Freight Safety Intelligence uses telematics data from participating carriers to generate a carrier-level safety score based on the previous 90 days of driving. The system is designed to give brokers a more current view of driving behavior while allowing carriers to demonstrate their safety performance using data from their existing telematics systems.

Platform Looks Beyond Existing Safety Records

Freight brokers already have access to federal safety information when evaluating carriers, but CMT argues that those records do not always provide a current picture of how a fleet is performing on the road.

The company cited FMCSA data showing that 94% of interstate freight carriers do not have an FMCSA safety rating. CMT also said existing records can lag behind current driving behavior, creating a gap between historical information and a carrier’s more recent performance.

Freight Safety Intelligence is intended to add another source of information to that process by analyzing recent driving data before freight is assigned.

Carriers Choose Whether to Participate

The program relies on data from telematics systems already being used by participating carriers. Fleets authorize access through the platform, and participation is voluntary, with carriers maintaining control over the information they share.

CMT then analyzes the previous 90 days of driving and produces a carrier-level safety score that the company says has been validated against crash risk. Freight brokers can consider that score as part of their carrier-selection process.

For participating fleets, the same system creates a way to show brokers how their equipment is being operated now rather than relying exclusively on older safety records.

Driving Performance Could Become Part of Freight Decisions

The platform also introduces another potential business consideration for carriers because brokers can use the safety score when deciding who receives a load.

CMT says making recent driving performance visible during carrier selection could give fleets with stronger safety results another way to distinguish themselves when competing for freight. In practice, that means the everyday driving behavior captured by a fleet’s telematics system could become part of the information considered before a broker books the carrier.

The new service follows CMT’s January 2026 launch of DriveWell Fleet, a safety platform developed for commercial fleets and insurers. Freight Safety Intelligence extends that technology into the freight-broker selection process, connecting recent driving data with decisions about which carriers move individual loads.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: September 22, 2026

Source: The Trucker

The post New CMT Platform Uses Recent Driving Data to Measure Carrier Safety appeared first on Truck Drivers USA.

Building good securement habits not only helps protect cargo and equipment but also makes pre-trip inspections more effective, improves confidence behind the wheel, and reduces the need for unexpected adjustments later in the trip. Whether hauling flatbed freight, machinery, building materials or specialized cargo, the time invested before departure often determines how smoothly the rest of the haul will go.

Learn to Read the Load Before Reaching for Straps or Chains

One of the biggest differences between new and experienced drivers is how they evaluate freight before securing it.

Rather than immediately counting tiedowns, experienced drivers study the load itself. They look at where the weight is concentrated, whether the center of gravity is high or low, how the cargo contacts the trailer, and whether the freight could roll, compress, or shift during normal travel. A stack of lumber behaves differently than a steel coil, while heavy equipment creates different challenges than palletized freight because attachments, articulation points and uneven weight distribution all influence how the load reacts on the road.

That evaluation shapes every decision that follows. It determines whether direct tiedowns or indirect tiedowns are more appropriate, whether blocking or bracing will improve stability, and whether additional securement beyond the regulatory minimum provides a greater safety margin.

Working Load Limit Is More Than a Number on a Tag

Many drivers become familiar with working load limits during CDL training, but understanding how they apply in real-world situations is just as important as knowing the definition.

The combined working load limit of the securement system must be sufficient for the weight of the cargo, but the way tiedowns are attached also affects how much of their rated capacity can be counted. A strap routed over a load and attached to opposite sides of the trailer contributes differently than a tiedown attached on only one side. Simply adding more straps without considering how they are positioned does not always improve the effectiveness of the securement system.

Drivers who understand working load limits can make better decisions when selecting equipment instead of relying on habit or convenience.

Choose Securement Equipment That Matches the Freight

Every securement device has strengths and limitations. Synthetic web straps are commonly used when protecting finished products from scratches or surface damage is important. Chains provide higher working load capacities and are often preferred for steel, heavy machinery, and construction equipment. Wire rope, steel strapping, blocking, bracing and friction mats all have specific applications depending on the commodity being transported.

Selecting equipment should never become a matter of using whatever happens to be available on the trailer. The shape, weight and movement characteristics of the cargo should determine the securement method, not the other way around.

