Cargo securement rules for trucks in the US: 49 CFR 393

In the United States, cargo on trucks and trailers is secured under subpart I of 49 CFR Part 393, sections 393.100 to 393.136: the Federal Motor Carrier Safety Administration’s rules on protection against shifting and falling cargo. The securement system must hold the cargo at 0.8 g of forward deceleration and 0.5 g rearward and sideways without exceeding the breaking strength of its parts, and the tiedowns on an article must have an aggregate working load limit of at least half its weight. The number of tiedowns follows the length and weight of each article, and eleven further sections add rules for particular commodities, from logs and metal coils to large boulders.

Status: 13 November 2026. This page follows the 2025 edition of the Code of Federal Regulations (title 49, volume 5, revised as of October 1, 2025), Part 393, subpart I, as published on govinfo, and three Federal Register documents read on 13 November 2026: the exemption notices 2024-20377 and 2026-20048 and the proposed rule 2025-20282. Of the 20 Federal Register documents on Part 393 published from January 1, 2025 to November 13, 2026, the eight final rules of February 19, 2026 concern fuel tank overfill, auxiliary fuel tanks, spare fuses, liquid-burning flares, tire load markings, license plate lamps, brakes on portable conveyors and the certification and labeling of rear impact protection guards; none is titled as a change to cargo securement. The page gives the federal text only; State rules and penalties are not described here.

What the cargo securement rules cover

Section 393.100(a) reads: “The rules in this subpart are applicable to trucks, truck tractors, semitrailers, full trailers, and pole trailers.” Each commercial motor vehicle transporting cargo on public roads must be loaded and equipped, and the cargo secured, “to prevent the cargo from leaking, spilling, blowing or falling from the motor vehicle” (393.100(b)). Cargo must also be contained, immobilized or secured so that it does not shift on or within the vehicle “to such an extent that the vehicle’s stability or maneuverability is adversely affected” (393.100(c)).

The general securing rules of section 393.106 apply to all types of cargo except commodities in bulk that lack structure or fixed shape, such as liquids, gases, grain, liquid concrete, sand, gravel and aggregates, carried in a tank, hopper, box or similar device that forms part of the structure of the vehicle. They also apply to the commodities that have their own sections, and “The commodity-specific rules take precedence over the general requirements of this section when additional requirements are given for a commodity listed in those sections” (393.106(a)).

Under section 393.106(b), cargo must be “firmly immobilized or secured on or within a vehicle by structures of adequate strength, dunnage or dunnage bags, shoring bars, tiedowns or a combination of these.” Articles likely to roll must be restrained by chocks, wedges, a cradle or an equivalent means, and articles placed beside each other and secured by transverse tiedowns must either touch or be prevented from shifting towards each other (393.106(c)).

Section 393.102(c) treats the performance requirements as met if the cargo is:

• immobilized so that it cannot shift or tip to the extent that the vehicle’s stability or maneuverability is adversely affected;
• carried in a sided vehicle whose walls are of adequate strength, with each article in contact with, or sufficiently close to, a wall or other articles, so that it cannot shift or tip to that extent; or
• secured in accordance with the applicable requirements of sections 393.104 to 393.136.

The subpart’s source is the Federal Register of September 27, 2002 (67 FR 61225). The history notes in the 2025 edition record amendments in 2003 (68 FR 56208), on June 22, 2006 (71 FR 35832 to 35834) and, latest, on September 24, 2013 (78 FR 58484), the last of which appears under sections 393.102, 393.118, 393.120, 393.124 and 393.136.

The performance criteria in section 393.102

Section 393.102(a) sets two sets of conditions, applied separately, for “Tiedown assemblies (including chains, wire rope, steel strapping, synthetic webbing, and cordage) and other attachment or fastening devices.” They must be designed, installed and maintained so that the forces acting on them do not exceed the manufacturer’s breaking strength rating under the first set, or their working load limit under the second.

For vertical movement, section 393.102(b) states: “Securement systems must provide a downward force equivalent to at least 20 percent of the weight of the article of cargo if the article is not fully contained within the structure of the vehicle.” An article fully contained within the structure may be secured under section 393.106(b).

How European rules express the forces a load must withstand, and the EN 12195 standard behind them, is described in load securing: the forces the rules assume.

