Federal Trucking Regulations
Parts and Accessories Necessary for Safe
Operation
TITLE 49--TRANSPORTATION
CHAPTER III--FEDERAL MOTOR CARRIER SAFETY
ADMINISTRATION, DEPARTMENT OF TRANSPORTATION
PART 393--PARTS AND ACCESSORIES NECESSARY FOR SAFE
OPERATION
Sec. 393.1 Scope of the rules of this part.
Source: 53 FR 49384, Dec. 7, 1988, unless otherwise
noted.
Every employer and employee shall comply and be
conversant with the
requirements and specifications of this part. No
employer shall operate
a commercial motor vehicle, or cause or permit it to
be operated, unless
it is equipped in accordance with the requirements
and specifications of
this part.
Sec. 393.3 Additional equipment and accessories.
Nothing contained in this subchapter shall be
construed to prohibit
the use of additional equipment and accessories, not
inconsistent with
or prohibited by this subchapter, provided such
equipment and
accessories do not decrease the safety of operation
of the motor
vehicles on which they are used.
Sec. 393.5 Definitions.
As used in this part, the following words and terms
are construed to
mean:
Aggregate working load limit. The summation of the
working load
limits or restraining capacity of all devices used
to secure an article
of cargo on a vehicle.
Agricultural commodity trailer. A trailer that is
designed to
transport bulk agricultural commodities in off-road
harvesting sites and
to a processing plant or storage location, as
evidenced by skeletal
construction that accommodates harvest containers, a
maximum length of
28 feet, and an arrangement of air control lines and
reservoirs that
minimizes damage in field operations.
Anchor point. Part of the structure, fitting or
attachment on a
vehicle or article of cargo to which a tiedown is
attached.
Antilock Brake System or ABS means a portion of a
service brake
system that automatically controls the degree of
rotational wheel slip
during braking by:
(1) Sensing the rate of angular rotation of the
wheels;
(2) Transmitting signals regarding the rate of wheel
angular
rotation to one or more controlling devices which
interpret those
signals and generate responsive controlling output
signals; and
(3) Transmitting those controlling signals to one or
more modulators
which adjust brake actuating forces in response to
those signals.
Article of cargo. A unit of cargo, other than a
liquid, gas, or
aggregate that lacks physical structure (e.g.,
grain, gravel, etc.)
including articles grouped together so that they can
be handled as a
single unit or unitized by wrapping, strapping,
banding or edge
protection device(s).
Bell pipe concrete. Pipe whose flanged end is of
larger diameter
than its barrel.
Blocking. A structure, device or another substantial
article placed
against or around an article of cargo to prevent
horizontal movement of
the article of cargo.
Bracing. A structure, device, or another substantial
article placed
against an article of cargo to prevent it from
tipping, that may also
prevent it from shifting.
Brake. An energy conversion mechanism used to stop,
or hold a
vehicle stationary.
Brake tubing/hose. Metallic brake tubing,
nonmetallic brake tubing
and brake hose are conduits or lines used in a brake
system to transmit
or contain the medium (fluid or vacuum) used to
apply the motor
vehicle's brakes.
Bus. A vehicle designed to carry more than 15
passengers, including
the driver.
Chassis. The load-supporting frame in a truck or
trailer, exclusive
of any appurtenances which might be added to
accommodate cargo.
Clearance lamp. A lamp used on the front and the
rear of a motor
vehicle to indicate its overall width and height.
Container chassis. A semitrailer of skeleton
construction limited to
a bottom frame, one or more axles, specially built
and fitted with
locking devices for the transport of cargo
containers, so that when the
chassis and container are assembled, the units serve
the same function
as an over the road trailer.
Converter dolly. A motor vehicle consisting of a
chassis equipped
with one or more axles, a fifth wheel and/or
equivalent mechanism, and
drawbar, the attachment of which converts a
semitrailer to a full
trailer.
Curb weight. The weight of a motor vehicle with
standard equipment,
maximum capacity of fuel, oil, and coolant; and, if
so equipped, air
conditioning and additional weight of optional
engine. Curb weight does
not include the driver.
Dunnage. All loose materials used to support and
protect cargo.
Dunnage bag. An inflatable bag intended to fill
otherwise empty
space between articles of cargo, or between articles
of cargo and the
wall of the vehicle.
Edge protector. A device placed on the exposed edge
of an article to
distribute tiedown forces over a larger area of
cargo than the tiedown
itself, to protect the tie-down and/or cargo from
damage, and to allow
the tiedown to slide freely when being tensioned.
Emergency brake system. A mechanism designed to stop
a vehicle after
a single failure occurs in the service brake system
of a part designed
to contain compressed air or brake fluid or vacuum
(except failure of a
common valve, manifold brake fluid housing or brake
chamber housing).
Fifth wheel. A device mounted on a truck tractor or
similar towing
vehicle (e.g., converter dolly) which interfaces
with and couples to the
upper coupler assembly of a semitrailer.
Frame vehicle. A vehicle with skeletal structure
fitted with one or
more bunk units for transporting logs. A bunk unit
consists of U-shaped
front and rear bunks that together cradle logs. The
bunks are welded,
gusseted or otherwise firmly fastened to the
vehicle's main beams, and
are an integral part of the vehicle.
Friction mat. A device placed between the deck of a
vehicle and
article of cargo, or between articles of cargo,
intended to provide greater
friction than exists naturally between these
surfaces.
Fuel tank fitting. Any removable device affixed to
an opening in the
fuel tank with the exception of the filler cap.
g. The acceleration due to gravity, 32.2 ft/sec\2\
(9.81 m/sec\2\).
Grommet. A device that serves as a support and
protection to that
which passes through it.
Hazard warning signal. Lamps that flash
simultaneously to the front
and rear, on both the right and left sides of a
commercial motor
vehicle, to indicate to an approaching driver the
presence of a
vehicular hazard.
Head lamps. Lamps used to provide general
illumination ahead of a
motor vehicle.
Heater. Any device or assembly of devices or
appliances used to heat
the interior of any motor vehicle. This includes a
catalytic heater
which must meet the requirements of Sec. 177.834(1)
of this title when
flammable liquid or gas is transported.
Heavy hauler trailer. A trailer with one or more of
the following
characteristics:
(1) Its brake lines are designed to adapt to
separation or extension
of the vehicle frame; or
(2) Its body consists only of a platform whose
primary cargo-
carrying surface is not more than 40 inches above
the ground in an
unloaded condition, except that it may include sides
that are designed
to be easily removable and a permanent ``front-end
structure'' as that
term is used in Section 393.106 of this title.
Hook-lift container. A specialized container,
primarily used to
contain and transport materials in the waste,
recycling, construction/
demolition and scrap industries, which is used in
conjunction with
specialized vehicles, in which the container is
loaded and unloaded onto
a tilt frame body by an articulating hook-arm.
Identification lamps. Lamps used to identify certain
types of
commercial motor vehicles.
Integral securement system. A system on certain
roll-on/roll-off
containers and hook-lift containers and their
related transport vehicles
in which compatible front and rear hold down devices
are mated to
provide securement of the complete vehicle and its
articles of cargo.
Lamp. A device used to produce artificial light.
Length of a manufactured home. The largest exterior
length in the
traveling mode, including any projections which
contain interior space.
Length does not include bay windows, roof
projections, overhangs, or
eaves under which there is no interior space, nor
does it include
drawbars, couplings or hitches.
License plate lamp. A lamp used to illuminate the
license plate on
the rear of a motor vehicle.
Longwood. All logs that are not shortwood, i.e., are
over 4.9 m (16
feet) long. Such logs are usually described as long
logs or treelength.
Low chassis vehicle. (1) A trailer or semitrailer
manufactured on or
after January 26, 1998, having a chassis which
extends behind the
rearmost point of the rearmost tires and which has a
lower rear surface
that meets the guard width, height, and rear surface
requirements of
Sec. 571.224 in effect on the date of manufacture,
or a subsequent
edition.
(2) A motor vehicle, not described by paragraph (1)
of this
definition, having a chassis which extends behind
the rearmost point of
the rearmost tires and which has a lower rear
surface that meets the
guard configuration requirements of Sec.
393.86(b)(1).
Manufactured home means a structure, transportable
in one or more
sections, which in the traveling mode, is eight body
feet or more in
width or forty body feet or more in length, or, when
erected on site, is
three hundred twenty or more square feet, and which
is built on a
permanent chassis and designed to be used as a
dwelling with or without
a permanent foundation when connected to the
required utilities, and
includes the plumbing, heating, air-conditioning,
and electrical systems
contained therein. Calculations used to determine
the number of square
feet in a structure will be based on the structure's
exterior dimensions
measured at the largest horizontal projections when
erected on site.
These dimensions will include all expandable rooms,
cabinets, and other projections containing interior
space, but do not include bay windows. This term includes all structures which
meet the above
requirements except the size requirements and with
respect to which the
manufacturer voluntarily files a certification
pursuant to 24 CFR
3282.13 and complies with the standards set forth in
24 CFR part 3280.
Parking brake system. A brake system used to hold a
vehicle
stationary.
Play. Any free movement of components.
Pulpwood trailer. A trailer or semitrailer that is
designed
exclusively for harvesting logs or pulpwood and
constructed with a
skeletal frame with no means for attachment of a
solid bed, body, or
container.
Rail vehicle. A vehicle whose skeletal structure is
fitted with
stakes at the front and rear to contain logs loaded
crosswise.
Rear extremity. The rearmost point on a motor
vehicle that falls
above a horizontal plane located 560 mm (22 inches)
above the ground and
below a horizontal plane located 1,900 mm (75
inches) above the ground
when the motor vehicle is stopped on level ground;
unloaded; its fuel
tanks are full; the tires (and air suspension, if so
equipped) are
inflated in accordance with the manufacturer's
recommendations; and the
motor vehicle's cargo doors, tailgate, or other
permanent structures are
positioned as they normally are when the vehicle is
in motion.
Nonstructural protrusions such as taillamps, rubber
bumpers, hinges and
latches are excluded from the determination of the
rearmost point.
Reflective material. A material conforming to
Federal Specification
L-S-300, ``Sheeting and Tape, Reflective;
Non-exposed Lens, Adhesive
Backing,'' (September 7, 1965) meeting the
performance standard in
either Table 1 or Table 1A of SAE Standard J594f,
``Reflex Reflectors''
(January, 1977).
Reflex reflector. A device which is used on a
vehicle to give an
indication to an approaching driver by reflected
lighted from the lamps
on the approaching vehicle.
Saddle-mount. A device, designed and constructed as
to be readily
demountable, used in driveaway-towaway operations to
perform the
functions of a conventional fifth wheel:
(1) Upper-half. Upper-half of a ``saddle-mount''
means that part of
the device which is securely attached to the towed
vehicle and maintains
a fixed position relative thereto, but does not
include the ``king-
pin;''
(2) Lower-half. Lower-half of a ``saddle-mount''
means that part of
the device which is securely attached to the towing
vehicle and
maintains a fixed position relative thereto but does
not include the
``king-pin;'' and
(3) King-pin. King-pin means that device which is
used to connect
the ``upper-half'' to the ``lower-half'' in such
manner as to permit
relative movement in a horizontal plane between the
towed and towing
vehicles.
Service brake system. A primary brake system used
for slowing and
stopping a vehicle.
Shoring bar. A device placed transversely between
the walls of a
vehicle and cargo to prevent cargo from tipping or
shifting.
Shortwood. All logs typically up to 4.9 m (16 feet)
long. Such logs
are often described as cut-up logs, cut-to-length
logs, bolts or
pulpwood. Shortwood may be loaded lengthwise or
crosswise, though that
loaded crosswise is usually no more than 2.6 m (102
inches) long.
Sided vehicle. A vehicle whose cargo compartment is
enclosed on all
four sides by walls of sufficient strength to
contain articles of cargo,
where the walls may include latched openings for
loading and unloading,
and includes vans, dump bodies, and a sided
intermodal container carried
by a vehicle.
Side extremity. The outermost point on a side of the
motor vehicle
that is above a horizontal plane located 560 mm (22
inches) above the
ground, below a horizontal plane located 1,900 mm
(75 inches) above the
ground, and between a transverse vertical plane
tangent to the rear
extremity of the vehicle and a transverse vertical
plane located 305 mm
(12 inches) forward of that plane when the vehicle
is unloaded; its fuel
tanks are full; and the tires (and air suspension,
if so equipped) are
inflated in accordance with the manufacturer's
recommendations. Non-
structural protrusions such as taillights, hinges
and latches are excluded from the determination of
the outermost point.
Side marker lamp (Intermediate). A lamp shown to the
side of a
trailer to indicate the approximate middle of a
trailer 30 feet or more
in length.
Side marker lamps. Lamps used on each side of a
trailer to indicate
its overall length.
Special purpose vehicle. (1) A trailer or
semitrailer manufactured
on or after January 26, 1998, having work-performing
equipment that,
while the motor vehicle is in transit, resides in or
moves through the
area that could be occupied by the horizontal member
of the rear impact
guard, as defined by the guard width, height and
rear surface
requirements of Sec. 571.224 (paragraphs S5.1.1
through S5.1.3), in
effect on the date of manufacture, or a subsequent
edition.
(2) A motor vehicle, not described by paragraph (1)
of this
definition, having work-performing equipment that,
while the motor
vehicle is in transit, resides in or moves through
the area that could
be occupied by the horizontal member of the rear
impact guard, as
defined by the guard width, height and rear surface
requirements of
Sec. 393.86(b)(1).
Steering wheel lash. The condition in which the
steering wheel may
be turned through some part of a revolution without
associated movement
of the front wheels.
Stop lamps. Lamps shown to the rear of a motor
vehicle to indicate
that the service brake system is engaged.
Tail lamps. Lamps used to designate the rear of a
motor vehicle.
Tiedown. A combination of securing devices which
forms an assembly
that attaches articles of cargo to, or restrains
articles of cargo on, a
vehicle or trailer, and is attached to anchor
point(s).
Tractor-pole trailer. A combination vehicle that
carries logs
lengthwise so that they form the body of the
vehicle. The logs are
supported by a bunk located on the rear of the
tractor, and another bunk
on the skeletal trailer. The tractor bunk may rotate
about a vertical
axis, and the trailer may have a fixed, scoping, or
cabled reach, or
other mechanical freedom, to allow it to turn.
Turn signals. Lamps used to indicate a change in
direction by
emitting a flashing light on the side of a motor
vehicle towards which a
turn will be made.
Upper coupler assembly. A structure consisting of an
upper coupler
plate, king-pin and supporting framework which
interfaces with and
couples to a fifth wheel.
Upper coupler plate. A plate structure through which
the king-pin
neck and collar extend. The bottom surface of the
plate contacts the
fifth wheel when coupled.
Void filler. Material used to fill a space between
articles of cargo
and the structure of the vehicle that has sufficient
strength to prevent
movement of the articles of cargo.
Well. The depression formed between two cylindrical
articles of
cargo when they are laid with their eyes horizontal
and parallel against
each other.
Wheels back vehicle. (1) A trailer or semitrailer
manufactured on or
after January 26, 1998, whose rearmost axle is
permanently fixed and is
located such that the rearmost surface of the tires
(of the size
recommended by the vehicle manufacturer for the rear
axle) is not more
than 305 mm (12 inches) forward of the transverse
vertical plane tangent
to the rear extremity of the vehicle.
(2) A motor vehicle, not described by paragraph (1)
of this
definition, whose rearmost axle is permanently fixed
and is located such
that the rearmost surface of the tires (of the size
recommended by the
vehicle manufacturer for the rear axle) is not more
than 610 mm (24
inches) forward of the transverse vertical plane
tangent to the rear
extremity of the vehicle.
Width of a manufactured home. The largest exterior
width in the
traveling mode, including any projections which
contain interior space.
Width does not include bay windows, roof
projections, overhangs, or
eaves under which there is no interior space.
Working load limit (WLL). The maximum load that may
be applied to a
component of a cargo securement system during normal
service, usually
assigned by the manufacturer of the component.
Sec. 393.7 Matter incorporated by reference.
(a) Incorporation by reference. Part 393 includes
references to
certain matter or materials, as listed in paragraph
(b) of this section.