Don’t Ignore the Condition of Your Securement Equipment

Securement equipment works under constant tension, making routine inspections just as important as inspecting brakes or tires.

A strap with damaged stitching may still appear usable until heavy braking places additional stress on the webbing. Chains can develop stretched links after repeated heavy use, while binders, hooks and winches gradually wear through normal operation. Even trailer anchor points deserve close attention because the strongest chain in the world cannot compensate for damaged attachment points.

Federal regulations prohibit using securement devices that have been weakened by cracks, cuts or other damage that could reduce their performance. Identifying those problems before leaving the yard is considerably easier than discovering them during a roadside inspection or after cargo begins shifting.

Edge Protection Does More Than Protect the Cargo

Edge protectors are sometimes viewed as accessories, yet they perform two important functions.

First, they help distribute pressure across a wider area, reducing the likelihood of damaging the cargo itself. Just as importantly, they prevent sharp edges from cutting or abrading synthetic tiedowns as the trailer moves over uneven pavement. Even slight movement between a strap and a steel edge can gradually weaken the webbing over the course of a trip.

FMCSA regulations require edge protection whenever a tiedown could be cut or damaged where it contacts the cargo, making it an essential part of many securement systems rather than an optional addition.

Different Commodities Require Different Securement Strategies

General cargo securement regulations apply to every commercial vehicle, but several freight categories have additional requirements because they present unique transportation challenges.

Steel coils concentrate tremendous weight into a relatively small footprint. Concrete pipe has a natural tendency to roll. Heavy equipment introduces moving components and uneven weight distribution, while paper rolls, automobiles, logs, and dressed lumber each require specialized securement methods developed specifically for those commodities. Those additional standards recognize that applying one securement formula to every load would overlook the unique risks associated with different types of freight.

Drivers who regularly haul specialized freight benefit from studying commodity-specific regulations rather than relying solely on general cargo securement rules.

Weight Distribution Deserves as Much Attention as the Tiedowns

Proper load securement begins with proper cargo placement. Uneven weight distribution can affect steering response, braking performance, axle weights and trailer stability even when every strap and chain has been installed correctly. Cargo placed too far forward, too far rearward, or unevenly across the trailer may comply with tiedown requirements while still creating handling problems that become noticeable during lane changes, cornering, or emergency braking.

Evaluating weight distribution before securement begins helps ensure the tiedowns are controlling a stable load rather than compensating for poor cargo placement.

Expect the Load to Change During the First Part of the Trip

The first securement inspection rarely reveals that everything has remained exactly as it was at the shipper.

Road vibration allows chains to settle into place, synthetic straps may stretch slightly under tension, and wood dunnage can compress beneath heavy cargo. Those changes are normal, which is why federal regulations generally require inspectable loads to be reexamined within the first 50 miles before continuing the trip. Additional inspections are typically required after three hours of driving, every 150 miles, or whenever a driver changes duty status.

Drivers who expect loads to settle are far more likely to view those inspections as part of managing the freight instead of simply satisfying a regulatory requirement.

Weather Can Change How Cargo Behaves

Weather affects more than visibility and road conditions. Rain can reduce friction between cargo and the trailer deck, while ice creates slippery contact surfaces that increase the likelihood of movement. Strong crosswinds place additional pressure on lightweight or oversized freight, and temperature extremes can influence certain securement materials over long distances.

Considering forecasted conditions before departure allows drivers to determine whether additional securement measures or more frequent inspections may be appropriate during the trip.

Communication Is Part of Professional Load Securement

Drivers occasionally encounter loads that raise legitimate concerns before departure.

Cargo may be unevenly positioned, damaged during loading, or placed in a manner that makes proper securement difficult. Addressing those issues with shipping personnel before leaving the facility often results in a better outcome than attempting to manage the problem on the highway.

Professional communication also creates an opportunity to clarify loading decisions, request repositioning when necessary, and document unusual circumstances before the trip begins.

Technology Is Improving, but It Doesn’t Replace Experience

Digital inspection applications, electronic maintenance records and connected trailer systems are making cargo management more efficient across the trucking industry. Some fleets now use electronic inspection platforms that allow drivers to photograph securement equipment, document cargo conditions and report maintenance concerns directly from a mobile device.