Tiedowns and the standards they must meet

Section 393.104 requires every device and system used to secure cargo to be capable of meeting section 393.102. Tiedowns and other components must be in proper working order, with no damaged or weakened components such as cracks or cuts that adversely affect their performance, including reducing the working load limit. The same applies to the vehicle structures, floors, walls, decks, tiedown anchor points, headerboards, bulkheads, stakes, posts and mounting pockets used to contain or secure cargo, which must also be strong enough to meet section 393.102. Dunnage, dunnage bags, chocks, cradles, shoring bars and blocking and bracing material must not have damage or defects that would compromise the securement system.

Section 393.104(e) names the manufacturing standard for each tiedown material: ASTM D3953-97 (February 1998) for steel strapping, the National Association of Chain Manufacturers’ Welded Steel Chain Specifications of September 28, 2005 for chain, WSTDA-T1 (1998) of the Web Sling and Tiedown Association for webbing, the Wire Rope Technical Board’s Wire Rope Users Manual (2nd Edition, November 1985) for wire rope, and five Cordage Institute rope standards for cordage.

Section 393.104(f) adds that “Tiedowns and securing devices must not contain knots,” that each tiedown must be attached and secured so that it cannot become loose, unfasten, open or release in transit, and that edge protection resisting abrasion, cutting and crushing must be used wherever a tiedown would be subject to abrasion or cutting where it touches the cargo. Under section 393.112, each tiedown, its connectors or its attachment mechanisms must be built and maintained “so the driver of an in-transit commercial motor vehicle can tighten them”; the requirement does not apply to steel strapping.

Working load limit: the half-the-weight rule

Section 393.106(d) states: “The aggregate working load limit of tiedowns used to secure an article or group of articles against movement must be at least one-half times the weight of the article or group of articles.” The aggregate is the sum of:

• one-half the working load limit of each tiedown that goes from an anchor point on the vehicle to an anchor point on the cargo;
• one-half the working load limit of each tiedown attached to an anchor point on the vehicle, passed through, over or around the cargo and attached to an anchor point on the same side of the vehicle;
• the full working load limit of each tiedown that goes from an anchor point on the vehicle through, over or around the cargo to an anchor point on the other side of the vehicle.

The working load limit of a tiedown, connector or attachment mechanism “is the lowest working load limit of any of its components (including tensioner), or the working load limit of the anchor points to which it is attached, whichever is less” (393.108(a)). It may be taken from the manufacturer’s markings or from the tables in section 393.108; the tables apply when the material is not marked with its working load limit, and material marked with a working load limit counts at that value even where it differs from the tables (393.108(b)).

For material without markings, section 393.108 and the notes to section 393.104(e) set default values:

• synthetic cordage that cannot be identified counts as polypropylene fiber rope;
• welded steel chain that cannot be identified counts as grade 30 proof coil chain;
• wire rope without a marked working load limit counts at one-fourth of the nominal strength listed in the Wire Rope Users Manual, and wire of unknown construction as 6 × 37 fiber core wire rope;
• steel strapping without a marked working load limit counts at one-fourth of the breaking strength listed in ASTM D3953-97;
• friction mats that are not marked or rated “shall be considered to provide resistance to horizontal movement equal to 50 percent of the weight placed on the mat” (393.108(g)).

The same section has tables for wire rope (6 × 37, fiber core), manila rope, polypropylene, polyester, nylon and double braided nylon rope, and steel strapping.

How many tiedowns: section 393.110

When tiedowns are part of the securement system, section 393.110 sets a minimum number by the length of the article, “in addition to the rules under § 393.106”, which include the aggregate working load limit.

The rows for articles not blocked forward are the text’s case of an article “not blocked or positioned to prevent movement in the forward direction by a headerboard, bulkhead, other cargo that is positioned to prevent movement, or other appropriate blocking devices” (393.110(b)).

Under section 393.110(d), these counts do not apply to a vehicle carrying machinery or fabricated structural items, such as steel or concrete beams, crane booms, girders and trusses, which because of their design, size, shape or weight must be fastened by special methods. Any cargo on such a vehicle must still be “securely and adequately fastened to the vehicle.”