The text of the materials is not included in the
regulations contained
in part 393. The materials are hereby made a part of
the regulations in
part 393. The Director of the Federal Register has
approved the
materials incorporated by reference in accordance
with 5 U.S.C. 552(a)
and 1 CFR part 51. For materials subject to change,
only the specific
version approved by the Director of the Federal
Register and specified
in the regulation are incorporated. Material is
incorporated as it
exists on the date of the approval and a notice of
any change in these
materials will be published in the Federal Register.
(b) Matter or materials referenced in part 393. The
matter or
materials listed in this paragraph are incorporated
by reference in the
corresponding sections noted.
(1) Highway Emergency Signals, Fourth Edition,
Underwriters
Laboratories, Inc., UL No. 912, July 30, 1979, (with
an amendment dated
November 9, 1981), incorporation by reference
approved for
Sec. 393.95(j).
(2) Standard Specification for Strapping, Flat Steel
and Seals,
American Society for Testing and Materials (ASTM),
D3953-97, February
1998, incorporation by reference approved for Sec.
393.104(e).
(3) Welded Steel Chain Specifications, National
Association of Chain
Manufacturers, November 15, 1999, incorporation by
reference approved
for Sec. 393.104(e).
(4) Recommended Standard Specification for Synthetic
Web Tiedowns,
Web Sling and Tiedown Association, WSTDA-T1, 1998,
incorporation by
reference approved for Sec. 393.104(e).
(5) Wire Rope Users Manual, 2nd Edition, Wire Rope
Technical Board
November 1985, incorporation by reference approved
for Sec. 393.104(e).
(6) Cordage Institute rope standards approved for
incorporation into
Sec. 393.104(e):
(i) PETRS-2, Polyester Fiber Rope, 3-Strand and
8-Strand
Constructions, January 1993;
(ii) PPRS-2, Polypropylene Fiber Rope, 3-Strand and
8-Strand
Constructions, August 1992;
(iii) CRS-1, Polyester/Polypropylene Composite Rope
Specifications,
Three-Strand and Eight-Strand Standard Construction,
May 1979;
(iv) NRS-1, Nylon Rope Specifications, Three-Strand
and Eight-Strand
Standard Construction, May 1979; and
(v) C-1, Double Braided Nylon Rope Specifications
DBN, January 1984.
(c) Availability. The materials incorporated by
reference are
available as follows:
(1) Standards of the Underwriters Laboratories, Inc.
Information and
copies may be obtained by writing to: Underwriters
Laboratories, Inc.,
333 Pfingsten Road, Northbrook, Illinois 60062.
(2) Specifications of the American Society for
Testing and
Materials. Information and copies may be obtained by
writing to:
American Society for Testing and Materials, 100 Barr
Harbor Drive, West
Conshohocken, Pennsylvania 19428-2959.
(3) Specifications of the National Association of
Chain
Manufacturers. Information and copies may be
obtained by writing to:
National Association of Chain Manufacturers, P.O.
Box 22681, Lehigh
Valley, Pennsylvania 18002-2681.
(4) Specifications of the Web Sling and Tiedown
Association.
Information and copies may be obtained by writing
to: Web Sling and
Tiedown Association, Inc., 5024-R Campbell
Boulevard, Baltimore,
Maryland 21236-5974.
(5) Manuals of the Wire Rope Technical Board.
Information and copies
may be obtained by writing to: Wire Rope Technical
Committee, P.O. Box
849, Stevensville, Maryland 21666.
(6) Standards of the Cordage Institute. Information
and copies may
be obtained by writing to: Cordage Institute, 350
Lincoln Street,
115, Hingham, Massachusetts 02043.
(7)-(9) [Reserved].
(10) All of the materials incorporated by reference
are available
for inspection at:
(i) The Federal Motor Carrier Safety Administration,
Office of Bus
and Truck Standards and Operations, 400 Seventh
Street, SW., Washington,
DC 20590; and
(ii) The Office of the Federal Register, 800 North
Capitol Street,
NW, Suite 700, Washington, DC.
Sec. 393.9 Lamps operable.
All lamps required by this subpart shall be capable
of being
operated at all times.
Sec. 393.11 Lighting devices and reflectors.
The following Table 1 sets forth the required color,
position, and
required lighting devices by type of commercial
motor vehicle. Diagrams
illustrating the locations of lighting devices and
reflectors, by type
and size of commercial motor vehicle, are shown
immediately following
Table 1. All lighting devices on motor vehicles
placed in operation
after March 7, 1989, must meet the requirements of
49 CFR 571.108 in
effect at the time of manufacture of the vehicle.
Motor vehicles placed
in operation on or before March 7, 1989, must meet
either the
requirements of this subchapter or part 571 of this
title in effect at
the time of manufacture.
Sec. 393.13 Retroreflective sheeting and reflex reflectors, requirements for semitrailers and trailers manufactured before December 1, 1993.
(a) Applicability. All trailers and semitrailers
manufactured prior
to December 1, 1993, which have an overall width of
2,032 mm (80 inches)
or more and a gross vehicle weight rating of 4,536
kg (10,001 pounds) or
more, except trailers that are manufactured
exclusively for use as
offices or dwellings, pole trailers (as defined in
Sec. 390.5 of this
subchapter), and trailers transported in a
driveaway-towaway operation,
must be equipped with retroreflective sheeting or an
array of reflex
reflectors that meet the requirements of this
section. Motor carriers
operating trailers, other than container chassis (as
defined in Sec. 393.5),
have until June 1, 2001, to comply with the
requirements of
this section. Motor carriers operating container
chassis have until
December 1, 2001, to comply with the requirements of
this section.
(b) Retroreflective sheeting and reflex reflectors.
Motor carriers
are encouraged to retrofit their trailers with a
conspicuity system that
meets all of the requirements applicable to trailers
manufactured on or
after December 1, 1993, including the use of
retroreflective sheeting or
reflex reflectors in a red and white pattern (see
Federal Motor Vehicle
Safety Standard No. 108 (49 CFR 571.108), S5.7,
Conspicuity systems).
Motor carriers which do not retrofit their trailers
to meet the
requirements of FMVSS No. 108, for example by using
an alternative color
pattern, must comply with the remainder of this
paragraph and with
paragraph (c) or (d) of this section.
Retroreflective sheeting or reflex
reflectors in colors or color combinations other
than red and white may
be used on the sides or lower rear area of the
semitrailer or trailer
until June 1, 2009. The alternate color or color
combination must be
uniform along the sides and lower rear area of the
trailer. The
retroreflective sheeting or reflex reflectors on the
upper rear area of
the trailer must be white and conform to the
requirements of FMVSS No.
108 (S5.7). Red retroreflective sheeting or reflex
reflectors shall not
be used along the sides of the trailer unless it is
used as part of a
red and white pattern. Retroreflective sheeting
shall have a width of at
least 50 mm (2 inches).
(c) Locations for retroreflective sheeting--
(1) Sides. Retroreflective sheeting shall be applied
to each side of the trailer or
semitrailer. Each strip of retroreflective sheeting
shall be positioned
as horizontally as practicable, beginning and ending
as close to the
front and rear as practicable. The strip need not be
continuous but the
sum of the length of all of the segments shall be at
least half of the
length of the trailer and the spaces between the
segments of the strip
shall be distributed as evenly as practicable. The
centerline for each
strip of retroreflective sheeting shall be between
375 mm (15 inches)
and 1,525 mm (60 inches) above the road surface when
measured with the
trailer empty or unladen, or as close as practicable
to this area. If
necessary to clear rivet heads or other similar
obstructions, 50 mm (2
inches) wide retroreflective sheeting may be
separated into two 25 mm (1
inch) wide strips of the same length and color,
separated by a space of
not more than 25 mm (1 inch).
(2) Lower rear area. The rear of each trailer and
semitrailer must
be equipped with retroreflective sheeting. Each
strip of retroreflective
sheeting shall be positioned as horizontally as
practicable, extending
across the full width of the trailer, beginning and
ending as close to
the extreme edges as practicable. The centerline for
each of the strips
of retroreflective sheeting shall be between 375 mm
(15 inches) and
1,525 mm (60 inches) above the road surface when
measured with the
trailer empty or unladen, or as close as practicable
to this area.
(3) Upper rear area. Two pairs of white strips of
retroreflective
sheeting, each pair consisting of strips 300 mm (12
inches) long, must
be positioned horizontally and vertically on the
right and left upper
corners of the rear of the body of each trailer and
semitrailer, as
close as practicable to the top of the trailer and
as far apart as
practicable. If the perimeter of the body, as viewed
from the rear, is
not square or rectangular, the strips may be applied
along the
perimeter, as close as practicable to the uppermost
and outermost areas
of the rear of the body on the left and right sides.
(d) Locations for reflex reflectors.--
(1) Sides. Reflex reflectors shall be applied to
each side of the
trailer or semitrailer. Each array of reflex
reflectors shall be positioned
as horizontally as practicable,beginning and ending
as close to the front
and rear as practicable. The array need not be
continuous but the sum
of the length of all of the array segments shall be
at least half of the
length of the trailer and the spaces between the
segments of the strip
shall be distributed as evenly as practicable. The
centerline for each array
of reflexreflectors shall be between 375 mm (15
inches) and 1,525 mm
(60 inches)above the road surface when measured with
the trailer empty
or unladen, or as close as practicable to this area.
The center of each
reflector shall not be more than 100 mm (4 inches)
from the center
of each adjacent reflector in the segment of the
array. If reflex reflectors
are arranged in an alternating color pattern, the
length of reflectors of the
first color shall be as closeas practicable to the
length of the reflectors of
the second color.
(2) Lower rear area. The rear of each trailer and
semitrailer must
be equipped with reflex reflectors. Each array of
reflex reflectors
shall be positioned as horizontally as practicable,
extending across the
full width of the trailer, beginning and ending as
close to the extreme
edges as practicable. The centerline for each array
of reflex reflectors
shall be between 375 mm (15 inches) and 1,525 mm (60
inches) above the
road surface when measured with the trailer empty or
unladen, or as
close as practicable to this area. The center of
each reflector shall
not be more than 100 mm (4 inches) from the center
of each adjacent
reflector in the segment of the array.
(3) Upper rear area. Two pairs of white reflex
reflector arrays,
each pair at least 300 mm (12 inches) long, must be
positioned
horizontally and vertically on the right and left
upper corners of the
rear of the body of each trailer and semitrailer, as
close as
practicable to the top of the trailer and as far
apart as practicable.
If the perimeter of the body, as viewed from the
rear, is not square or
rectangular, the arrays may be applied along the
perimeter, as close as
practicable to the uppermost and outermost areas of
the rear of the body
on the left and right sides. The center of each
reflector shall not be
more than 100 mm (4 inches) from the center of each
adjacent reflector
in the segment of the array.
Sec. 393.17 Lamps and reflectors--combinations in driveaway-towaway operation.
A combination of motor vehicles engaged in
driveaway-towaway
operation must be equipped with operative lamps and
reflectors
conforming to the rules in this section.
(a) The towing vehicle must be equipped as follows:
(1) On the front, there must be at least two
headlamps, an equal
number at each side, two turn signals, one at each
side, and two
clearance lamps, one at each side.
(2) On each side, there must be at least one
side-marker lamp,
located near the front of the vehicle.
(3) On the rear, there must be at least two tail
lamps, one at each
side, and two stop lamps, one at each side.
(b) Except as provided in paragraph (c) of this
section, the
rearmost towed vehicle of the combination (including
the towed vehicle
or a tow-bar combination, the towed vehicle of a
single saddle-mount
combination, and the rearmost towed vehicle of a
double or triple
saddle-mount combination) or, in the case of a
vehicle full-mounted on a
saddle-mount vehicle, either the full-mounted
vehicle or the rearmost
saddle-mounted vehicle must be equipped as follows:
(1) On each side, there must be at least one
side-marker lamp,
located near the rear of the vehicle.
(2) On the rear, there must be at least two tail
lamps, two stop
lamps, two turn signals, two clearance lamps, and
two reflectors, one of
each type at each side. In addition, if any vehicle
in the combination
is 80 inches or more in overall width, there must be
three
identification lamps on the rear.
(c) If the towed vehicle in a combination is a
mobile structure
trailer, it must be equipped in accordance with the
following lighting
devices. For the purposes of this part, mobile
structure trailer means a
trailer that has a roof and walls, is at least 10
feet wide, and can be
used off road for dwelling or commercial purposes.
(1) When the vehicle is operated in accordance with
the terms of a
special permit prohibiting operation during the
times when lighted lamps
are required under Sec. 392.30, it must have on the
rear--
(i) Two stop lamps, one on each side of the vertical
centerline, at
the same height, and as far apart as practicable;
(ii) Two tail lamps, one on each side of the
vertical centerline, at
the same height, and as far apart as practicable;
(iii) Two red reflex reflectors, one on each side of
the vertical
centerline, at the same height, and as far apart as
practicable; and
(iv) Two turn signal lamps, one on each side of the
vertical
centerline, at the same height, and as far apart as
practicable.
(2) At all other times, the vehicle must be equipped
as specified in
paragraph (b) of this section.
(d) An intermediate towed vehicle in a combination
consisting of
more than two vehicles (including the first
saddle-mounted vehicle of a
double saddle-mount combination and the first and
second saddle-mount
vehicles of a triple saddle-mount combination) must
have one side-marker
lamp on each side, located near the rear of the
vehicle.
Sec. 393.19 Requirements for turn signaling systems.
(a) Every bus, truck, or truck tractor shall be
equipped with a
signaling system that in addition to signaling
turning movements shall
have a switch or combination of switches that will
cause the two front
turn signals and the two rear turn signals to flash
simultaneously as a
vehicular traffic hazard warning as required by Sec.
392.22 with the
ignition on or off.
(b) Every semitrailer and full trailer shall be
equipped so as to
have the two rear turn signals to flash
simultaneously with the two
front turn signals of the towing vehicle as a
vehicular traffic hazard
warning as required by Sec. 392.22(a).
Sec. 393.20 Clearance lamps to indicate extreme width and height.
Clearance lamps shall be mounted so as to indicate
the extreme width
of the motor vehicle (not including mirrors) and as
near the top thereof
as practicable: Provided, That when rear
identification lamps are
mounted at the extreme height of the vehicle, rear
clearance lamps may
be mounted at optional height: And provided further,
That when mounting
of front clearance lamps at the highest point of a
trailer results in
such lamps failing to mark the extreme width of the
trailer, such lamps
may be mounted at optional height but must indicate
the extreme width of
the trailer. Clearance lamps on truck tractors shall
be so located as to
indicate the extreme width of the truck tractor cab.
Sec. 393.22 Combination of lighting devices and reflectors.
(a) Permitted combinations. Except as provided in
paragraph (b) of
this section, two or more lighting devices and
reflectors (whether or
not required by the rules in this part) may be
combined optically if--
(1) Each required lighting device and reflector
conforms to the
applicable rules in this part; and
(2) Neither the mounting nor the use of a
nonrequired lighting
device or reflector impairs the effectiveness of a
required lighting
device or reflector or causes that device or
reflector to be
inconsistent with the applicable rules in this part.
(b) Prohibited combinations. (1) A turn signal lamp
must not be
combined optically with either a head lamp or other
lighting device or
combination of lighting devices that produces a
greater intensity of
light than the turn signal lamp.
(2) A turn signal lamp must not be combined
optically with a stop
lamp unless the stop lamp function is always
deactivated when the turn
signal function is activated.
(3) A clearance lamp must not be combined optically
with a tail lamp
or identification lamp.
Sec. 393.23 Lighting devices to be electric.
Lighting devices shall be electric, except that red
liquid-burning
lanterns may be used on the end of loads in the
nature of poles, pipes,
and ladders projecting to the rear of the motor
vehicle.
Sec. 393.24 Requirements for head lamps and auxiliary road lighting lamps.
(a) Mounting. Head lamps and auxiliary road lighting
lamps shall be
mounted so that the beams are readily adjustable,
both vertically and
horizontally, and the mounting shall be such that
the aim is not readily
disturbed by ordinary conditions of service.