Those tools improve documentation and communication, but they cannot replace the judgement developed through experience. Understanding how freight behaves, recognizing potential problems before departure, and building consistent securement habits remain skills that technology can support but not duplicate.

Consistency Is What Separates Good Drivers from Great Ones

Professional load securement is rarely the result of doing one thing exceptionally well. It comes from following the same disciplined process every time a truck is loaded.

Drivers who routinely inspect their equipment, evaluate the cargo before selecting tiedowns, consider weather and road conditions, and perform regular en route inspections are less likely to overlook details that could affect the trip. Those habits become second nature over time, creating a routine that protects the cargo, the equipment and the reputation of both the driver and the carrier.

Frequently Asked Questions

How do I know whether to use chains or synthetic straps?

The type of cargo, its weight, required working load limit, and the potential for product damage all influence that decision. Heavy machinery and steel products often require chains, while synthetic web straps are commonly used for finished goods that could be damaged by metal securement devices.

What is the purpose of working load limit?

Working load limit represents the maximum load a securement device is designed to restrain during normal use. The combined working load limit of the securement system must meet federal cargo securement requirements for the weight of the cargo.

Why are commodity-specific securement rules necessary?

Certain freight, including steel coils, paper rolls, heavy equipment, logs and concrete pipe, presents unique transportation challenges that cannot always be addressed through the general cargo securement requirements alone.

When should load securement be rechecked?

Federal regulations generally require inspectable cargo to be examined within the first 50 miles of travel and then after every three hours of driving, every 150 miles, or whenever the driver changes duty status.

Why is edge protection required?

Edge protectors reduce abrasion where tiedowns contact sharp cargo edges, helping prevent damage to both the cargo and the securement equipment while maintaining consistent restraint during transport.

Can electronic inspection tools replace manual cargo inspections?

No. Digital inspection systems improve documentation and communication, but drivers remain responsible for evaluating the cargo, inspecting securement equipment, and confirming the load remains secure throughout the trip.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: August 21, 2026

The post Essential Load Securement Tips Every Truck Driver Should Know appeared first on Truck Drivers USA.

The operation included saturation patrols and a temporary inspection site established along rural state highways, where officers and transportation inspectors conducted inspections, traffic enforcement and commercial vehicle weight checks.

According to the New Mexico State Police, the initiative was designed to identify safety violations, remove unsafe vehicles and drivers from service, and ensure commercial motor vehicles operating in the state comply with federal and state safety regulations.

More Than 150 Safety Inspections Conducted

During the enforcement effort, inspectors completed 153 commercial vehicle safety inspections while also conducting 62 traffic enforcement inspections.

As a result of those inspections, authorities placed 20 commercial vehicles out of service and removed seven drivers from service after identifying violations that met federal out-of-service criteria. Vehicles or drivers placed out of service are prohibited from operating until the violations are corrected.

Citations Issued for Equipment and Traffic Violations

Officers issued a total of 62 citations during the operation.

Among those citations were:

• 58 moving violation citations
• Four equipment-related citations

In addition to enforcement activities, inspectors weighed 100 commercial vehicles and identified five overweight trucks operating on New Mexico roadways.

Commercial vehicle weight enforcement helps protect highway infrastructure while ensuring carriers comply with state weight limits and permitting requirements.

Enforcement Remains a Safety Priority

Targeted commercial vehicle enforcement operations are conducted throughout the year by state agencies to identify violations involving vehicle maintenance, driver qualifications, hours-of-service compliance and other safety requirements.

While most inspections end without major violations, vehicles that fail to meet minimum safety standards may be placed out of service until necessary repairs are completed, and drivers found to be operating in violation of federal regulations may also be prohibited from continuing their trip.

Following the operation, the New Mexico State Police reaffirmed its commitment to commercial vehicle safety.

“New Mexico State Police remains committed to keeping New Mexico’s roadways safe through proactive enforcement and ensuring commercial vehicles traveling our state meet required safety standards,” the agency said.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: August 21, 2026

Source: Truckers News

The post New Mexico Enforcement Operation Places 20 Commercial Vehicles Out of Service appeared first on Truck Drivers USA.