Front end structures: section 393.114

Section 393.114 applies to commercial motor vehicles carrying cargo that is in contact with the front end structure of the vehicle. That structure must:

• reach either 4 feet above the floor of the vehicle or the height at which it blocks forward movement of the cargo, whichever is lower, and be at least as wide as the vehicle or as wide as needed to block the cargo, whichever is narrower;
• withstand a horizontal forward static load of one-half (0.5) of the weight of the cargo if it is less than 6 feet high, or four-tenths (0.4) of that weight, uniformly distributed over the entire structure, if it is 6 feet high or higher;
• resist penetration by any article of cargo that contacts it when the vehicle decelerates at a rate of 20 feet per second, per second, with no aperture large enough for such an article to pass through.

Devices that perform the same functions may be used instead, if they are at least as strong as, and give at least equal protection against shifting cargo as, a conforming front end structure (393.114(e)). Flatbed, step deck, lowboy and other US trailer bodies are described in semi-trailer types in the US.

The commodity-specific sections

Sections 393.116 to 393.136 appear in the subpart under the heading “Specific Securement Requirements by Commodity Type.” Each begins with its own scope; several send lighter or unitized loads back to the general rules of sections 393.100 to 393.114.

Some of the figures the commodity sections set:

• Logs: the vehicle must be designed and built, or adapted, for logs, with bunks, bolsters, stakes or standards that cradle them; on a frame vehicle, or a flatbed with bunks, bolsters or stakes, the tiedowns on a stack must have an aggregate working load limit of at least one-sixth of its weight (393.116(b)). Timber trucks and the weight rules for them are described in timber trucks and log transport.
• Concrete pipe: the aggregate working load limit of all tiedowns on any group of pipes must not be less than half the total weight of the pipes in the group (393.124(b)(1)).
• Intermodal containers on a container chassis: all lower corners secured to the chassis, the front and rear secured independently, and the devices must keep the container from moving more than 1.27 cm (1/2 in) forward, aft, right or left, or more than 2.54 cm (1 in) vertically (393.126(b)). Container sizes are listed in shipping container dimensions.
• Automobiles, light trucks and vans: restrained at both the front and rear against lateral, forward, rearward and vertical movement “using a minimum of two tiedowns” (393.128(b)(1)).
• Heavy vehicles, equipment and machinery: accessory equipment such as hydraulic shovels completely lowered and secured, articulated vehicles restrained against articulation, and restraint against lateral, forward, rearward and vertical movement “using a minimum of four tiedowns” (393.130).
• Flattened or crushed vehicles: synthetic webbing may not be used to secure them, except to connect wire rope or chain to anchor points, and it must not touch the cars (393.132(b)); the vehicle needs containment walls on four sides, or walls on three sides and at least two tiedowns per vehicle stack, or walls on two sides and at least three, or at least four tiedowns per stack (393.132(c)).
• Roll-on/roll-off and hook lift containers: on a vehicle without an integral securement system, the container is blocked forward and secured at the front by the lifting device or other restraint, and at the rear by tiedowns or hooks installed no more than two meters (6 ft 7 in) from the rear of the container (393.134(b)). The trucks themselves are described in hooklift and skip loader trucks.
• Large boulders: “Only chain may be used as tiedowns to secure large boulders” (393.136(c)(1)); for a cubic boulder, and for a non-cubic boulder with a stable base, the aggregate working load limit of the chains must be at least half the weight of the boulder (393.136(d) and (e)).

Exemptions granted by FMCSA

Both notices below state that FMCSA has authority under 49 U.S.C. 31136(e) and 31315(b) to grant exemptions from the Federal Motor Carrier Safety Regulations, and that it must publish its decision in the Federal Register (49 CFR 381.315(b)). Among the exemptions in force on 13 November 2026 are two from the cargo securement sections. While each is in effect, “no State shall enforce any law or regulation that conflicts with or is inconsistent with this exemption with respect to a person operating under the exemption,” and States may, but are not required to, adopt the same exemption for intrastate commerce.