(b) Head lamps required. Every bus, truck, and truck
tractor shall
be equipped with a headlighting system composed of
at least two head
lamps, not including fog or other auxiliary lamps,
with an equal number
on each side of the vehicle. The headlighting system
shall provide an
upper and lower distribution of light, selectable at
the driver's will.
(c) Fog, adverse-weather, and auxiliary
road-lighting lamps. For the
purposes of this section, fog, adverse-weather, and
auxiliary road
lighting lamps, when installed, are considered to be
a part of the
headlighting system. Such lamps may be used in lieu
of head lamps under
conditions making their use advisable if there be at
least one such lamp
conforming to the appropriate SAE Standard \1\ for
such lamps on each
side of the vehicle.
---------------------------------------------------------------------------
\1\ Wherever reference is made in these regulations
to SAE Standards
or SAE Recommended Practices, they shall be:
(a) As found in the 1985 edition of the SAE Handbook
with respect to
parts and accessories other than lighting devices
and reflectors.
(b) When reference is made in these regulations to
SAE Standards or
SAE Recommended Practices, they shall be as found in
the 1985 edition of
the SAE Handbook:
(1) With respect to parts and accessories other than
lighting
devices and reflectors:
(2) Lighting devices and reflectors on motor
vehicles manufactured
on and after March 7, 1990, shall conform to FMVSS
571.108 (49 CFR
571.108) in effect at the time of manufacture of the
vehicle. Should a
conflict arise between FMVSS 571.108 and a SAE
Standard, FMVSS 571.108
will prevail.
---------------------------------------------------------------------------
(d) Aiming and intensity. Head lamps shall be
constructed and
installed so as to provide adequate and reliable
illumination and shall
conform to the appropriate specification set forth
in the SAE Standards
\1\ for ``Electric Head Lamps for Motor Vehicles''
or ``Sealed-Beam Head
Lamp Units for Motor Vehicles.''
Sec. 393.25 Requirements for lamps other than head lamps.
(a) Mounting. All lamps shall be permanently and
securely mounted in
workmanlike manner on a permanent part of the motor
vehicle, except that
temporary lamps on motor vehicles being transported
in driveaway-towaway
operations and temporary electric lamps on
projecting loads need not be
permanently mounted nor mounted on a permanent part
of the vehicle. The
requirement for three identification lamps on the
centerline of a
vehicle will be met as to location by one lamp on
the centerline, with
the other two at right and left. All temporary lamps
must be firmly
attached.
(b) Visibility. All required exterior lamps shall be
so mounted as
to be capable of being seen at all distances between
500 feet and 50
feet under clear atmospheric conditions during the
time lamps are
required to be lighted. The light from front
clearance and front
identification lamps shall be visible to the front,
that from sidemarker
lamps to the side, that from rear clearance, rear
identification, and
tail lamps to the rear, and that from projecting
loadmarker lamps from
those directions required by Sec. 393.11. This shall
not be construed to
apply to lamps on one unit which are obscured by
another unit of a
combination of vehicles.
(c) Specifications. All required lamps except those
already
installed on vehicles tendered for transportation
in
driveaway and towaway operations shall conform to
appropriate
requirements of the SAE Standards and/or Recommended
Practices \1\ as
indicated below, except that the minimum required
marking of lamps
conforming to the 1985 requirements shall be as
specified in paragraph
(d) of this section. Projecting load marker lamps
shall conform to the
requirements for clearance, side-marker, and
identification lamps. Turn
signals shall conform to the requirements for class
A, Type I turn
signals, provided.
---------------------------------------------------------------------------
\1\ See footnote 1 to Sec. 393.24(c).
---------------------------------------------------------------------------
(1) Lamps on vehicles made before July 1, 1961,
excepting
replacement lamps as specified in paragraph (c)(2)
of this section,
shall conform to the 1952 requirements.
(2) Lamps on vehicles made on and after July 1,
1961, and
replacement lamps installed on and after December
31, 1961, shall
conform to the 1985 requirements.
(3) Lamps temporarily attached to vehicles
transported in driveaway
and towaway operations on and after December 31,
1961, shall conform to
the 1985 requirements.
(d) Certification and markings. All lamps required
to conform to the
requirements of the SAE Standards \1\ shall be
certified by the
manufacturer or supplier that they do so conform, by
markings indicated
below. The markings in each case shall be visible
when the lamp is in
place on the vehicle.
---------------------------------------------------------------------------
\1\ See footnote 1 to Sec. 393.24(c).
---------------------------------------------------------------------------
(1) Stop lamps shall be marked with the
manufacturer's or supplier's
name or trade name and shall be marked ``SAE-S''.
(2) Turn signal units shall be marked with the
manufacturer's or
supplier's name or trade name and shall be marked
``SAE-AI'' or ``SAE-
I''.
(3) Tail lamps shall be marked with the
manufacturer's or supplier's
name or trade name and shall be marked ``SAE-T''.
(4) Clearance, side marker, identification, and
projecting load-
marker lamps, except combination lamps, shall be
marked with the
manufacturer's or supplier's name or trade name and
shall be marked
``SAE'' or ``SAE-P''.
(5) Combination lamps shall be marked with the
manufacturer's or
supplier's name or trade name and shall be marked
``SAE'' followed by
the appropriate letters indicating the individual
lamps combined. The
letter ``A'', as specified in Sec. 393.26(c), may be
included to certify
that a reflector in the combination conforms to the
requirements
appropriate to such marking. If the letter ``I''
follows the letter
``A'' immediately the two letters shall be deemed to
refer to a turn
signal unit, as specified in paragraph (d)(2) of
this section.
Combination clearance and side marker lamps may be
marked ``SAE-PC''.
(e) Lighting devices to be steady-burning. All
exterior lighting
devices shall be of the steady-burning type except
turn signals on any
vehicle, stop lamps when used as turn signals,
warning lamps on school
buses when operating as such, and warning lamps on
emergency and service
vehicles authorized by State or local authorities,
and except that lamps
combined into the same shell or housing with any
turn signal may be
turned off by the same switch that turns the signal
on for flashing and
turned on again when the turn signal as such is
turned off. This
paragraph shall not be construed to prohibit the use
of vehicular hazard
warning signal flashers as required by Sec. 392.22
or permitted by
Sec. 392.18.
(f) Stop lamp operation. All stop lamps on each
motor vehicle or
combination of motor vehicles shall be actuated upon
application of any
of the service brakes, except that such actuation is
not required upon
activation of the emergency feature of trailer
brakes by means of either
manual or automatic control on the towing vehicle,
and except that stop
lamps on a towing vehicle need not be actuated when
service brakes are
applied to the towed vehicles or vehicles only, and
except that no stop
lamp need be actuated as such when it is in use as a
turn signal or when
it is turned off by the turn signal switch as
provided in paragraph (e)
of this section.
Sec. 393.26 Requirements for reflectors.
(a) Mounting. All required reflectors shall be
mounted upon the
motor vehicle at a height not less than 15 inches
nor more than 60
inches above the ground on which the motor vehicle
stands, except that
reflectors shall be mounted as high as practicable
on motor vehicles
which are so constructed as to make compliance with
the 15-inch
requirement impractical. They shall be so installed
as to perform their
function adequately and reliably, and except for
temporary reflectors
required for vehicles in driveaway-towaway
operations, or on projecting
loads, all reflectors shall be permanently and
securely mounted in
workmanlike manner so as to provide the maximum of
stability and the
minimum likelihood of damage. Required reflectors
otherwise properly
mounted may be securely installed on flexible
strapping or belting
provided that under conditions of normal operation
they reflect light in
the required directions. Required temporary
reflectors mounted on motor
vehicles during the time they are in transit in any
driveaway-towaway
operation must be firmly attached.
(b) Specifications. All required reflectors except
those installed
on vehicles tendered for transportation in driveaway
and towaway
operations shall comply with FMVSS 571.108 (49 CFR
571.108) in effect at
the time the vehicle was manufactured or the current
FMVSS 571.108
requirements.
(c) Certification and markings. All reflectors
required to conform
to the specifications in paragraph (b) shall be
certified by the
manufacturer or supplier that they do so conform, by
marking with the
manufacturer's or supplier's name or trade name and
the letters ``SAE-
A''. The marking in each case shall be visible when
the reflector is in
place on the vehicle.
(d) Retroreflective surfaces. Retroreflective
surfaces other than
required reflectors may be used, provided:
(1) Designs do not resemble traffic control signs,
lights, or
devices, except that straight edge striping
resembling a barricade
pattern may be used.
(2) Designs do not tend to distort the length and/or
width of the
motor vehicle.
(3) Such surfaces shall be at least 3 inches from
any required lamp
or reflector unless of the same color as such lamp
or reflector.
(4) No red color shall be used on the front of any
motor vehicle,
except for display of markings or placards required
by Sec. 177.823 of
this title.
(5) Retroreflective license plates required by State
or local
authorities may be used.
Sec. 393.27 Wiring specifications.
(a) Wiring for both low voltage (tension) and high
voltage (tension)
circuits shall be constructed and installed so as to
meet design
requirements. Wiring shall meet or exceed, both
mechanically and
electrically, the following SAE Standards as found
in the 1985 edition
of the SAE Handbook:
(1) Commercial vehicle engine ignition systems-SAE
J557-High Tension
Ignition Cable.
(2) Commercial vehicle battery cable-SAE J1127-Jan
80-Battery Cable.
(3) Other commercial vehicle wiring-SAE J1128-Low
Tension Primary
Cable.
(b) The source of power and the electrical wiring
shall be of such
size and characteristics as to provide the necessary
voltage as the
design requires to comply with FMVSS 571.108.
(c) Lamps shall be properly grounded.
Sec. 393.28 Wiring to be protected.
(a) The wiring shall--
(1) Be so installed that connections are protected
from weather,
abrasion, road splash, grease, oil, fuel and
chafing;
(2) Be grouped together, when possible, and
protected by
nonconductive tape, braid, or other covering capable
of withstanding
severe abrasion or shall be protected by being
enclosed in a sheath or
tube;
(3) Be properly supported in a manner to prevent
chafing;
(4) Not be so located as to be likely to be charred,
overheated, or
enmeshed in moving parts;
(5) Not have terminals or splices located above the
fuel tank except
for the fuel sender wiring and terminal; and
(6) Be protected when passing through holes in metal
by a grommet,
or other means, or the wiring shall be encased in a
protective covering.
(b) The complete wiring system including lamps,
junction boxes,
receptacle boxes, conduit and fittings must be
weather resistant.
(c) Harness connections shall be accomplished by a
mechanical means.
Sec. 393.29 Grounds.
The battery ground and trailer return ground
connections on a
grounded system shall be readily accessible. The
contact surfaces of
electrical connections shall be clean and free of
oxide, paint, or other
nonconductive coating.
Sec. 393.30 Battery installation.
Every storage battery on every vehicle, unless
located in the engine
compartment, shall be covered by a fixed part of the
motor vehicle or
protected by a removable cover or enclosure.
Removable covers or
enclosures shall be substantial and shall be
securely latched or
fastened. The storage battery compartment and
adjacent metal parts which
might corrode by reason of battery leakage shall be
painted or coated
with an acid-resisting paint or coating and shall
have openings to
provide ample battery ventilation and drainage.
Wherever the cable to
the starting motor passes through a metal
compartment, the cable shall
be protected against grounding by an acid and
waterproof insulating
bushing. Wherever a battery and a fuel tank are both
placed under the
driver's seat, they shall be partitioned from each
other, and each
compartment shall be provided with an independent
cover, ventilation,
and drainage.
Sec. 393.31 Overload protective devices.
(a) The current to all low tension circuits shall
pass through
overload protective devices except that this
requirement shall not be
applicable to battery-to-starting motor or
battery-to-generator
circuits, ignition and engine control circuits, horn
circuits,
electrically-operated fuel pump circuits, or
electric brake circuits.
(b) Trucks, truck-tractors, and buses meeting the
definition of a
commercial motor vehicle and manufactured after June
30, 1953 shall have
protective devices for electrical circuits arranged
so that:
(1) The headlamp circuit or circuits shall not be
affected by a
short circuit in any other lighting circuits on the
motor vehicle; or
(2) The protective device shall be an automatic
reset overload
circuit breaker if the headlight circuit is
protected in common with
other circuits.
Sec. 393.32 Detachable electrical connections.
Electrical wiring between towing and towed vehicles
shall be
contained in a cable or cables or entirely within
another substantially
constructed protective device. All such electrical
wiring shall be
mechanically and electrically adequate and free of
short or open
circuits. Suitable provision shall be made in every
such detachable
connection to afford reasonable assurance against
connection in an
incorrect manner or accidental disconnection.
Detachable connections
made by twisting together wires from the towed and
towing units are
prohibited. Precaution shall be taken to provide
sufficient slack in the
connecting wire or cable to accommodate without
damage all normal
motions of the parts to which they are attached.
Sec. 393.33 Wiring, installation.
Electrical wiring shall be systematically arranged
and installed in
a workmanlike manner. All detachable wiring, except
temporary wiring
connections for driveaway-towaway operations, shall
be attached to posts
or terminals by means of suitable cable terminals
which conform to the
SAE Standard \1\ for ``Cable Terminals'' or by cable
terminals which are
mechanically and electrically at least equal to such
terminals. The number
of wires attached to any post shallbe limited to the
number which such post
was designed to accommodate. The presence of bare,
loose, dangling,
chafing, or poorly connected wires is prohibited.
Sec. 393.40 Required brake systems.
(a) General. A bus, truck, truck tractor, or a
combination of motor
vehicles must have brakes adequate to control the
movement of, and to
stop and hold, the vehicle or combination of
vehicles.
(b) Specific systems required. (1) A bus, truck,
truck tractor, or
combination of motor vehicles must have--
(i) A service brake system that conforms to the
requirements of
Sec. 393.52; and
(ii) A parking brake system that conforms to the
requirements of
Sec. 393.41.
(2) A bus, truck, truck tractor, or a combination of
motor vehicles
manufactured on or after July 1, 1973, must have an
emergency brake
system that conforms to the requirements of Sec.
393.52(b) and consists
of either--
(i) Emergency features of the service brake system;
or
(ii) A system separate from the service brake
system.
A control by which the driver applies the emergency
brake system must be
located so that the driver can readily operate it
when he/she is
properly restrained by any seat belt assembly
provided for his/her use.
The control for applying the emergency brake system
may be combined with
either the control for applying the service brake
system or the control
for applying the parking brake system. However, all
three controls may
not be combined.
(c) Interconnected systems. (1) If the brake systems
specified in
paragraph (b) of this section are interconnected in
any way, they must
be designed, constructed, and maintained so that,
upon the failure of
any part of the operating mechanism of one or more
of the systems
(except the service brake actuation pedal or
valve)--
(i) The vehicle will have operative brakes; and
(ii) In the case of a vehicle manufactured on or
after July 1, 1973,
the vehicle will have operative brakes capable of
performing as
specified in Sec. 393.52(b).
(2) A motor vehicle to which the emergency brake
system requirements
of Federal Motor Vehicle Safety Standard No. 105
(Sec. 571.105 of this
title) applied at the time of its manufacture
conforms to the
requirements of paragraph (c)(1) of this section
if--
(i) It is maintained in conformity with the
emergency brake
requirements of Standard No. 105 in effect on the
date of its
manufacture; and
(ii) It is capable of performing as specified in
Sec. 393.52(b),
except upon structural failure of its brake master
cylinder body or
effectiveness indicator body.
(3) A bus conforms to the requirements of paragraph
(c)(1) of this
section if it meets the requirements of Sec. 393.44
and is capable of
performing as specified in Sec. 393.52(b).
Sec. 393.41 Parking brake system.
(a) Every commercial motor vehicle manufactured on
and after March
7, 1990, except an agricultural commodity trailer,
converter dolly,
heavy hauler or pulpwood trailer, shall at all times
be equipped with a
parking brake system adequate to hold the vehicle or
combination under
any condition of loading as required by FMVSS
571.121. An agricultural
commodity trailer, heavy hauler or pulpwood trailer
shall carry
sufficient chocking blocks to prevent movement when
parked.
(b) The parking brake system shall at all times be
capable of being
applied in conformance with the requirements of
paragraph (a) of the
section by either the driver's muscular effort, or
by spring action, or
by other energy, provided, that if such other energy
is depended on for
application of the parking brake, then an
accumulation of such energy
shall be isolated from any common source and used
exclusively for the
operation of the parking brake.