The enforcement effort was part of the “Check Your Height, Know It’s Right” campaign, which took place at the end of July along the New York State Thruway. According to the New York State Police, the initiative combined driver education with targeted enforcement to prevent bridge and overpass strikes involving commercial motor vehicles.

Nearly 350 Commercial Vehicles Inspected

During the campaign, Troop T’s Commercial Vehicle Enforcement Unit conducted 348 commercial vehicle inspections across the state.

Inspectors placed 126 commercial vehicles out of service after identifying safety-related violations that prohibited the vehicles from continuing operation until the issues were corrected.

In total, troopers documented 966 violations during the enforcement effort.

Enforcement Included Traffic and Equipment Violations

The New York State Police also issued 189 uniform traffic tickets covering a range of offenses, including speeding, seat belt and restraint violations, cellphone use while driving, registration issues and licensing violations.

Troopers identified five over-height commercial vehicles during the campaign, one of the enforcement priorities tied directly to the initiative.

Bridge Strikes Remain a Safety Concern

According to the New York State Police, more than 375 bridge strikes have been recorded on the New York State Thruway over the past five years. Officials noted that recent bridge strikes in both downstate New York and Western New York highlight the importance of knowing a vehicle’s height before beginning a trip and selecting routes that avoid low-clearance structures.

The Thruway Authority reminds commercial drivers that the maximum legal vehicle height on the New York State Thruway is 13 feet, 6 inches. Vehicles exceeding that height must obtain the appropriate permit before traveling on the system.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: August 17, 2026

Source: The Trucker

Image Source: NYSP

The post NYSP Inspection Campaign Finds More Than 900 Commercial Vehicle Violations appeared first on Truck Drivers USA.

The Truck Usually Cannot Drive Back onto the Highway.

Once a truck enters a runaway ramp, it normally cannot simply pull back onto the roadway. Gravity ramps bring the vehicle to a stop by using an uphill grade, while gravel arrester beds slow the truck by creating resistance around the tires. Both designs are intended to stop the vehicle safely rather than allow it to continue driving, so most trucks require heavy-duty towing or recovery equipment before they can leave the ramp. Many gravel escape ramps also include service roads and recovery points that allow tow operators to remove stopped vehicles more efficiently.

Emergency Responders Are Typically Notified

After the truck stops, emergency responders are generally notified so they can assess the situation and coordinate recovery. This allows responders to check the condition of the driver, inspect the vehicle and cargo for damage, manage traffic if necessary, and arrange for the truck to be safely removed from the ramp before it is returned to service.

Recovery Depends on the Type of Ramp

The type of runaway truck ramp often determines how the recovery is handled. A truck stopped on an uphill gravity ramp may be easier to access than one buried in several feet of loose gravel, while mechanical systems require specialized procedures before the vehicle can be removed.

Runaway truck ramps also vary across the country. Some states primarily use gravity ramps and gravel arrester beds, while others have begun installing mechanical systems that use energy-absorbing cables or nets where terrain or available space makes a traditional gravel ramp impractical.

Does Using a Runaway Truck Ramp Result in a Fine?

Using a runaway truck ramp does not automatically result in a fine. Some states specifically state there is no fee or penalty simply for using a ramp because it is intended to prevent a far more serious crash. That does not prevent law enforcement from investigating the incident or issuing citations for separate equipment or traffic violations if they are discovered. Recovery, towing and cargo-related expenses may also apply depending on the circumstances.

The Ramp May Need Repairs Before It Can Reopen

Once the truck has been removed, transportation crews may need to restore the ramp before it can safely stop another vehicle. Gravel arrester beds often require grading and replacement of displaced material, while mechanical systems may need to be reset after activation before they can return to service.

Why Drivers Should Never Hesitate to Use One

Runaway truck ramps are built for emergencies and are intended to stop a vehicle that can no longer be controlled safely. Although using one may result in towing, recovery costs, or vehicle repairs, those consequences are minor compared to the risk of continuing down a steep grade without adequate braking. Escape ramps are specifically located before sharp curves, intersections and other high-risk areas to give drivers a final opportunity to stop before a runaway truck becomes a catastrophic crash.

Frequently Asked Questions

Are runaway truck ramps only found in mountain states?