Wisconsin shortwood logs in crib-type vehicles

A notice of final disposition of September 10, 2024 (FR Doc. 2024-20377, 89 FR 73492, docket FMCSA-2023-0113) grants the Great Lakes Timber Professionals Association “a limited 5-year exemption” on behalf of motor carriers in Wisconsin. It covers shortwood logs transported lengthwise in crib-type vehicles that have been modified or manufactured without front structures or rear structures, or that have a center-mounted crane for loading and unloading; the association sought relief from sections 393.116(b)(3) and 393.116(e). “This exemption is effective September 10, 2024 through September 10, 2029, unless revoked earlier.”

The terms limit it to Wisconsin carriers engaged exclusively in this transport, and “it does not apply to any other cargo type or other trailer configuration.” They require at least two tiedowns on the foremost stack of a vehicle without a front structure, at least one on the rearmost stack of a vehicle without a rear structure, and at least one on a stack next to an internal gap between stacks, and they oblige the carriers to notify FMCSA within 7 business days of any crash during this transport.

Cleveland-Cliffs Steel coil carriers in East Chicago, Indiana

A notice of provisional renewal of September 30, 2026 (FR Doc. 2026-20048, 91 FR 61916, docket FMCSA-2016-0050) provisionally renews and consolidates two exemptions held by Cleveland-Cliffs Steel LLC for its steel plant in East Chicago, Indiana, where public roads pass through the site. Beyond hours-of-service relief for its drivers, it lets the company keep using specialized coil carriers that do not meet the definition of a “heavy hauler trailer,” the rear side marker lamp height and tire loading requirements, and “the commodity-specific cargo securement requirements for metal coils” of section 393.120. The relief from Part 393 “is restricted exclusively to Cliffs’ specialized CMVs used to transport steel coils”; the company’s scrap trucks must comply with Part 393. The vehicles may use public roads only at Riley Road, about 80 feet, and at the intersection of Dickey Road and 129th Street, about 0.2 mile.

“This exemption is effective September 23, 2026, through March 23, 2027, 11:59 p.m. local time, unless revoked earlier.” Comments were due by October 30, 2026. The company applied on July 21, 2026 for a 5-year renewal, and section V.A of the notice renews the exemptions provisionally “for six months.” Section V.E of the same notice says the exemption “will be valid for 5 years as provided in section V.A., unless revoked earlier by FMCSA.” The steel coil exemption dates from 2016 (81 FR 65574); its previous renewal ran from September 23, 2021 through September 23, 2026 (86 FR 54285). The Federal Register lists no later document on the docket up to 13 November 2026.

Out-of-service criteria are not in subpart I

Subpart I contains no out-of-service criteria. A proposed rule of November 19, 2025 (FR Doc. 2025-20282, 90 FR 52030) concerns a handbook of the Commercial Vehicle Safety Alliance (CVSA) titled “North American Standard Out-of-Service Criteria and Level VI Inspection Procedures and Out-of-Service Criteria for Commercial Highway Vehicles Transporting Transuranics and Highway Route Controlled Quantities of Radioactive Materials as defined in 49 CFR part 173.403.” FMCSA describes it as containing inspection procedures and out-of-service criteria for inspections of shipments of transuranic waste and highway route controlled quantities of radioactive material, and adds: “The OOSC, while not regulations, provide enforcement personnel nationwide, including FMCSA’s State partners, with uniform enforcement tolerances for inspections.”

FMCSA incorporates that handbook by reference in its hazardous materials safety permit rules, at 49 CFR 385.4(b)(1), referenced at section 385.415(b). That provision, as amended on August 21, 2024 (89 FR 67560), references the April 1, 2024 edition; the proposed rule would replace it with the April 1, 2025 edition, and comments closed on December 19, 2025. The Federal Register lists no final rule on that proposal up to 13 November 2026. Out-of-service conditions for cargo securement are not described here.

What this page does not cover

• State rules, including those for intrastate traffic, and penalties and enforcement procedures.
• Out-of-service conditions for cargo securement.
• How particular loads are secured, and the detailed arrangements in the commodity sections, such as the layouts for coils and paper rolls with eyes vertical, crosswise or lengthwise, and the tier rules for lumber and concrete pipe.
• The definitions in 49 CFR 393.5 and the general applicability of the Federal Motor Carrier Safety Regulations in Part 390.
• Rules in Canada and Mexico.
• The European rules, which are covered in load securing: the forces the rules assume.