(c) The parking brake system shall be held in the
applied position
by energy other than fluid pressure, air pressure,
or electric energy.
The parking brake system shall be such that it
cannot be released unless
adequate energy is available upon release of the
parking brake to make
immediate further application with the required
effectiveness.
Sec. 393.42 Brakes required on all wheels.
(a) Every commercial motor vehicle shall be equipped
with brakes
acting on all wheels.
(b) Exception. (1) Trucks or truck tractors having
three or more
axles--
(i) Need not have brakes on the front wheels if the
vehicle was
manufactured before July 25, 1980; or
(ii) Manufactured between July 24, 1980, and October
27, 1986, must
be retrofitted to meet the requirements of this
section within one year
from February 26, 1987, if the brake components have
been removed.
(2) Any motor vehicle being towed in a
driveaway-towaway operation
must have operative brakes as may be necessary to
ensure compliance with
the performance requirements of Sec. 393.52. This
paragraph is not
applicable to any motor vehicle towed by means of a
tow-bar when any
other vehicle is full-mounted on such towed motor
vehicle or any
combination of motor vehicles utilizing three or
more saddle-mounts.
(See Sec. 393.71(a)(3).)
(3) Any full trailer, any semitrailer, or any pole
trailer having a
GVWR of 3,000 pounds or less must be equipped with
brakes if the weight
of the towed vehicle resting on the towing vehicle
exceeds 40 percent of
the GVWR of the towing vehicle.
Sec. 393.43 Breakaway and emergency braking.
(a) Every motor vehicle, if used to tow a trailer
equipped with
brakes, shall be equipped with means for providing
that in case of
breakaway of such trailer the service brakes on the
towing vehicle will
be sufficiently operative to stop the towing
vehicle.
(b) Every truck or truck tractor equipped with air
brakes, when used
for towing other vehicles equipped with air brakes,
shall be equipped
with two means of activating the emergency features
of the trailer
brakes. One of these means shall operate
automatically in the event of
reduction of the towing vehicle air supply to a
fixed pressure which
shall not be lower than 20 pounds per square inch
nor higher than 45
pounds per square inch. The other means shall be a
manually controlled
device readily operable by a person seated in the
driving seat. Its
emergency position or method of operation shall be
clearly indicated. In
no instance may the manual means be so arranged as
to permit its use to
prevent operation of the automatic means. The
automatic and manual means
required by this section may be, but are not
required to be, separate.
(c) Every truck tractor and truck when used for
towing other
vehicles equipped with vacuum brakes, shall have, in
addition to the
single control required by Sec. 393.49 to operate
all brakes of the
combination, a second manual control device which
can be used
to operate the brakes on the towed vehicles in
emergencies. Such
second control shall be independent of brake air,
hydraulic, and other
pressure, and independent of other controls, unless
the braking system
be so arranged that failure of the pressure on which
the second control
depends will cause the towed vehicle brakes to be
applied automatically.
The second control is not required by this rule to
provide modulated or
graduated braking.
(d) Every trailer required to be equipped with
brakes shall be
equipped with brakes of such character as to be
applied automatically
and promptly upon breakaway from the towing vehicle,
and means shall be
provided to maintain application of the brakes on
the trailer in such
case for at least 15 minutes.
(e) Air brake systems installed on towed vehicles
shall be so
designed, by the use of ``no-bleed-back'' relay
emergency valves or
equivalent devices, that the supply reservoir used
to provide air for
brakes shall be safeguarded against backflow of air
to the towing
vehicle upon reduction of the towing vehicle air
pressure.
(f) The requirements of paragraphs (b), (c), and (d)
of this section
shall not be applicable to motor vehicles in
driveaway-towaway
operations.
Sec. 393.44 Front brake lines, protection.
On every bus, if equipped with air brakes, the
braking system shall
be so constructed that in the event any brake line
to any of the front
wheels is broken, the driver can apply the brakes on
the rear wheels
despite such breakage. The means used to apply the
brakes may be located
forward of the driver's seat as long as it can be
operated manually by
the driver when the driver is properly restrained by
any seat belt
assembly provided for use. Every bus shall meet this
requirement or
comply with the regulations in effect at the time of
its manufacture.
Sec. 393.45 Brake tubing and hose, adequacy.
(a) General requirements. Brake tubing and brake
hose must--
(1) Be designed and constructed in a manner that
insures proper,
adequate, and continued functioning of the tubing or
hose;
(2) Be installed in a manner that insures proper
continued
functioning of the tubing or hose;
(3) Be long and flexible enough to accommodate
without damage all
normal motions of the parts to which it is attached;
(4) Be suitably secured against chafing, kinking, or
other
mechanical damage;
(5) Be installed in a manner that prevents it from
contacting the
vehicle's exhaust system or any other source of high
temperatures; and
(6) Conform to the applicable requirements of
paragraph (b) or (c)
of this section. In addition, all hose installed on
and after January 1,
1981, must conform to those applicable subsections
of FMVSS 106 (49 CFR
571.106).
(b) Special requirements for metallic brake tubing,
nonmetallic
brake tubing, coiled nonmetallic brake tubing and
brake hose. (1)
Metallic brake tubing, nonmetallic brake tubing,
coiled nonmetallic
brake tubing, and brake hose installed on a
commercial motor vehicle on
and after March 7, 1989, must meet or exceed one of
the following
specifications set forth in the SAE Handbook, 1985
edition:
(i) Metallic Air Brake Tubing--SAE Recommended
Practice J1149--
Metallic Air Brake System Tubing and Pipe--July 76.
(ii) Nonmetallic Air Brake Tubing--SAE Recommended
Practice J844--
Nonmetallic Air Brake System Type B--OCT 80.
(iii) Air Brake Hose--SAE Recommended Practice
J1402--Automotive Air
Brake Hose and Hose Assemblies--JUN 85.
(iv) Hydraulic Brake Hose--SAE Recommended Practice
J1401 Road
Vehicle-Hydraulic Brake Hose Assemblies for Use with
Non-Petroleum Base
Hydraulic Fluid JUN 85.
(v) Vacuum Brake Hose--SAE Recommended Practice
J1403 Vacuum Brake
Hose JUN 85.
(2) Except as provided in paragraph (c) of this
section, brake hose
and brake tubing installed on a motor vehicle before
March 7, 1989, must
conform to 49 CFR 393.45 effective October 31, 1983.
(c) Nonmetallic brake tubing. Coiled nonmetallic
brake tubing may be
used for connections between towed and towing
vehicles or between the
frame of a towed vehicle and the unsprung subframe
of an adjustable axle
of that vehicle if--
(1) The coiled tubing has a straight segment
(pigtail) at each end
that is at least 2 inches in length and is encased
in a spring guard or
similar device which prevents the tubing from
kinking at the fitting at
which it is attached to the vehicle; and
(2) The spring guard or similar device has at least
2 inches of
closed coils or similar surface at its interface
with the fitting and
extends at least 1\1/2\ inches into the coiled
segment of the tubing
from its straight segment.
(d) Brake tubing and brake hose, uses. Metallic and
nonmetallic
brake tubing is intended for use in areas of the
brake system where
relative movement in the line is not anticipated.
Brake hose and coiled
nonmetallic brake tubing is intended for use in the
brake system where
substantial relative movement in the line is
anticipated or the hose/
coiled nonmetallic brake tubing is exposed to
potential tension or
impact such as between the frame and axle in a
conventional type
suspension system (axle attached to frame by
suspension system).
Nonmetallic brake tubing may be used through an
articulation point
provided movement is less than 4.5 degrees in a
vertical plane, and 7.4
degrees in a transverse horizontal plane.
Sec. 393.46 Brake tubing and hose connections.
All connections for air, vacuum, or hydraulic
braking systems shall:
(a) Be adequate in material and construction to
insure proper
continued functioning;
(b) Be designed, constructed, and installed so as to
insure, when
properly connected, an attachment free of leaks,
constrictions, or other
defects;
(c) Have suitable provision in every detachable
connection to afford
reasonable assurance against accidental
disconnection;
(d) Have the vacuum brake engine manifold connection
at least three-
eighths inch in diameter.
(e) If installed on a vehicle on or after January 1,
1981, meet
requirements under applicable subsections of FMVSS
106 (49 CFR 571.106).
(f) Splices in tubing if installed on a vehicle
after March 7, 1989,
must use fittings that meet the requirements of SAE
Standard J512-OCT 80
Automotive Tube Fittings or for air brake systems
SAE J246--March 81
Spherical and Flanged Sleeve (Compression) Tube
Fittings as found in the
SAE Handbook 1985 edition.
Sec. 393.47 Brake lining.
The brake lining in every motor vehicle shall be so
constructed and
installed as not to be subject to excessive fading
and grabbing and
shall be adequate in thickness, means of attachment,
and physical
characteristics to provide for safe and reliable
stopping of the motor
vehicle.
Sec. 393.48 Brakes to be operative.
(a) General rule. Except as provided in paragraphs
(b) and (c) of
this section, all brakes with which a motor vehicle
is equipped must at
all times be capable of operating.
(b) Devices to reduce or remove front-wheel braking
effort. A motor
vehicle may be equipped with a device to reduce the
braking effort upon
its front wheels or, in the case of a three-axle
truck or truck tractor
manufactured before March 1, 1975, to remove the
braking effort upon its
front wheels, if that device conforms to, and is
used in compliance
with, the rules in paragraph (b) (1) or (2) of this
section.
(1) Manually operated devices. A manually operated
device to reduce
or remove the front-wheel braking effort must not
be--
(i) Installed in a motor vehicle other than a bus,
truck, or truck
tractor; or
(ii) Installed in a bus, truck, or truck tractor
manufactured after
February 28, 1975; or
(iii) Used in the reduced mode except when the
vehicle is operating
under adverse conditions such as wet, snowy, or icy
roads.
(2) Automatic devices. An automatic device to reduce
the front-wheel
braking effort by up to 50 percent of the normal
braking force,
regardless of whether or not antilock system failure
has occurred on any
axle, must not--
(i) Be operable by the driver except upon
application of the control
that activates the braking system; and
(ii) Be operable when the pressure that transmits
brake control
application force exceeds--
(A) 85 psig on air-mechanical braking systems; or
(B) 85 percent of the maximum system pressure in the
case of
vehicles utilizing other than compressed air.
(c) Towed vehicle. Paragraph (a) of this section
does not apply to--
(1) A disabled vehicle being towed; or
(2) A vehicle being towed in a driveaway-towaway
operation which is
exempt from the general rule of Sec. 393.42 under
paragraph (b) of that
section.
Sec. 393.49 Single valve to operate all brakes.
Every motor vehicle, the date of manufacture of
which is subsequent
to June 30, 1953, which is equipped with power
brakes, shall have the
braking system so arranged that one application
valve shall when applied
operate all the service brakes on the motor vehicle
or combination of
motor vehicles. This requirement shall not be
construed to prohibit
motor vehicles from being equipped with an
additional valve to be used
to operate the brakes on a trailer or trailers or as
provided in
Sec. 393.44. This section shall not be applicable to
driveaway-towaway
operations unless the brakes on such operations are
designed to be
operated by a single valve.
Sec. 393.50 Reservoirs required.
(a) General. Every commercial motor vehicle using
air or vacuum for
breaking shall be equipped with reserve capacity or
a reservoir
sufficient to ensure a full service brake
application with the engine
stopped without depleting the air pressure or vacuum
below 70 percent of
that pressure or degree of vacuum indicated by the
gauge immediately
before the brake application is made. For purposes
of this section, a
full service brake application is considered to be
made when the service
brake pedal is pushed to the limit of its travel.
(b) Safeguarding of air and vacuum. (1) Every bus,
truck, and truck
tractor, when equipped with air or vacuum reservoirs
and regardless of
date of manufacture, shall have such reservoirs so
safeguarded by a
check valve or equivalent device that in the event
of failure or leakage
in its connection to the source of compressed air or
vacuum the air or
vacuum supply in the reservoir shall not be depleted
by the leak or
failure.
(2) Means shall be provided to establish the check
valve to be in
working order. On and after May 1, 1966, means other
than loosening or
disconnection of any connection between the source
of compressed air or
vacuum and the check valve, and necessary tools for
operation of such
means, shall be provided to prove that the check
valve is in working
order. The means shall be readily accessible either
from the front,
side, or rear of the vehicle, or from the driver's
compartment.
(i) In air brake systems with one reservoir, the
means shall be a
cock, valve, plug, or equivalent device arranged to
vent a cavity having
free communication with the connection between the
check valve and the
source of compressed air or vacuum.
(ii) Where air is delivered by a compressor into one
tank or
compartment (wet tank), and air for braking is taken
directly from
another tank or compartment (dry tank) only, with
the required check
valve between the tanks or compartments, a manually
operated drain cock
on the first (wet) tank or compartment will serve as
a means herein
required if it conforms to the requirements herein.
(iii) In vacuum systems stopping the engine will
serve as the
required means, the system remaining evacuated as
indicated
by the vacuum gauge.
Sec. 393.51 Warning devices and gauges.
(a) General. In the manner and to the extent
specified in paragraphs
(b), (c), (d), and (e) of this section, a bus,
truck, or truck tractor
must be equipped with a signal that provides a
warning to the driver
when a failure occurs in the vehicle's service brake
system.
(b) Hydraulic brakes. A vehicle manufactured on or
after July 1,
1973, and having service brakes activated by
hydraulic fluid must be
equipped with a warning signal that performs as
follows:
(1) If Federal Motor Vehicle Safety Standard No. 105
(Sec. 571.105
of this title) was applicable to the vehicle at the
time it was
manufactured, the warning signal must conform to the
requirements of
that standard.
(2) If Federal Motor Vehicle Safety Standard No. 105
(Sec. 571.105)
was not applicable to the vehicle at the time it was
manufactured, the
warning signal must become operative, before or upon
application of the
brakes in the event of a hydraulic-type complete
failure of a partial
system. The signal must be readily audible or
visible to the driver.
(c) Air brakes. A vehicle (regardless of the date it
was
manufactured) having service brakes activated by
compressed air (air-
mechanical brakes) or a vehicle towing a vehicle
having service brakes
activated by compressed air (air-mechanical brakes)
must be equipped,
and perform, as follows:
(1) The vehicle must have a low air pressure warning
device that
conforms to the requirements of either paragraph
(c)(1) (i) or (ii) of
this section.
(i) If Federal Motor Vehicle Safety Standard No. 121
(Sec. 571.121
of this title) was applicable to the vehicle at the
time it was
manufactured, the warning device must conform to the
requirements of
that standard.
(ii) If Federal Motor Vehicle Safety Standard No.
121 (Sec. 571.121)
was not applicable to the vehicle at the time it was
manufactured, the
vehicle must have a device that provides a readily
audible or visible
continuous warning to the driver whenever the
pressure of the compressed
air in the braking system is below a specified
pressure, which must be
at least one-half of the compressor governor cutout
pressure.
(2) The vehicle must have a pressure gauge which
indicates to the
driver the pressure in pounds per square inch
available for braking.
(d) Vacuum brakes. A vehicle (regardless of the date
it was
manufactured) having service brakes activated by
vacuum or a vehicle
towing a vehicle having service brakes activated by
vacuum must be
equipped with--
(1) A device that provides a readily audible or
visible continuous
warning to the driver whenever the vacuum in the
vehicle's supply
reservoir is less than 8 inches of mercury; and
(2) A vacuum gauge which indicates to the driver the
vacuum in
inches of mercury available for braking.
(e) Hydraulic brakes applied or assisted by air or
vacuum. A vehicle
having a braking system in which hydraulically
activated service brakes
are applied or assisted by compressed air or vacuum
must be equipped
with both a warning signal that conforms to the
requirements of
paragraph (b) of this section and a warning device
that conforms to the
requirements of either paragraph (c) or paragraph
(d) of this section.
(f) Maintenance. The warning signals, devices, and
gauges required
by this section must be maintained in operative
condition.
Sec. 393.52 Brake performance.