Most are located on long or steep downgrades in western states such as Colorado, Arizona, Utah and Wyoming, but they can be installed anywhere highway engineers determine there is a significant risk of runaway vehicles.

Can a runaway truck ramp be used by other vehicles?

Runaway truck ramps are intended only for emergencies involving out-of-control vehicles. Drivers should never stop, park, or use a ramp unless it is necessary to prevent a crash.

Why do some ramps use gravel while others use cables or nets?

The design depends on the available terrain, roadway layout, and engineering requirements. Some locations have enough space for an uphill gravel ramp, while others require mechanical systems because of limited space or surrounding development.

Who pays for towing after a runaway truck ramp is used?

There is no single nationwide policy. Recovery costs depend on the location, towing company, equipment required, and circumstances of the incident.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: August 13, 2026

The post Runaway Truck Ramps Across the U.S.: What Happens After You Use One? appeared first on Truck Drivers USA.

During the seven-day enforcement initiative, certified inspectors throughout the United States, Canada, and Mexico will conduct commercial vehicle inspections with a special emphasis on brake systems. Vehicles found with brake-related out-of-service violations, along with any other out-of-service defects identified during an inspection, will not be allowed to continue operating until those issues have been corrected.

This year’s campaign will once again place particular attention on brake drums and rotors, two components that play a critical role in braking performance and highway safety.

Brake Violations Remain a Common Out-of-Service Issue

Brake Safety Week continues to identify thousands of brake-related violations each year. During the 2025 campaign, inspectors conducted 15,175 commercial vehicle inspections and placed 2,296 vehicles out of service for brake-related violations, representing an out-of-service rate of 15.1 percent.

Among those inspections, CVSA recorded 113 brake drum and rotor violations, with 39 commercial vehicles placed out of service because of defects involving those components.

According to CVSA, damaged drums and rotors can reduce braking performance while also creating hazards for other motorists if broken pieces separate from the vehicle and enter the roadway.

What Inspectors Will Be Looking For

Brake drums and rotors remain a focus because deterioration is often visible before it becomes a serious safety concern. During inspections, officers may identify cracked drums, missing pieces, heavily worn rotors, excessive rust across the braking surface, exposed cooling vents caused by excessive wear, or grooves indicating metal-to-metal contact after brake pads have worn beyond their service limits.

While inspectors perform detailed roadside examinations, drivers can often identify many of these conditions during routine vehicle inspections before leaving the yard.

Preventive Maintenance Remains the Best Defense

In addition to roadside enforcement, Brake Safety Week is intended to encourage preventative maintenance throughout the commercial trucking industry. CVSA encourages drivers to complete thorough pre-trip and post-trip inspections, document brake-related concerns on driver vehicle inspection reports, and report defects so repairs can be completed before equipment returns to service.

Motor carriers are also encouraged to ensure brake repairs follow manufacturer specifications and maintenance guidelines to help reduce the likelihood of violations during inspections.

CVSA will collect inspection data from participating jurisdictions throughout Brake Safety Week and publish the enforcement results after the initiative concludes.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: August 5, 2026

Source: Heavy Duty Trucking

Image Source: HDT/CVSA

The post CVSA Brake Safety Week Returns August 23 with Focus on Brake Drums and Rotors appeared first on Truck Drivers USA.

Governor Kathy Hochul announced a coordinated education and enforcement campaign designed to remind commercial drivers to verify their vehicle height, follow posted clearance signs, and use commercial navigation tools before traveling. The initiative comes after the New York State Department of Transportation recorded 310 bridge strikes in 2025.

More Than 300 Bridge Strikes Reported Last Year

According to the New York State Department of Transportation, most bridge strikes involved commercial vehicles, or large trucks, whose drivers either did not know their vehicle’s height or failed to follow warning signs before approaching a low-clearance structure.

Beyond damaging bridges and vehicles, these crashes can disrupt traffic, delay freight movement, and require costly repairs to transportation infrastructure.

Awareness Campaign Continues to Grow

The “Check Your Height, Know It’s Right!” campaign launched in November 2023 as a public awareness initiative focused on preventing bridge strikes before they happen.

Since then, New York has partnered with The Eastern Transportation Coalition and the American Association of State Highway and Transportation Officials to expand the campaign nationally. What began with participation from 16 states has grown to include 26 states and Washington, D.C.

