - The aggregate working oad imit is the sum of: 1. One-haf the working oad imit of each tiedown that goes from an anchor point on the vehice to an anchor point on an artice of cargo; 2. One-haf the working oad imit of each tiedown that is attached to an anchor point on the vehice, passes through, over, or around the artice of cargo, and is then attached to an anchor point on the same side of the vehice; 3. The working oad imit for each tiedown that goes from an anchor point on the vehice, through, over, or around the artice of cargo, and then attaches to another anchor point on the other side of the vehice. Anchor point - Part of the structure, fitting or attachment on a vehice or artice of cargo to which a tiedown is attached. Artice of cargo - A unit of cargo, other than a iquid or gaseous cargo, that incudes artices grouped together so they can be handed as a singe unit or can be grouped together by wrapping, strapping, banding or edge protection device(s). Bocking - A structure, device or another substantia artice paced against or around an artice of cargo to prevent horizonta movement of the artice of cargo. Bracing - A structure, device, or another substantia artice paced against an artice of cargo to prevent it from tipping, that may aso prevent it from shifting. Dunnage - A oose materias used to support and protect cargo. Edge protector - A device paced on the exposed edge of an artice to distribute tiedown forces over a arger area of cargo than the tiedown itsef, to protect the tie-down and/or cargo from damage, and to aow the tiedown to side freey when being tensioned. Friction mat - A device paced between the deck of a vehice and an artice of cargo, or between artices of cargo, intended to provide greater friction than exists naturay between these surfaces. 4.1

39 "g " - The acceeration due to gravity, 32.2 ft/sec\2\ (9.823 m/sec\2\). Meta Coi - A product comprised of mixtures, compounds and/or aoys commony known as meta, meta foi, meta eaf, forged meta, stamped meta, meta wire or meta chain that are generay good conductors of eectricity and heat, and that can be meted or fused, hammered into thin sheets, or drawn into wire, that are buk packaged or packaged from a continuous pu or mutipe pus as a ro, coi, spoo, wind or wrap, and where the aggregate weight of the coi is equa to or greater than 5,000 pounds. Sided vehice - A vehice whose cargo compartment is encosed on a four sides by was of sufficient strength to contain artices of cargo, where the was may incude atched openings for oading and unoading. Incudes vans, dump bodies, and a sided internoda container carried by a vehice. Tiedown - A combination of securing devices which forms an assemby that attaches artices of cargo to, or restrains artices of cargo on, a vehice or traier, and is attached to anchor point(s). Tractor-poe traier - A combination vehice that carries ogs engthwise so they form the body of the vehice. The ogs are supported by a bunk ocated on the rear of the tractor, and another bunk on the skeeta traier. The tractor bunk may rotate about a vertica axis, and the traier may have a fixed, scoping or cabed reach, or other mechanica freedom, to aow it to turn. Void fier - Materia used to fi a space between artices of cargo and the structure of the vehice, that has sufficient strength to prevent movement of the artices of cargo. Working oad imit (WLL) - The maximum oad that may be appied to a component of a cargo securement system during norma service, usuay assigned by the manufacturer of the component. 4.2

40 ACKNOWLEDGMENTS The NYS Department of Motor Vehices wishes to thank the staff of the NYS Department of Transportation and the Canadian Counci of Motor Transport Administrators (CCMTA) who contributed their time and expertise to the North American Meta Coi Cargo Securement Program, on which the materias in this manua are based.

41 NEW YORK STATE DEPARTMENT OF MOTOR VEHICLES Andrew M. Cuomo Governor MV-79 (4/11)