(a) Upon application of its service brakes, a motor
vehicle or
combination of motor vehicles must under any
condition of loading in
which it is found on a public highway, be capable
of--
(1) Developing a braking force at least equal to the
percentage of
its gross weight specified in the table in paragraph
(d) of this
section;
(2) Decelerating to a stop from 20 miles per hour at
not less than
the rate specified in the table in paragraph (d) of
this section; and
(3) Stopping from 20 miles per hour in a distance,
measured from the
point at which movement of the service brake pedal
or control begins,
that is not greater than the distance specified in
the table in
paragraph (d) of this section; or, for motor
vehicles or
motor vehicle combinations that have a GVWR or GVW
greater than 4,536 kg
(10,000 pounds),
(4) Developing only the braking force specified in
paragraph (a)(1)
of this section and the stopping distance specified
in paragraph (a)(3)
of this section, if braking force is measured by a
performance-based
brake tester which meets the requirements of
functional specifications
for performance-based brake testers for commercial
motor vehicles, where
braking force is the sum of the braking force at
each wheel of the
vehicle or vehicle combination as a percentage of
gross vehicle or
combination weight.
(b) Upon application of its emergency brake system
and with no other
brake system applied, a motor vehicle or combination
of motor vehicles
must, under any condition of loading in which it is
found on a public
highway, be capable of stopping from 20 miles per
hour in a distance,
measured from the point at which movement of the
emergency brake control
begins, that is not greater than the distance
specified in the table in
paragraph (d) of this section.
(c) Conformity to the stopping-distance requirements
of paragraphs
(a) and (b) of this section shall be determined
under the following
conditions:
(1) Any test must be made with the vehicle on a hard
surface that is
substantially level, dry, smooth, and free of loose
material.
(2) The vehicle must be in the center of a
12-foot-wide lane when
the test begins and must not deviate from that lane
during the test.
(d) Vehicle brake performance table:
Sec. 393.53 Automatic brake adjusters and brake adjustment indicators.
(a) Automatic brake adjusters (hydraulic brake
systems). Each
commercial motor vehicle manufactured on or after
October 20, 1993, and
equipped with a hydraulic brake system, shall meet
the automatic brake
adjustment system requirements of Federal Motor
Vehicle Safety Standard
No. 105 (49 CFR 571.105, S5.1) applicable to the
vehicle at the time it
was manufactured.
(b) Automatic brake adjusters (air brake systems).
Each commercial
motor vehicle manufactured on or after October 20,
1994, and equipped
with an air brake system shall meet the automatic
brake adjustment
system requirements of Federal Motor Vehicle Safety
Standard No. 121 (49
CFR 571.121, S5.1.8) applicable to the vehicle at
the time it was
manufactured.
(c) Brake adjustment indicator (air brake systems).
On each
commercial motor vehicle manufactured on or after
October 20, 1994, and
equipped with an air brake system which contains an
external automatic
adjustment mechanism and an exposed pushrod, the
condition of service
brake under-adjustment shall be displayed by a brake
adjustment
indicator conforming to the requirements of Federal
Motor Vehicle Safety
Standard No. 121 (49 CFR 571.121, S5.1.8) applicable
to the vehicle at
the time it was manufactured.
Sec. 393.55 Antilock brake systems.
(a) Hydraulic brake systems. Each truck and bus
manufactured on or
after March 1, 1999 (except trucks and buses engaged
in driveaway-
towaway operations), and equipped with a hydraulic
brake system, shall
be equipped with an antilock brake system that meets
the requirements of
Federal Motor Vehicle Safety Standard (FMVSS) No.
105 (49 CFR 571.105,
S5.5).
(b) ABS malfunction indicators for hydraulic braked
vehicles. Each
hydraulic braked vehicle subject to the requirements
of paragraph (a) of
this section shall be equipped with an ABS
malfunction indicator system
that meets the requirements of FMVSS No. 105 (49 CFR
571.105, S5.3).
(c) Air brake systems. (1) Each truck tractor
manufactured on or
after March 1, 1997 (except truck tractors engaged
in driveaway-towaway
operations), shall be equipped with an antilock
brake system that meets
the requirements of FMVSS No. 121 (49 CFR 571.121,
S5.1.6.1(b)).
(2) Each air braked commercial motor vehicle other
than a truck
tractor, manufactured on or after March 1, 1998
(except commercial motor
vehicles engaged in driveaway-towaway operations),
shall be equipped
with an antilock brake system that meets the
requirements of FMVSS No.
121 (49 CFR 571.121, S5.1.6.1(a) for trucks and
buses, S5.2.3 for
semitrailers, converter dollies and full trailers).
(d) ABS malfunction circuits and signals for air
braked vehicles.
(1) Each truck tractor manufactured on or after
March 1, 1997, and each
single-unit air braked vehicle manufactured on or
after March 1, 1998,
subject to the requirements of paragraph (c) of this
section, shall be
equipped with an electrical circuit that is capable
of signaling a
malfunction that affects the generation or
transmission of response or
control signals to the vehicle's antilock brake
system (49 CFR 571.121,
S5.1.6.2(a)).
(2) Each truck tractor manufactured on or after
March 1, 2001, and
each single-unit vehicle that is equipped to tow
another air-braked
vehicle, subject to the requirements of paragraph
(c) of this section,
shall be equipped with an electrical circuit that is
capable of
transmitting a malfunction signal from the antilock
brake system(s) on
the towed vehicle(s) to the trailer ABS malfunction
lamp in the cab of
the towing vehicle, and shall have the means for
connection of the
electrical circuit to the towed vehicle. The ABS
malfunction circuit and
signal shall meet the requirements of FMVSS No. 121
(49 CFR 571.121,
S5.1.6.2(b)).
(3) Each semitrailer, trailer converter dolly, and
full trailer
manufactured on or after March 1, 2001, and subject
to the
requirements of paragraph (c)(2) of this section,
shall
be equipped with an electrical circuit that is
capable of signaling a
malfunction in the trailer's antilock brake system,
and shall have the
means for connection of this ABS malfunction circuit
to the towing
vehicle. In addition, each trailer manufactured on
or after March 1,
2001, subject to the requirements of paragraph
(c)(2) of this section,
that is designed to tow another air-brake equipped
trailer shall be
capable of transmitting a malfunction signal from
the antilock brake
system(s) of the trailer(s) it tows to the vehicle
in front of the
trailer. The ABS malfunction circuit and signal
shall meet the
requirements of FMVSS No. 121 (49 CFR 571.121,
S5.2.3.2).
(e) Exterior ABS malfunction indicator lamps for
trailers. Each
trailer (including a trailer converter dolly)
manufactured on or after
March 1, 1998 and before March 1, 2009, and subject
to the requirements
of paragraph (c)(2) of this section, shall be
equipped with an ABS
malfunction indicator lamp which meets the
requirements of FMVSS No. 121
(49 CFR 571.121, S5.2.3.3).
Sec. 393.60 Glazing in specified openings.
(a) Glazing material. Glazing material used in
windshields, windows,
and doors on a motor vehicle manufactured on or
after December 25, 1968,
shall at a minimum meet the requirements of Federal
Motor Vehicle Safety
Standard (FMVSS) No. 205 in effect on the date of
manufacture of the
motor vehicle. The glazing material shall be marked
in accordance with
FMVSS No. 205 (49 CFR 571.205, S6).
(b) Windshields required. Each bus, truck and
truck-tractor shall be
equipped with a windshield. Each windshield or
portion of a multi-piece
windshield shall be mounted using the full periphery
of the glazing
material.
(c) Windshield condition. With the exception of the
conditions
listed in paragraphs (c)(1), (c)(2), and (c)(3) of
this section, each
windshield shall be free of discoloration or damage
in the area
extending upward from the height of the top of the
steering wheel
(excluding a 51 mm (2 inch) border at the top of the
windshield) and
extending from a 25 mm (1 inch) border at each side
of the windshield or
windshield panel. Exceptions:
(1) Coloring or tinting which meets the requirements
of paragraph
(d) of this section;
(2) Any crack that is not intersected by any other
cracks;
(3) Any damaged area which can be covered by a disc
19 mm (\3/4\
inch) in diameter if not closer than 76 mm (3
inches) to any other
similarly damaged area.
(d) Coloring or tinting of windshields and windows.
Coloring or
tinting of windshields and the windows to the
immediate right and left
of the driver is allowed, provided the parallel
luminous transmittance
through the colored or tinted glazing is not less
than 70 percent of the
light at normal incidence in those portions of the
windshield or windows
which are marked as having a parallel luminous
transmittance of not less
than 70 percent. The transmittance restriction does
not apply to other
windows on the commercial motor vehicle.
(e) Prohibition on obstructions to the driver's
field of view--(1)
Devices mounted at the top of the windshield.
Antennas, transponders,
and similar devices must not be mounted more than
152 mm (6 inches)
below the upper edge of the windshield. These
devices must be located
outside the area swept by the windshield wipers, and
outside the
driver's sight lines to the road and highway signs
and signals.
(2) Decals and stickers mounted on the windshield.
Commercial
Vehicle Safety Alliance (CVSA) inspection decals,
and stickers and/or
decals required under Federal or State laws may be
placed at the bottom
or sides of the windshield provided such decals or
stickers do not
extend more than 115 mm (4\1/2\ inches) from the
bottom of the
windshield and are located outside the area swept by
the windshield
wipers, and outside the driver's sight lines to the
road and highway
signs or signals.
Sec. 393.61 Window construction.
(a) Windows in trucks and truck tractors. Every
truck and truck
tractor, except vehicles engaged in armored car
service, shall have, in
addition to the area provided by the windshield, at
least one window on
each side of the driver's compartment, which window
shall have
sufficient area to contain either an ellipse having
a major axis of 18
inches and a minor axis of 13 inches or an opening
containing 200 square
inches formed by a rectangle 13 inches by 17\3/4\
inches with corner
arcs of 6-inch maximum radius. The major axis of the
ellipse and the
long axis of the rectangle shall not make an angle
of more than 45
degrees with the surface on which the unladen
vehicle stands; however,
if the cab is designed with a folding door or doors
or with clear
openings where doors or windows are customarily
located, then no windows
shall be required in such locations.
(b) Bus windows. (1) Except as provided in paragraph
(b)(3) of this
section a bus manufactured before September 1, 1973,
having a seating
capacity of more than eight persons shall have, in
addition to the area
provided by the windshield, adequate means of escape
for passengers
through windows. The adequacy of such means shall be
determined in
accordance with the following standards: For each
seated passenger space
provided, inclusive of the driver there shall be at
least 67 square
inches of glazing if such glazing is not contained
in a push-out window;
or at least 67 square inches of free opening
resulting from opening of a
push-out type window. No area shall be included in
this minimum
prescribed area unless it will provide an
unobstructed opening
sufficient to contain an ellipse having a major axis
of 18 inches and a
minor axis of 13 inches or an opening containing 200
square inches
formed by a rectangle 13 inches by 17\3/4\ inches
with corner arcs of 6-
inch maximum radius. The major axis of the elipse
and the long axis of
the rectangle shall make an angle of not more than
45[deg] with the
surface on which the unladen vehicle stands. The
area shall be measured
either by removal of the glazing if not of the
push-out type or of the
movable sash if of the push-out type, and it shall
be either glazed with
laminated safety glass or comply with paragraph (c)
of this section. No
less than 40 percent of such prescribed glazing or
opening shall be on
one side of any bus.
(2) A bus, including a school bus, manufactured on
and after
September 1, 1973, having a seating capacity of more
than 10 persons
shall have emergency exits in conformity with
Federal Motor Vehicle
Safety Standard No. 217, part 571 of this title.
(3) A bus manufactured before September 1, 1973, may
conform to
Federal Motor Vehicle Safety Standard No. 217, part
571 of this title,
in lieu of conforming to paragraph (b)(1) of this
section.
(c) Push-out window requirements. (1) Except as
provided in
paragraph (c)(3) of this section, every glazed
opening in a bus
manufactured before September 1, 1973, and having a
seating capacity of
more than eight persons, used to satisfy the
requirements of paragraph
(b)(1) of this section, if not glazed with laminated
safety glass, shall
have a frame or sash so designed, constructed, and
maintained that it
will yield outwardly to provide the required free
opening when subjected
to the drop test specified in Test 25 of the
American Standard Safety
Code referred to in Sec. 393.60. The height of drop
required to open
such push-out windows shall not exceed the height of
drop required to
break the glass in the same window when glazed with
the type of
laminated glass specified in Test 25 of the Code.
The sash for such
windows shall be constructed of such material and be
of such design and
construction as to be continuously capable of
complying with the above
requirement.
(2) On a bus manufactured on and after September 1,
1973, having a
seating capacity of more than 10 persons, each
push-out window shall
conform to Federal Motor Vehicle Safety Standard No.
217, (Sec. 571.217)
of this title.
(3) A bus manufactured before September 1, 1973, may
conform to
Federal Motor Vehicle Safety Standard No. 217 (Sec.
571.217) of this
title, in lieu of conforming to paragraph (c)(1) of
this section.
Sec. 393.62 Window obstructions.
Windows, if otherwise capable of complying with Sec.
393.61 (a) and
(b), shall not be obstructed by bars or other such
means located either
inside or outside such windows such as would hinder
the escape of
occupants unless such bars or other such means are
so constructed as to
provide a clear opening, at least equal to the
opening provided by the
window to which it is adjacent, when subjected to
the same test
specified in Sec. 393.61(c). The point of
application of such test force
shall be such as will be most likely to result in
the removal of the
obstruction.
Sec. 393.63 Windows, markings.
(a) On a bus manufactured before September 1, 1973,
each bus push-
out window and any other bus escape window glazed
with laminated safety
glass required in Sec. 393.61 shall be identified as
such by clearly
legible and visible signs, lettering, or
decalcomania. Such marking
shall include appropriate wording to indicate that
it is an escape
window and also the method to be used for obtaining
emergency exit.
(b) On a bus manufactured on and after September 1,
1973, emergency
exits required in Sec. 393.61 shall be marked to
conform to Federal
Motor Vehicle Safety Standard No. 217 (Sec.
571.217), of this title.
(c) A bus manufactured before September 1, 1973, may
mark emergency
exits to conform to Federal Motor Vehicle Safety
Standard No. 217
(Sec. 571.217), of this title in lieu of conforming
to paragraph (a) of
this section.
Sec. 393.65 All fuel systems.
Authority: Sec. 204, Interstate Commerce Act, as
amended, 49 U.S.C.
304; sec. 6, Department of Transportation Act, 49
U.S.C. 1655;
delegation of authority at 49 CFR 1.48 and 389.4.
(a) Application of the rules in this section. The
rules in this
section apply to systems for containing and
supplying fuel for the
operation of motor vehicles or for the operation of
auxiliary equipment
installed on, or used in connection with, motor
vehicles.
(b) Location. Each fuel system must be located on
the motor vehicle
so that--
(1) No part of the system extends beyond the widest
part of the
vehicle;
(2) No part of a fuel tank is forward of the front
axle of a power
unit;
(3) Fuel spilled vertically from a fuel tank while
it is being
filled will not contact any part of the exhaust or
electrical systems of
the vehicle, except the fuel level indicator
assembly;
(4) Fill pipe openings are located outside the
vehicle's passenger
compartment and its cargo compartment;
(5) A fuel line does not extend between a towed
vehicle and the
vehicle that is towing it while the combination of
vehicles is in
motion; and
(6) No part of the fuel system of a bus manufactured
on or after
January 1, 1973, is located within or above the
passenger compartment.
(c) Fuel tank installation. Each fuel tank must be
securely attached
to the motor vehicle in a workmanlike manner.
(d) Gravity or syphon feed prohibited. A fuel system
must not supply
fuel by gravity or syphon feed directly to the
carburetor or injector.
(e) Selection control valve location. If a fuel
system includes a
selection control valve which is operable by the
driver to regulate the
flow of fuel from two or more fuel tanks, the valve
must be installed so
that either--
(1) The driver may operate it while watching the
roadway and without
leaving his/her driving position; or
(2) The driver must stop the vehicle and leave
his/her seat in order
to operate the valve.