This year’s awareness campaign runs from July 27 through July 31 and focuses on educating drivers about the importance of knowing their vehicle height before starting a trip.

Enforcement Remains Part of the Initiative

Education is being paired with increased enforcement throughout the campaign.

New York State Police are conducting targeted patrols in areas where bridge strikes have occurred, while electronic message boards across the state are displaying reminders encouraging drivers to check their vehicle height before traveling.

The state also strengthened penalties earlier this year by implementing an eight-point traffic violation for drivers who strike a bridge.

Commercial GPS Can Help Prevent Bridge Strikes

State officials continue encouraging commercial drivers to rely on truck-specific navigation instead of consumer GPS applications.

Unlike standard navigation apps, commercial routing systems account for low-clearance bridges, weight restrictions, and roadways where commercial vehicles are prohibited. Drivers can also use the Trucker Mode feature available through the 511NY website to identify restricted routes and verify their trip before leaving.

Officials also reminded drivers operating rented box trucks to pay close attention to vehicle height, noting that many bridge strikes involve drivers who are unfamiliar with the dimensions of larger vehicles.

The Trucking Association of New York said proper route planning, knowing a vehicle’s height, and using commercial-grade navigation tools remain some of the most effective ways to prevent bridge strikes and protect both drivers and critical transportation infrastructure.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: July 31, 2026

Source: Truckers News

Image Source: NY State DOT

The post New York Expands Bridge Strike Awareness Campaign Following More Than 300 Incidents in 2025 appeared first on Truck Drivers USA.

Understanding how cargo securement requirements change based on freight type helps reduce the risk of shifting loads, damaged freight, roadside violations, and crashes.

Every Load Must Meet Federal Cargo Securement Standards

The FMCSA requires cargo to be secured so it cannot shift, fall, spill, leak, blow off, or otherwise become dislodged during normal transportation. Drivers are responsible for verifying that cargo has been properly secured before beginning a trip and must inspect the load within the first 50 miles and at required intervals throughout the day.

Securement systems may include chains, synthetic web straps, wire rope, binders, blocking, bracing, dunnage, friction mats, load bars, cargo locks, and other devices. The equipment used depends largely on the commodity being hauled.

Several freight categories also have commodity-specific securement requirements under the federal cargo securement regulations.

Dry Van Freight

Many people assume freight inside an enclosed trailer cannot move, but cargo shifts still occur every day.

Dry van freight is commonly stabilized using pallets, load bars, dunnage bags, blocking, bracing, and cargo straps. Proper loading is just as important as the securement equipment itself. Space between pallets allows freight to move during braking, cornering, or evasive maneuvers.

Drivers should also verify that freight is distributed evenly throughout the trailer to help maintain proper axle weights and predictable vehicle handling.

Flatbed Freight

Flatbed transportation requires the widest variety of cargo securement equipment because the freight is completely exposed to road and weather conditions.

Depending on the commodity, drivers may use:

Chains
Synthetic straps
Chain binders
Edge protectors
Corner protectors
Friction mats
Dunnage
Coil racks
Tarps

The number of tie downs, their working load limits, and their placement depend on the dimensions and weight of the cargo. Machinery, steel products, lumber, concrete products, pipe, and fabricated equipment all require different securement methods.

Drivers should also inspect straps and chains during the trip because vibration and load settling can reduce tension.

Steel Coils

Steel coils are among the heaviest commodities hauled on flatbed trailers. Their concentrated weight and rounded shape require specialized securement techniques.

Depending on how the coil is positioned, drivers may use coil bunks, blocking, multiple chains, and specific tie-down patterns designed to prevent movement in every direction.

Proper chain ratings and working load limits become especially important because of the tremendous forces generated during braking and cornering.

Machinery and Construction Equipment

Bulldozers, excavators, tractors, and other heavy equipment present different securement challenges than palletized freight.

Each machine must be restrained using designated securement points while movable components such as buckets, booms, blades, and articulated arms often require additional restraint. Parking brakes and hydraulic systems are not considered acceptable substitutes for proper cargo securement.

Operators should also verify that accessories and attachments have been properly secured before transport.

Lumber and Building Materials

Lumber products can settle as they compress during transportation, changing the tension placed on straps.