(f) Fuel lines. A fuel line which is not completely
enclosed in a
protective housing must not extend more than 2
inches below the fuel
tank or its sump. Diesel fuel crossover, return, and
withdrawal lines
which extend below the bottom of the tank or sump
must be protected
against damage from impact. Every fuel line must
be--
(1) Long enough and flexible enough to accommodate
normal movements
of the parts to which it is attached without
incurring damage; and
(2) Secured against chafing, kinking, or other
causes of mechanical
damage.
(g) Excess flow valve. When pressure devices are
used to force fuel
from a fuel tank, a device which prevents the flow
of fuel from the fuel
tank if the fuel feed line is broken must be
installed in the fuel
system.
Sec. 393.67 Liquid fuel tanks.
(a) Application of the rules in this section. (1) A
liquid fuel tank
manufactured on or after January 1, 1973, and a
side-mounted gasoline
tank must conform to all the rules in this section.
(2) A diesel fuel tank manufactured before January
1, 1973, and
mounted on a bus must conform to the rules in
paragraphs (c)(7)(iii) and
(d)(2) of this section.
(3) A diesel fuel tank manufactured before January
1, 1973, and
mounted on a vehicle other than a bus must conform
to the rules in
paragraph (c)(7)(iii) of this section.
(4) A gasoline tank, other than a side-mounted
gasoline tank,
manufactured before January 1, 1973, and mounted on
a bus must conform
to the rules in paragraphs (c) (1) through (10) and
(d)(2) of this
section.
(5) A gasoline tank, other than a side-mounted
gasoline tank,
manufactured before January 1, 1973, and mounted on
a vehicle other than
a bus must conform to the rules in paragraphs (c)
(1) through (10),
inclusive, of this section.
(6) Private motor carrier of passengers. Motor
carriers engaged in
the private transportation of passengers may
continue to operate a
commercial motor vehicle which was not subject to
this section or 49 CFR
571.301 at the time of its manufacture, provided the
fuel tank of such
vehicle is maintained to the original manufacturer's
standards.
(b) Definitions. As used in this section--
(1) The term liquid fuel tank means a fuel tank
designed to contain
a fuel that is liquid at normal atmospheric
pressures and temperatures.
(2) A side-mounted fuel tank is a liquid fuel tank
which--
(i) If mounted on a truck tractor, extends outboard
of the vehicle
frame and outside of the plan view outline of the
cab; or
(ii) If mounted on a truck, extends outboard of a
line parallel to
the longitudinal centerline of the truck and tangent
to the outboard
side of a front tire in a straight ahead position.
In determining
whether a fuel tank on a truck or truck tractor is
side-mounted, the
fill pipe is not considered a part of the tank.
(c) Construction of liquid fuel tanks--
(1) Joints. Joints of a fuel
tank body must be closed by arc-, gas-, seam-, or
spot-welding, by
brazing, by silver soldering, or by techniques which
provide heat
resistance and mechanical securement at least equal
to those
specifically named. Joints must not be closed solely
by crimping or by
soldering with a lead-based or other soft solder.
(2) Fittings. The fuel tank body must have flanges
or spuds suitable
for the installation of all fittings.
(3) Threads. The threads of all fittings must be
Dryseal American
Standard Taper Pipe Thread or Dryseal SAE Short
Taper Pipe Thread,
specified in Society of Automotive Engineers
Standard J476, as contained
in the 1971 edition of the ``SAE Handbook,'' except
that straight
(nontapered) threads may be used on fittings having
integral flanges and
using gaskets for sealing. At least four full
threads must be in
engagement in each fitting.
(4) Drains and bottom fittings. (i) Drains or other
bottom fittings
must not extend more than three-fourths of an inch
below the lowest part
of the fuel tank or sump.
(ii) Drains or other bottom fittings must be
protected against
damage from impact.
(iii) If a fuel tank has drains the drain fittings
must permit
substantially complete drainage of the tank.
(iv) Drains or other bottom fittings must be
installed in a flange
or spud designed to accommodate it.
(5) Fuel withdrawal fittings. Except for diesel fuel
tanks, the
fittings through which fuel is withdrawn from a fuel
tank must be
located above the normal level of fuel in the tank
when the tank is
full.
(6) [Reserved]
(7) Fill pipe. (i) Each fill pipe must be designed
and constructed
to minimize the risk of fuel spillage during fueling
operations and when
the vehicle is involved in a crash.
(ii) The fill pipe and vents of a fuel tank having a
capacity of
more than 25 gallons of fuel must permit filling the
tank with fuel at a
rate of at least 20 gallons per minute without fuel
spillage.
(iii) Each fill pipe must be fitted with a cap that
can be fastened
securely over the opening in the fill pipe. Screw
threads or a bayonet-
type joint are methods of conforming to the
requirements of this
subdivision.
(8) Safety venting system. A liquid fuel tank with a
capacity of
more than 25 gallons of fuel must have a venting
system which, in the
event the tank is subjected to fire, will prevent
internal tank pressure
from rupturing the tank's body, seams, or bottom
opening (if any).
(9) Pressure resistance. The body and fittings of a
liquid fuel tank
with a capacity of more than 25 gallons of fuel must
be capable of
withstanding an internal hydrostatic pressure equal
to 150 percent of
the maximum internal pressure reached in the tank
during the safety
venting systems test specified in paragraph (d)(1)
of this section.
(10) Air vent. Each fuel tank must be equipped with
a nonspill air
vent (such as a ball check). The air vent may be
combined with the fill-
pipe cap or safety vent, or it may be a separate
unit installed on the
fuel tank.
(11) Markings. If the body of a fuel tank is readily
visible when
the tank is installed on the vehicle, the tank must
be plainly marked
with its liquid capacity. The tank must also be
plainly marked with a
warning against filling it to more than 95 percent
of its liquid
capacity.
(12) Overfill restriction. A liquid fuel tank
manufactured on or
after January 1, 1973, must be designed and
constructed so that--
(i) The tank cannot be filled, in a normal filling
operation, with a
quantity of fuel that exceeds 95 percent of the
tank's liquid capacity;
and
(ii) When the tank is filled, normal expansion of
the fuel will not
cause fuel spillage.
(d) Liquid fuel tank tests. Each liquid fuel tank
must be capable of
passing the tests specified in paragraphs (d) (1)
and (2) of this
section. \1\
(1) Safety venting system test--(i) Procedure. Fill
the tank three-
fourths full with fuel, seal the fuel feed outlet,
and invert the tank.
When the fuel temperature is between 50 [deg]F. and
80 [deg]F., apply an
enveloping flame to the tank so that the temperature
of the fuel rises
at a rate of not less than 6 [deg]F. and not more
than 8 [deg]F. per
minute.
(ii) Required performance. The safety venting system
required by
paragraph (c)(8) of this section must activate
before the internal
pressure in the tank exceeds 50 pounds per square
inch, gauge, and the
internal pressure must not thereafter exceed the
pressure at which the
system activated by more than five pounds per square
inch despite any
further increase in the temperature of the fuel.
(2) Leakage test--(i) Procedure. Fill the tank to
capacity with fuel
having a temperature between 50 [deg]F. and 80
[deg]F. With the fill-
pipe cap installed, turn the tank through an angle
of 150[deg] in any
direction about any axis from its normal position.
(ii) Required performance. Neither the tank nor any
fitting may leak
more than a total of one ounce by weight of fuel per
minute in any
position the tank assumes during the test.
(e) Side-mounted liquid fuel tank tests. Each
side-mounted liquid
fuel tank must be capable of passing the tests
specified in paragraphs
(e) (1) and (2) of this section and the tests
specified in paragraphs
(d) (1) and (2) of this section. \1\
---------------------------------------------------------------------------
\1\ The specified tests are a measure of performance
only.
Manufacturers and carriers may use any alternative
procedures which
assure that their equipment meets the required
performance criteria.
---------------------------------------------------------------------------
(1) Drop test--(i) Procedure. Fill the tank with a
quantity of water
having a weight equal to the weight of the maximum
fuel load of the tank
and drop the tank 30 feet onto an unyielding surface
so that it lands
squarely on one corner.
(ii) Required performance. Neither the tank nor any
fitting may leak
more than a total of 1 ounce by weight of water per
minute.
(2) Fill-pipe test--(i) Procedure. Fill the tank
with a quantity of
water having a weight equal to the weight of the
maximum fuel load of
the tank and drop the tank 10 feet onto an
unyielding surface so that it
lands squarely on its fill-pipe.
(ii) Required performance. Neither the tank nor any
fitting may leak
more than a total of 1 ounce by weight of water per
minute.
(f) Certification and markings. Each liquid fuel
tank shall be
legibly and permanently marked by the manufacturer
with the following
minimum information:
(1) The month and year of manufacture,
(2) The manufacturer's name on tanks manufactured on
and after July
1, 1988, and means of identifying the facility at
which the tank was
manufactured, and
(3) A certificate that it conforms to the rules in
this section
applicable to the tank. The certificate must be in
the form set forth in
either of the following:
(i) If a tank conforms to all rules in this section
pertaining to
side-mounted fuel tanks: ``Meets all FMCSA
side-mounted tank
requirements.''
(ii) If a tank conforms to all rules in this section
pertaining to
tanks which are not side-mounted fuel tanks: ``Meets
all FMCSA
requirements for non-side-mounted fuel tanks.''
(iii) The form of certificate specified in paragraph
(f)(3) (i) or
(ii) of this section may be used on a liquid fuel
tank manufactured
before July 11, 1973, but it is not mandatory for
liquid fuel tanks
manufactured before March 7, 1989. The form of
certification
manufactured on or before March 7, 1989, must meet
the requirements in
effect at the time of manufacture.
Sec. 393.69 Liquefied petroleum gas systems.
(a) A fuel system that uses liquefied petroleum gas
as a fuel for
the operation of a motor vehicle or for the
operation of auxiliary
equipment installed on, or used in connection with,
a motor vehicle must
conform to the ``Standards for the Storage and
Handling of Liquefied
Petroleum Gases'' of the National Fire Protection
Association, Battery
March Park, Quincy, MA 02269, as follows:
(1) A fuel system installed before December 31,
1962, must conform
to the 1951 edition of the Standards.
(2) A fuel system installed on or after December 31,
1962, and
before January 1, 1973, must conform to Division IV
of the June 1959
edition of the Standards.
(3) A fuel system installed on or after January 1,
1973, and
providing fuel for propulsion of the motor vehicle
must conform to
Division IV of the 1969 edition of the Standards.
(4) A fuel system installed on or after January 1,
1973, and
providing fuel for the operation of auxiliary
equipment must conform to
Division VII of the 1969 edition of the Standards.
(b) When the rules in this section require a fuel
system to conform
to a specific edition of the Standards, the fuel
system may conform to
the applicable provisions in a later edition of the
Standards specified
in this section.
(c) The tank of a fuel system must be marked to
indicate that the
system conforms to the Standards.
Sec. 393.70 Coupling devices and towing methods, except for driveaway-towaway operations.
(a) Tracking. When two or more vehicles are operated
in combination,
the coupling devices connecting the vehicles shall
be designed,
constructed, and installed, and the vehicles shall
be designed and
constructed, so that when the combination is
operated in a straight line
on a level, smooth, paved surface, the path of the
towed vehicle will
not deviate more than 3 inches to either side of the
path of the vehicle
that tows it.
(b) Fifth wheel assemblies--(1) Mounting--(i) Lower
half. The lower
half of a fifth wheel mounted on a truck tractor or
converter dolly must
be secured to the frame of that vehicle with
properly
designed brackets, mounting plates or angles and
properly tightened
bolts of adequate size and grade, or devices that
provide equivalent
security. The installation shall not cause cracking,
warping, or
deformation of the frame. The installation must
include a device for
positively preventing the lower half of the fifth
wheel from shifting on
the frame to which it is attached.
(ii) Upper half. The upper half of a fifth wheel
must be fastened to
the motor vehicle with at least the same security
required for the
installation of the lower half on a truck tractor or
converter dolly.
(2) Locking. Every fifth wheel assembly must have a
locking
mechanism. The locking mechanism, and any adapter
used in conjunction
with it, must prevent separation of the upper and
lower halves of the
fifth wheel assembly unless a positive manual
release is activated. The
release may be located so that the driver can
operate it from the cab.
If a motor vehicle has a fifth wheel designed and
constructed to be
readily separable, the fifth wheel locking devices
shall apply
automatically on coupling.
(3) Location. The lower half of a fifth wheel shall
be located so
that, regardless of the condition of loading, the
relationship between
the kingpin and the rear axle or axles of the towing
motor vehicle will
properly distribute the gross weight of both the
towed and towing
vehicles on the axles of those vehicles, will not
unduly interfere with
the steering, braking, and other maneuvering of the
towing vehicle, and
will not otherwise contribute to unsafe operation of
the vehicles
comprising the combination. The upper half of a
fifth wheel shall be
located so that the weight of the vehicles is
properly distributed on
their axles and the combination of vehicles will
operate safely during
normal operation.
(c) Towing of full trailers. A full trailer must be
equipped with a
tow-bar and a means of attaching the tow-bar to the
towing and towed
vehicles. The tow-bar and the means of attaching it
must--
(1) Be structurally adequate for the weight being
drawn;
(2) Be properly and securely mounted;
(3) Provide for adequate articulation at the
connection without
excessive slack at that location; and
(4) Be provided with a locking device that prevents
accidental
separation of the towed and towing vehicles. The
mounting of the trailer
hitch (pintle hook or equivalent mechanism) on the
towing vehicle must
include reinforcement or bracing of the frame
sufficient to produce
strength and rigidity of the frame to prevent its
undue distortion.
(d) Safety devices in case of tow-bar failure or
disconnection.
Every full trailer and every converter dolly used to
convert a
semitrailer to a full trailer must be coupled to the
frame, or an
extension of the frame, of the motor vehicle which
tows it with one or
more safety devices to prevent the towed vehicle
from breaking loose in
the event the tow-bar fails or becomes disconnected.
The safety device
must meet the following requirements:
(1) The safety device must not be attached to the
pintle hook or any
other device on the towing vehicle to which the
tow-bar is attached.
However, if the pintle hook or other device was
manufactured prior to
July 1, 1973, the safety device may be attached to
the towing vehicle at
a place on a pintle hook forging or casting if that
place is independent
of the pintle hook.
(2) The safety device must have no more slack than
is necessary to
permit the vehicles to be turned properly.
(3) The safety device, and the means of attaching it
to the
vehicles, must have an ultimate strength of not less
than the gross
weight of the vehicle or vehicles being towed.
(4) The safety device must be connected to the towed
and towing
vehicles and to the tow-bar in a manner which
prevents the tow-bar from
dropping to the ground in the event it fails or
becomes disconnected.
(5) Except as provided in paragraph (d)(6) of this
section, if the
safety device consists of safety chains or cables,
the towed vehicle
must be equipped with either two safety chains or
cables or with a
bridle arrangement of a single chain or cable
attached to its frame or
axle at two points as far apart as the configuration
of the frame or
axle permits. The safety chains or cables shall be
either two separate
pieces, each equipped with a hook or other means for
attachment to the towing
vehicle, or a single piece leading along each side
of the tow-bar from
the two points of attachment on the towed vehicle
and arranged into a
bridle with a single means of attachment to be
connected to the towing
vehicle. When a single length of cable is used, a
thimble and twin-base
cable clamps shall be used to form the forward
bridle eye. The hook or
other means of attachment to the towing vehicle
shall be secured to the
chains or cables in a fixed position.
(6) If the towed vehicle is a converter dolly with a
solid tongue
and without a hinged tow-bar or other swivel between
the fifth wheel
mounting and the attachment point of the tongue eye
or other hitch
device--
(i) Safety chains or cables, when used as the safety
device for that
vehicle, may consist of either two chains or cables
or a single chain or
cable used alone;
(ii) A single safety device, including a single
chain or cable used
alone as the safety device, must be in line with the
centerline of the
trailer tongue; and
(iii) The device may be attached to the converter
dolly at any point
to the rear of the attachment point of the tongue
eye or other hitch
device.
(7) Safety devices other than safety chains or
cables must provide
strength, security of attachment, and directional
stability equal to, or
greater than, safety chains or cables installed in
accordance with
paragraphs (d) (5) and (6) of this section.