Edge protection helps prevent damage to securement equipment while maintaining even pressure across the load. Dunnage creates stable stacking surfaces and allows securement devices to function as intended.

Weather exposure can also affect both wood products and securement equipment, making routine inspections important throughout the trip.

Roll Paper

Paper rolls require different securement methods depending on whether they are transported upright or on their sides.

Blocking, friction materials, straps, and specialized restraints are commonly used to prevent movement. Because paper rolls are extremely dense, even minor shifting can significantly affect vehicle stability.

Automobiles

Vehicle transport trailers use securement systems specifically designed for passenger vehicles.

Rather than securing vehicles across the body panels, transporters typically use wheel straps, wheel nets, or approved frame securement systems that hold each vehicle in place while reducing the risk of damage during transport.

Every vehicle must be secured individually before departure.

Refrigerated Freight

Temperature-controlled freight is often palletized, but that does not eliminate the need for proper cargo securement.

Produce, dairy products, beverages, pharmaceuticals, and frozen foods may require load locks, dunnage bags, blocking, or pallet stabilization to prevent movement.

Proper securement also helps maintain airflow throughout the trailer, which is essential for preserving consistent temperatures during transport.

Why Cargo Securement Is Never One Size Fits All

Every commodity behaves differently during transportation. Weight, center of gravity, packaging, trailer type, and the characteristics of the freight all influence how a load should be secured.

Understanding those differences helps drivers recognize potential problems before leaving the shipper and verify that appropriate securement methods have been used. Taking a few extra minutes to inspect cargo before departure can help prevent damaged freight, roadside violations, and unsafe conditions throughout the trip.

Frequently Asked Questions

What is considered a cargo securement device?

Cargo securement devices include any equipment used to keep freight from moving during transportation. Common examples include chains, web straps, binders, load bars, dunnage bags, blocking, bracing, friction mats, wire rope, and cargo nets. The appropriate device depends on the commodity being transported.

What is a working load limit?

A working load limit, often called a WLL, is the maximum load that a securement device is designed to safely restrain during normal use. Federal regulations require the combined working load limits of tie downs to meet minimum requirements based on the weight of the cargo.

Can damaged straps or chains still be used?

No. Tie downs that show excessive wear, cuts, broken stitching, bent hooks, cracked links, or other damage should be removed from service. Using damaged securement equipment can reduce its strength and increase the risk of cargo movement.

Where can drivers find the official FMCSA cargo securement rules?

The Federal Motor Carrier Safety Administration publishes cargo securement regulations in Part 393 of the Federal Motor Carrier Safety Regulations. Drivers should also follow any company policies and commodity-specific requirements that apply to the freight they transport.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: July 23, 2026

The post How Cargo Securement Requirements Change Based on Freight Type appeared first on Truck Drivers USA.

The Texas Department of Transportation (TxDOT) announced that the truck arresting system opened on July 1 along westbound Loop 375 (Transmountain Road) near the Interstate 10 interchange. The ramp is designed to safely stop runaway trucks experiencing brake failure while descending the mountain corridor.

New Design Addresses Limited Space

Unlike traditional gravel runaway truck ramps, the new system was built in the highway median because of limited space near the I-10 interchange.

According to TxDOT El Paso District Engineer Tomas Trevino, the mechanical truck arresting system was selected because it can safely stop vehicles in areas where roadway geometry does not allow for a conventional runaway ramp.

Project officials noted that while similar systems have been installed in states including Wyoming, Utah and Nevada, the El Paso installation is unique because it is located in a highway median. Designers say it is the first median-mounted mechanical runaway truck ramp of its kind in the United States.

System Uses Energy Absorbing Nets to Stop Trucks

The arresting system is designed to stop a truck weighing up to 90,000 pounds traveling at speeds of up to 90 mph.

Instead of using deep gravel, the system relies on eight energy-absorbing net stations anchored to reinforced concrete walls. After a vehicle uses the ramp, crews can reset the system in as little as four hours.

Although the ramp was designed primarily for commercial trucks, it is available for all motorists facing an emergency. Drivers who enter the system are encouraged to remain centered on the ramp for the safest outcome.