(8) When two safety devices, including two safety
chains or cables,
are used and are attached to the towing vehicle at
separate points, the
points of attachment on the towing vehicle shall be
located equally
distant from, and on opposite sides of, the
centerline of the towing
vehicle. Where two chains or cables are attached to
the same point on
the towing vehicle, and where a bridle or a single
chain or cable is
used, the point of attachment must be on the
longitudinal centerline of
the towing vehicle. A single safety device, other
than a chain or cable,
must also be attached to the towing vehicle at a
point on its
longitudinal centerline.
Sec. 393.71 Coupling devices and towing methods, driveaway-towaway operations.
(a) Number in combination.
(1) No more than three saddle-mounts may be used in
any combination.
(2) No more than one tow-bar may be used in any
combination.
(3) When motor vehicles are towed by means of triple
saddle-mounts,
the towed vehicles shall have brakes acting on all
wheels which are in
contact with the roadway.
(b) Carrying vehicles on towing vehicle. (1) When
adequately and
securely attached by means equivalent in security to
that provided in
paragraph (j)(2) of this section, a motor vehicle or
motor vehicles may
be full-mounted on the structure of a towing vehicle
engaged in any
driveaway-towaway operation.
(2) No motor vehicle or motor vehicles may be
full-mounted on a
towing vehicle unless the relationship of such
full-mounted vehicles to
the rear axle or axles results in proper
distribution of the total gross
weight of the vehicles and does not unduly interfere
with the steering,
braking, or maneuvering of the towing vehicle, or
otherwise contribute
to the unsafe operation of the vehicles comprising
the combination.
(c) Carrying vehicles on towed vehicles. (1) When
adequately and
securely attached by means equivalent in security to
that provided in
paragraph (j)(2) of this section, a motor vehicle or
motor vehicles may
be full-mounted on the structure of towed vehicles
engaged in any
driveaway-towaway operation.
(2) No motor vehicle shall be full-mounted on a
motor vehicle towed
by means of a tow-bar unless the towed vehicle is
equipped with brakes
and is provided with means for effective application
of brakes acting on
all wheels and is towed on its own wheels.
(3) No motor vehicle or motor vehicles shall be
full-mounted on a
motor vehicle towed by means of a saddle-mount
unless the center line of
the kingpin or equivalent means of attachment of
such towed vehicle
shall be so located on the towing vehicle that the
relationship to the
rear axle or axles results in proper distribution of
the total gross
weight of the vehicles and does not unduly interfere
with the steering,
braking, or maneuvering of the towing vehicle or
otherwise
contribute to the unsafe operation of
vehicles comprising the combination; and unless a
perpendicular to the
ground from the center of gravity of the
full-mounted vehicles lies
forward of the center line of the rear axle of the
saddle-mounted
vehicle.
(4) If a motor vehicle towed by means of a double
saddle-mount has
any vehicle full-mounted on it, such saddle-mounted
vehicle shall at all
times while so loaded have effective brakes acting
on those wheels which
are in contact with the roadway.
(d) Bumper tow-bars on heavy vehicles prohibited.
Tow-bars of the
type which depend upon the bumpers as a means of
transmitting forces
between the vehicles shall not be used to tow a
motor vehicle weighing
more than 5,000 pounds.
(e) Front wheels of saddle-mounted vehicles
restrained. A motor
vehicle towed by means of a saddle-mount shall have
the motion of the
front wheels restrained if under any condition of
turning of such wheels
they will project beyond the widest part of either
the towed or towing
vehicle.
(f) Vehicles to be towed in forward position. Unless
the steering
mechanism is adequately locked in a straight-forward
position, all motor
vehicles towed by means of a saddle-mount shall be
towed with the front
end mounted on the towing vehicle.
(g) Means required for towing. (1) No motor vehicle
or motor
vehicles shall be towed in driveaway-towaway
operations by means other
than tow-bar or saddle-mount connections which shall
meet the
requirements of this section.
(2) For the purpose of the regulations of this part:
(i) Coupling devices such as those used for towing
house trailers
and employing ball and socket connections shall be
considered as tow-
bars.
(ii) Motor vehicles or parts of motor vehicles
adequately, securely,
and rigidly attached by devices meeting the
requirements of paragraph
(n) of this section shall be considered as one
vehicle in any position
in any combination.
(h) Requirements for tow-bars. Tow-bars shall comply
with the
following requirements:
(1) Tow-bars, structural adequacy and mounting.
Every tow-bar shall
be structurally adequate and properly installed and
maintained. To
insure that it is structurally adequate, it must, at
least, meet the
requirements of the following table:
-----------------------------------------------------------------------------------
Longitudinal strength in tension and
compression \2\
-----------------------------------------
Gross weight of towed vehicle (pounds) \1\
All towbars
New tow-bars acquired and used by a motor carrier
after Sept. 30, 1948
Strength as a beam (in any direction concentrated
load at center) 2,3
-----------------------------------------------------------------------------------
Pounds
--------------
Less than 5,000................... 3,000 6,500 3,000
5,000 and over.................... ..........
.......... ............
Less than 10,000.................. 6,000 (\1\ ) (\1\
)
10,000 and over................... ..........
.......... ............
Less than 15,000.................. 9,000 (\1\ ) (\1\
)
-----------------------------------------------------------------------------------
\1\ The required strength of tow-bars for towed
vehicles of 15,000
pounds and over gross weight and of new tow-bars
acquired and used
after Sept. 30, 1948, for towed vehicles of 5,000
pounds and over
gross weight shall be computed by means of the
following formulae:
Longitudinal strength=gross weight of towed vehicle
x 1.3. Strength as
a beam=gross weight of towed vehicle x 0.6.
\2\ In testing, the whole unit shall be tested with
all clamps, joints,
and pins so mounted and fastened as to approximate
conditions of
actual operation.
\3\ This test shall be applicable only to tow-bars
which are, in normal
operation, subjected to a bending movement such as
tow-bars for house
trailers.
(2) Tow-bars, jointed. The tow-bar shall be so
constructed as to
freely permit motion in both horizontal and vertical
planes between the
towed and towing vehicles. The means used to provide
the motion shall be
such as to prohibit the transmission of stresses
under normal operation
between the towed and towing vehicles, except along
the longitudinal
axis of the tongue or tongues.
(3) Tow-bar fastenings. The means used to transmit
the stresses to
the chassis or frames of the towed and towing
vehicles may be either
temporary structures or bumpers or other integral
parts of the vehicles:
Provided, however, That the means used shall be so
constructed,
installed, and maintained that when tested as an
assembly, failure in
such members shall not occur when the weakest new
tow-bar which is
permissible under paragraph (h)(1) of this section
is subjected to the
tests given therein.
(4) Means of adjusting length. On tow-bars,
adjustable as to length,
the means used to make such adjustment shall fit
tightly and not
result in any slackness or permit the tow-bar
to bend. With the tow-bar supported rigidly at both
ends and with a load
of 50 pounds at the center, the sag, measured at the
center, in any
direction shall not exceed 0.25 inch under any
condition of adjustment
as to length.
(5) Method of clamping. Adequate means shall be
provided for
securely fastening the tow-bar to the towed and
towing vehicles.
(6) Tow-bar connection to steering mechanism. The
tow-bar shall be
provided with suitable means of attachment to and
actuation of the
steering mechanism, if any, of the towed vehicle.
The attachment shall
provide for sufficient angularity of movement of the
front wheels of the
towed vehicle so that it may follow substantially in
the path of the
towing vehicle without cramping the tow-bar. The
tow-bar shall be
provided with suitable joints to permit such
movement.
(7) Tracking. The tow-bar shall be so designed,
constructed,
maintained, and mounted as to cause the towed
vehicle to follow
substantially in the path of the towing vehicle.
Tow-bars of such design
on in our condition as to permit the towed vehicle
to deviate more than
3 inches to either side of the path of a towing
vehicle moving in a
straight line as measured from the center of the
towing vehicle are
prohibited.
(8) Passenger car-trailer type couplings. Trailer
couplings used for
driveaway-towaway operations of passenger car
trailers shall conform to
Society of Automotive Engineers Standard No. J684c,
``Trailer Couplings
and Hitches--Automotive Type,'' July 1970. \1\
---------------------------------------------------------------------------
\1\ See footnote 1 to Sec. 393.24(c).
---------------------------------------------------------------------------
(9) Marking tow-bars. Every tow-bar acquired and
used in driveaway-
towaway operations by a motor carrier shall be
plainly marked with the
following certification of the manufacturer thereof
(or words of
equivalent meaning):
This tow-bar complies with the requirements of the
Federal Motor
Carrier Safety Administration for (maximum gross
weight for which tow-
bar is manufactured) vehicles.
Allowable Maximum Gross
Weight__________________________________________
Manufactured____________________________________________________________
(month and year)
by______________________________________________________________________
(name of manufacturer)
Tow-bar certification manufactured before the
effective date of this
regulation must meet requirements in effect at the
time of manufacture.
(10) Safety devices in case of tow-bar failure or
disconnection. (i)
The towed vehicle shall be connected to the towing
vehicle by a safety
device to prevent the towed vehicle from breaking
loose in the event the
tow-bar fails or becomes disconnected. When safety
chains or cables are
used as the safety device for that vehicle, at least
two safety chains
or cables meeting the requirements of paragraph
(h)(10)(ii) of this
section shall be used. The tensile strength of the
safety device and the
means of attachment to the vehicles shall be at
least equivalent to the
corresponding longitudinal strength for tow-bars
required in the table
of paragraph (h)(1) of this section. If safety
chains or cables are used
as the safety device, the required strength shall be
the combined
strength of the combination of chains and cables.
(ii) If chains or cables are used as the safety
device, they shall
be crossed and attached to the vehicles near the
points of bumper
attachments to the chassis of the vehicles. The
length of chain used
shall be no more than necessary to permit free
turning of the vehicles.
The chains shall be attached to the tow-bar at the
point of crossing or
as close to that point as is practicable.
(iii) A safety device other than safety chains or
cables must
provide strength, security of attachment, and
directional stability
equal to, or greater than, that provided by safety
chains or cables
installed in accordance with paragraph (h)(10)(ii)
of this section. A
safety device other than safety chains or cables
must be designed,
constructed, and installed so that, if the tow-bar
fails or becomes
disconnected, the tow-bar will not drop to the
ground.
(i) [Reserved]
(j) Requirements for upper-half of saddle-mounts.
The upper-half of
any saddle-mount shall comply with the following
requirements:
(1) Upper-half connection to towed vehicle. The
upper-half shall be
securely attached to the frame or axle of the towed
vehicle by means of
U-bolts or other means providing at least equivalent
security.
(2) U-bolts or other attachments. U-bolts used to
attach the upper
half to the towed vehicle shall be made of steel
rod, free of defects,
so shaped as to avoid at any point a radius of less
than 1 inch:
Provided, however, That a lesser radius may be
utilized if the U-bolt is
so fabricated as not to cause more than 5 percent
reduction in cross-
sectional area at points of curvature, in which
latter event the minimum
radius shall be one-sixteenth inch. U-bolts shall
have a diameter not
less than required by the following table:
Diameter of U-Bolts in Inches
-----------------------------------------------------------------------------------
Double or triple saddle-mount
-------------------------------------
Weight in pounds of heaviest towed Middle vehicle
Front mount
Middle or front mount
Rear mount
Single saddle- mount \1\
-----------------------------------------------------------------------------------
Up to 5,000....................... 0.625 0.5625
0.500 0.500
5,000 and over.................... 0.6875 0.625
0.5625 0.5625
-----------------------------------------------------------------------------------
\1\ The total weight of all the vehicles being towed
shall govern. If
other devices are used to accomplish the same
purposes as U-bolts they
shall have at least equivalent strength of U-bolts
made of mild steel.
Cast iron shall not be used for clamps or any other
holding devices.
(3) U-bolts and points of support, location. The
distance between
the most widely separated U-bolts shall not be less
than 9 inches. The
distance between the widely separated points where
the upper-half
supports the towed vehicle shall not be less than 9
inches, except that
saddle-mounts employing ball and socket joints shall
employ a device
which clamps the axle of the towed vehicle
throughout a length of not
less than 5 inches.
(4) Cradle-type upper-halves, specifications.
Upper-halves of the
cradle-type using vertical members to restrain the
towed vehicle from
relative movement in the direction of motion of the
vehicles shall be
substantially constructed and adequate for the
purpose. Such cradle-
mounts shall be equipped with at least one bolt or
equivalent means to
provide against relative vertical movement between
the upper-half and
the towed vehicle. Bolts, if used, shall be at least
one-half inch in
diameter. Devices using equivalent means shall have
at least equivalent
strength. The means used to provide against relative
vertical motion
between the upper-half and the towed vehicle shall
be such as not to
permit a relative motion of over one-half inch. The
distance between the
most widely separated points of support between the
upper-half and the
towed vehicle shall be at least 9 inches.
(5) Lateral movement of towed vehicle.(i) Towed
vehicles having a
straight axle or an axle having a drop of less than
3 inches, unless the
saddle-mount is constructed in accordance with
paragraph (m)(2) of this
section, shall be securely fastened by means of
chains or cables to the
upper-half so as to insure against relative lateral
motion between the
towed vehicle and the upper-half. The chains or
cables shall be at least
\3/16\-inch diameter and secured by bolts of at
least equal diameter.
(ii) Towed vehicles with an axle with a drop of 3
inches or more, or
connected by a saddle-mount constructed in
accordance with paragraph
(m)(2) of this section, need not be restrained by
chains or cables
provided that the upper-half is so designed as to
provide against such
relative motion.
(iii) Chains or cables shall not be required if the
upper-half is so
designed as positively to provide against lateral
movement of the axle.
(k) Requirements for lower half of saddle-mounts.
The lower half of
any saddle-mount shall comply with the following
requirements:
(1) U-bolts or other attachments. U-bolts used to
attach the lower
half to the towing vehicle shall be made of steel
rod, free of defects,
so shaped as to avoid at any point a radius of less
than 1 inch:
Provided, however, That a lesser radius may be
utilized if the U-bolt is
so fabricated as not to cause more than 5 percent
reduction in cross-
sectional area at points of curvature, in which
latter event the minimum
radius shall be one-sixteenth inch. U-bolts shall
have a total cross-
sectional area not less than as required by the
following table:
Total Cross-Sectional Area of U-Bolts in Square
Inches
-----------------------------------------------------------------------------------
Double or triple saddle-mount
-------------------------------------
Weight in pounds of heaviest towed vehicle
Front mount
Middle or front mount
Rear mount
Single saddle- mount \1\
-----------------------------------------------------------------------------------
Up to 5,000....................... 1.2 1.0 0.8 0.8
5,000 and over.................... 1.4 1.2 1.0
1.0
-----------------------------------------------------------------------------------
\1\ The total weight of all the vehicles being towed
shall govern. If
other devices are used to accomplish the same
purposes as U-bolts they
shall have at least equivalent strength of U-bolts
made of mild steel.
Cast iron shall not be used for clamps or any other
holding devices.
(2) Shifting. Adequate provision shall be made by
design and
installation to provide against relative movement
between the lower-half
and the towing vehicle especially during periods of
rapid acceleration
and deceleration. To insure against shifting,
designs of the tripod type
shall be equipped with adequate and securely
fastened hold-back chains
or similar devices.
(3) Swaying. (i) Adequate provision shall be made by
design and
installation to provide against swaying or lateral
movement of the towed
vehicle relative to the towing vehicle. To insure
against swaying,
lower-halves designed with cross-members attached to
but separable from
vertical members shall have such cross-members
fastened to the vertical
members by at least two bolts on each side. Such
bolts shall be of at
least equivalent cross-sectional area as those
required for U-bolts for
the corresponding saddle-mount as given in the table
in paragraph (k)(1)
of this section. The minimum distance between the
most widely separated
points of support of the cross-member by the
vertical member shall be
three inches as measured in a direction parallel to
the longitudinal
axis of the towing vehicle.
(ii) The lower-half shall have a bearing surface on
the frame of the
towing vehicle of such dimensions that the pressure
exerted by the
lower-half upon the frame of the towing vehicle
shall not exceed 200
pounds per square inch under any conditions of
static loading. Hardwood
blocks or blocks of other suitable material, such as
hard rubber,
aluminum or brakelining, if used between the lower
half and the frame of
the towing vehicle shall be at least \1/2\ inch
thick, 3 inches wide,
and a combined length of 6 inches.