Fourth Runaway Ramp on Loop 375

The new mechanical system is now the fourth runaway truck ramp along Loop 375.

The corridor already includes three gravel runaway ramps, with one serving westbound traffic and two serving eastbound traffic. TxDOT has also added permanent warning signs to alert truck drivers to the locations of the emergency escape ramps in both directions.

The additional safety improvements come after several runaway truck incidents have occurred on the Transmountain roadway in recent years, providing commercial drivers with another emergency option if brake failure occurs.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: July 22, 2026

Source: The Trucker

Image Source: Texas DOT

The post Texas Opens First Mechanical Runaway Truck Ramp in El Paso appeared first on Truck Drivers USA.

Understanding how those rules differ can help drivers prepare before entering winter conditions and avoid delays, citations, or being turned around at chain control checkpoints.

States That Require Commercial Trucks to Carry Tire Chains

A small number of western states require commercial vehicles to carry tire chains during designated seasons or while traveling on specific highways, even if chain controls have not been activated.

Colorado has one of the most comprehensive requirements. Commercial vehicles traveling on designated mountain corridors must carry sufficient tire chains from **September 1 through May 31**. If chain law conditions are activated, drivers must install chains before continuing through the affected route.

Washington requires many commercial vehicles traveling over mountain passes to carry chains during the winter season. Depending on the highway and vehicle configuration, combination vehicles may also be required to carry additional chains.

Oregon requires many commercial vehicles over 26,000 pounds operating on designated routes during the winter travel season to carry chains or approved traction devices.

Because these requirements apply before severe weather arrives, drivers should verify they have the proper number and size of chains before entering these states during the winter months.

States That Activate Chain Controls During Winter Weather

Several western states use chain control systems instead of seasonal carry requirements. In these states, commercial vehicles are only required to install chains when transportation officials determine road conditions warrant additional traction.

States that commonly activate chain controls include:

• California
• Idaho
• Montana
• Nevada
• Utah
• Wyoming

When chain controls are in effect, drivers are notified through roadside electronic message boards, highway signs, state traveler information systems, and law enforcement personnel. Depending on the location, trucks that are not properly equipped may be prohibited from continuing until chains are installed.

Tire Chain Laws Vary More Than Many Drivers Realize

Although commercial truck chain laws share the same goal of improving safety, the requirements are not identical from one state to another.

Depending on where you’re traveling, regulations may differ in several ways, including:

• Which highways or mountain passes are covered.
• Whether chains must be carried or only installed when required.
• How many chains are required based on axle configuration.
• Whether approved alternative traction devices are permitted.
• The penalties for failing to comply with chain restrictions.

Drivers who regularly operate across multiple western states should become familiar with each state’s requirements before beginning a winter trip rather than assuming the rules remain the same after crossing a state line.

Plan Before Entering Mountain Passes

Many chain requirements apply only to specific highways rather than an entire state. Interstate corridors crossing the Sierra Nevada, Cascade Range, Rocky Mountains, and Wasatch Range are among the routes where commercial drivers are most likely to encounter chain controls during the winter season.

Checking current road conditions before reaching these areas allows drivers to prepare in advance instead of installing chains at the last minute. State transportation agencies publish real-time updates through 511 traveler information systems, mobile apps, roadside message boards, and highway condition websites.

Frequently Asked Questions

Are tire chains required on every axle of a commercial truck?

Not always. The number of chains required depends on the state, the type of commercial vehicle, and its axle configuration. Some states require chains on specific drive axles, while others have additional requirements for trailers or combination vehicles during severe weather.

Do tire chain laws apply to every commercial vehicle?

No. Requirements may vary based on vehicle weight, axle configuration, and whether the vehicle is a straight truck or tractor-trailer. Some states also have separate requirements for buses and other commercial vehicles.

Can I be turned around if I don’t have tire chains?

Yes. When chain controls are active, or a state requires commercial vehicles to carry chains on designated routes, drivers who are not properly equipped may be denied access until they comply with the applicable regulations.

Are automatic tire chain systems accepted everywhere?

No. Some states recognize approved automatic tire chain systems or other traction devices under certain conditions, while others have more specific requirements. Drivers should confirm whether their equipment meets the regulations in every state they plan to travel through.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: July 21, 2026

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