(iii) Under no condition shall the highest point of
support of the
towed vehicle by the upper-half be more than 24
inches, measured
vertically, above the top of the frame of the towing
vehicle, measured
at the point where the lower-half rests on the
towing vehicle.
(4) Wood blocks. (i) Hardwood blocks of good quality
may be used to
build up the height of the front end of the towed
vehicle, provided that
the total height of such wood blocks shall not
exceed 8 inches and not
over two separate pieces are placed upon each other
to obtain such
height; however, hardwood blocks, not over 4 in
number, to a total
height not to exceed 14 inches, may be used if the
total cross-sectional
area of the U-bolts used to attach the lower-half of
the towing vehicle
is at least 50 percent greater than that required by
the table contained
in paragraph (k)(1) of this section, or, if other
devices are used in
lieu of U-bolts, they shall provide for as great a
resistance to bending
as is provided by the larger U-bolts above
prescribed.
(ii) Hardwood blocks must be at least 4 inches in
width and the
surfaces between blocks or block and lower-half or
block and upper-half
shall be planed and so installed and maintained as
to minimize any
tendency of the towed vehicle to sway or rock.
(5) Cross-member, general requirements. The
cross-member, which is
that part of the lower-half used to distribute the
weight of the towed
vehicle equally to each member of the frame of the
towing vehicle, if
used, shall be structurally adequate and properly
installed and
maintained adequately to perform this function.
(6) Cross-member, use of wood. No materials, other
than suitable
metals, shall be used as the cross-member, and wood
may not be used
structurally in any manner that will result in its
being subject to
tensile stresses. Wood may be used in cross-members
if supported
throughout its length by suitable metal
cross-members.
(7) Lower half strength. The lower half shall be
capable of
supporting the loads given in the following table.
For the purpose of
test, the saddle-mount shall be mounted as normally
operated and the
load applied through the upper half:
Minimum Test Load in Pounds
-----------------------------------------------------------------------------------
Double or triple saddle-mount
------------------------------------
Weight in pounds of heaviest towed vehicle
Front mount
Middle or front mount
Rear mount
Single saddle- mount \1\
-----------------------------------------------------------------------------------
Up to 5,000....................... 15,000 10,000
5,000 5,000
5,000 and over.................... 30,000 20,000
10,000 10,000
-----------------------------------------------------------------------------------
\1\ The total weight of all the vehicles being towed
shall govern.
(l) Requirements for kingpins of saddle-mounts. The
kingpin of any
saddle-mount shall comply with the following
requirements:
(1) Kingpin size. (i) Kingpins shall be constructed
of steel
suitable for the purpose, free of defects, and
having a diameter not
less than required by the following table:
Diameter of Solid Kingpin in Inches
--------------------------------------------------------------------------------------------------
Double or triple saddle-mount
---------------------------------------------------------------------
Weight in pounds of heaviest towed vehicle
Front mount
---------------- Middle or front mount
---------------- Rear mount
---------------- Single saddle- mount \1\
----------------
Mild steel H.T.S. \2\ Mild steel H.T.S. \2\ Mild
steel H.T.S. \2\ Mild steel H.T.S.
--------------------------------------------------------------------------------------------------
Up to 5,000....................... 1.125 1.000 1.000
0.875 0.875 0.750 0.875 0.750
5,000 and over.................... 1.500 1.125
1.250 1.000 1.000 0.875 1.000 0.875
--------------------------------------------------------------------------------------------------
\1\ The total weight of all the vehicles being towed
shall govern.
\2\ High-tensile steel is steel having a minimum
ultimate strength of 65,000 pounds per square inch.
(ii) If a ball and socket joint is used in place of
a kingpin, the
diameter of the neck of the ball shall be at least
equal to the diameter
of the corresponding solid kingpin given in the
above table. If hollow
kingpins are used, the metallic cross-sectional area
shall be at least
equal to the cross-sectional area of the
corresponding solid kingpin.
(2) Kingpin fit. If a kingpin bushing is not used,
the king-pin
shall fit snugly into the upper and lower-halves but
shall not bind.
Those portions of the upper or lower-halves in
moving contact with the
kingpin shall be smoothly machined with no rough or
sharp edges. The
bearing surface thus provided shall not be less in
depth than the radius
of the kingpin.
(3) Kingpin bushing on saddle-mounts. The kingpin of
all new saddle-
mounts acquired and used shall be snugly enclosed in
a bushing at least
along such length of the kingpin as may be in moving
contact with either
the upper or lower-halves. The bearing surface thus
provided shall not
be less in depth than the radius of the kingpin.
(4) Kingpin to restrain vertical motion. The kingpin
shall be so
designed and installed as to restrain the upper-half
from moving in a
vertical direction relative to the lower-half.
(m) Additional requirements for saddle-mounts.
Saddle-mounts shall
comply with the following requirements:
(1) Bearing surface between upper and lower-halves.
The upper and
lower-halves shall be so constructed and connected
that the bearing
surface between the two halves shall not be less
than 16 square inches
under any conditions of angularity between the
towing and towed
vehicles: Provided, however, That saddle-mounts
using a ball and socket
joint shall have a ball of such dimension that the
static bearing load
shall not exceed 800 pounds per square inch, based
on the projected
cross-sectional area of the ball: And further
provided, That saddle-
mounts having the upper-half supported by ball,
taper, or roller-
bearings shall not have such bearings loaded beyond
the limits
prescribed for such bearings by the manufacturer
thereof. The upper-half
shall rest evenly and smoothly upon the lower-half
and the contact
surfaces shall be lubricated and maintained so that
there shall be a
minimum of frictional resistance between the parts.
(2) Saddle-mounts, angularity. All saddle-mounts
acquired and used
shall provide for angularity between the towing and
towed vehicles due
to vertical curvatures of the highway. Such means
shall not depend upon
either the looseness or deformation of the parts of
either the saddle-
mount or the vehicles to provide for such
angularity.
(3) Tracking. The saddle-mount shall be so designed,
constructed,
maintained, and installed that the towed vehicle or
vehicles will follow
substantially in the path of the towing vehicle
without swerving. Towed
vehicles shall not deviate more than 3 inches to
either side of the path
of the towing vehicle when moving in a straight
line.
(4) Prevention of frame bending. Where necessary,
provision shall be
made to prevent the bending of the frame of the
towing vehicle by
insertion of suitable blocks inside the frame
channel to prevent
kinking. The saddle-mount shall not be so located as
to cause
deformation of the frame by reason of cantilever
action.
(5) Extension of frame. No saddle-mount shall be
located at a point
to the rear of the frame of a towing vehicle.
(6) Nuts, secured. All nuts used on bolts, U-bolts,
king-pins, or in
any other part of the saddle-mount shall be secured
against accidental
disconnection by means of cotter-keys, lock-washers,
double nuts, safety
nuts, or equivalent means. Parts shall be so
designed and installed that
nuts shall be fully engaged.
(7) Inspection of all parts. The saddle-mount shall
be so designed
that it may be disassembled and each separate part
inspected for worn,
bent, cracked, broken, or missing parts.
(8) Saddle-mounts, marking. Every new saddle-mount
acquired and used
in driveaway-towaway operations by a motor carrier
shall have the upper-
half and the lower-half separately marked with the
following
certification of the manufacturer thereof (or words
of equivalent
meaning).
This saddle-mount complies with the requirements of
the Federal
Motor Carrier Safety Administration for vehicles up
to 5,000 pounds (or
over 5,000 pounds):
Manufactured____________________________________________________________
(Month and year)
by______________________________________________________________________
(Name of manufacturer)
(n) Requirements for devices used to connect motor
vehicles or parts
of motor vehicles together to form one vehicle--(1)
Front axle
attachment. The front axle of one motor vehicle
intended to be coupled
with another vehicle as defined in paragraph
(g)(2)(ii) of this section
shall be attached with U-bolts meeting the
requirements of paragraph
(j)(2) of this section.
(2) Rear axle attachment. The rear axle of one
vehicle shall be
coupled to the frame of the other vehicle by means
of a connecting
device which when in place forms a rectangle. The
device shall be
composed of two pieces, top and bottom. The device
shall be made of 4-
inch by \1/2\-inch steel bar bent to shape and shall
have the corners
reinforced with a plate at least 3 inches by \1/2\
inch by 8 inches
long. The device shall be bolted together with
\3/4\-inch bolts and at
least three shall be used on each side. Wood may be
used as spacers to
keep the frames apart and it shall be at least 4
inches square.
Sec. 393.75 Tires.
(a) No motor vehicle shall be operated on any tire
that (1) has body
ply or belt material exposed through the tread or
sidewall, (2) has any
tread or sidewall separation, (3) is flat or has an
audible leak, or (4)
has a cut to the extent that the ply or belt
material is exposed.
(b) Any tire on the front wheels of a bus, truck, or
truck tractor
shall have a tread groove pattern depth of at least
\4/32\ of an inch
when measured at any point on a major tread groove.
The measurements
shall not be made where tie bars, humps, or fillets
are located.
(c) Except as provided in paragraph (b) of this
section, tires shall
have a tread groove pattern depth of at least \2/32\
of an inch when
measured in a major tread groove. The measurement
shall not be made
where tie bars, humps or fillets are located.
(d) No bus shall be operated with regrooved,
recapped or retreaded
tires on the front wheels.
(e) No truck or truck tractor shall be operated with
regrooved tires
on the front wheels which have a load carrying
capacity equal to or
greater than that of 8.25-20 8 ply-rating tires.
(f) Tire loading restrictions (except on
manufactured homes). No
motor vehicle (except manufactured homes, which are
governed by
paragraph (g) of this section) shall be operated
with tires that carry a
weight greater than that marked on the sidewall of
the tire or, in the
absence of such a marking, a weight greater than
that specified for the
tires in any of the publications of any of the
organizations listed in
Federal Motor Vehicle Safety Standard No. 119 (49
CFR 571.119, S5.1(b))
unless:
(1) The vehicle is being operated under the terms of
a special
permit issued by the State; and
(2) The vehicle is being operated at a reduced speed
to compensate
for the tire loading in excess of the manufacturer's
rated capacity for
the tire. In no case shall the speed exceed 80 km/hr
(50 mph).
(g)(1) Tire loading restrictions for manufactured
homes built before
January 1, 2002. Manufactured homes that are labeled
pursuant to 24 CFR
3282.362(c)(2)(i) before January 1, 2002, must not
be transported on
tires that are loaded more than 18 percent over the
load rating marked
on the sidewall of the tire or, in the absence of
such a marking, more
than 18 percent over the load rating specified in
any of the
publications of any of the organizations listed in
FMVSS No. 119 (49 CFR
571.119, S5.1(b)). Manufactured homes labeled before
January 1, 2002,
transported on tires overloaded by 9 percent or more
must not be
operated at speeds exceeding 80 km/hr (50 mph).
(2) Tire loading restrictions for manufactured homes
built on or
after January 1, 2002. Manufactured homes that are
labeled pursuant to
24 CFR 3282.362(c)(2)(i) on or after January 1,
2002, must not be
transported on tires loaded beyond the load rating
marked on the
sidewall of the tire or, in the absence of such a
marking, the load
rating specified in any of the publications of any
of the organizations
listed in FMVSS No. 119 (49 CFR 571.119, S5.1(b)).
(h) Tire inflation pressure. (1) No motor vehicle
shall be operated
on a tire which has a cold inflation pressure less
than that specified
for the load being carried.
(2) If the inflation pressure of the tire has been
increased by heat
because of the recent operation of the vehicle, the
cold inflation
pressure shall be estimated by subtracting the
inflation buildup factor
shown in Table 1 from the measured inflation
pressure.
Table 1--Inflation Pressure Measurement Correction
for Heat
----------------------------------------------------------------------------------
Minimum inflation pressure buildup
---------------------------------------
Average speed of vehicle in the previous hour Tires
with 1,814 kg (4,000 lbs.) maximum load rating or
less Tires with over 1,814 kg (4,000 lbs.) load
rating
----------------------------------------------------------------------------------
66-88.5 km/hr (41-55 mph)....... 34.5 kPa (5 psi)..
103.4 kPa (15
psi).
----------------------------------------------------------------------------------
Sec. 393.76 Sleeper berths.
(a) Dimensions--(1) Size. A sleeper berth must be at
least the
following size:
------------------------------------------------------------------------
Date of installation on motor
vehicle
Length measured on centerline of longitudinal axis
(inches)
Width measured on centerline of transverse axis
(inches)
Height measured from highest point of top of
mattress (inches) \1\
------------------------------------------------------------------------
Before January 1, 1953..........
72
18
18
After December 31, 1952, and
before October 1, 1975.........
75
21
21
After September 30, 1975........
75
24
24
------------------------------------------------------------------------
\1\ In the case of a sleeper berth which utilizes an
adjustable
mechanical suspension system, the required clearance
can be measured
when the suspension system is adjusted to the height
to which it would
settle when occupied by a driver.
(2) Shape. A sleeper berth installed on a motor
vehicle on or after
January 1, 1953 must be of generally rectangular
shape, except that the
horizontal corners and the roof corners may be
rounded to radii not
exceeding 10\1/2\ inches.
(3) Access. A sleeper berth must be constructed so
that an
occupant's ready entrance to, and exit from, the
sleeper berth is not
unduly hindered.
(b) Location.
(1) A sleeper berth must not be installed in or on a
semitrailer or a full trailer other than a house
trailer.
(2) A sleeper berth located within the cargo space
of a motor
vehicle must be securely compartmentalized from the
remainder of the
cargo space. A sleeper berth installed on or after
January 1, 1953 must
be located in the cab or immediately adjacent to the
cab and must be
securely fixed with relation to the cab.
(c) Exit from the berth.
(1) Except as provided in paragraph (c)(2)
of this section, there must be a direct and ready
means of exit from a
sleeper berth into the driver's seat or compartment.
If the sleeper
berth was installed on or after January 1, 1963, the
exit must be a
doorway or opening at least 18 inches high and 36
inches wide. If the
sleeper berth was installed before January 1, 1963,
the exit must have
sufficient area to contain an ellipse having a major
axis of 24 inches
and a minor axis of 16 inches.
(2) A sleeper berth installed before January 1, 1953
must either:
(i) Conform to the requirements of paragraph (c)(1)
of this section;
or
(ii) Have at least two exits, each of which is at
least 18 inches
high and 21 inches wide, located at opposite ends of
the vehicle and
useable by the occupant without the assistance of
any other person.
(d) Communication with the driver. A sleeper berth
which is not
located within the driver's compartment and has no
direct entrance into
the driver's compartment must be equipped with a
means of communication
between the occupant and the driver. The means of
communication may
consist of a telephone, speaker tube, buzzer, pull
cord, or other
mechanical or electrical device.
(e) Equipment. A sleeper berth must be properly
equipped for
sleeping. Its equipment must include:
(1) Adequate bedclothing and blankets; and
(2) Either:
(i) Springs and a mattress; or
(ii) An innerspring mattress; or
(iii) A cellular rubber or flexible foam mattress at
least four
inches thick; or
(iv) A mattress filled with a fluid and of
sufficient thickness when
filled to prevent ``bottoming-out'' when occupied
while the vehicle is
in motion.
(f) Ventilation. A sleeper berth must have louvers
or other means of
providing adequate ventilation. A sleeper berth must
be reasonably tight
against dust and rain.
(g) Protection against exhaust and fuel leaks and
exhaust heat. A
sleeper berth must be located so that leaks in the
vehicle's exhaust
system or fuel system do not permit fuel, fuel
system gases, or exhaust
gases to enter the sleeper berth. A sleeper berth
must be located so
that it will not be overheated or damaged by reason
of its proximity to
the vehicle's exhaust system.
(h) Occupant restraint. A motor vehicle manufactured
on or after
July 1, 1971, and equipped with a sleeper berth must
be equipped with a
means of preventing ejection of the occupant of the
sleeper berth during
deceleration of the vehicle. The restraint system
must be designed,
installed, and maintained to withstand a minimum
total force of 6,000
pounds applied toward the front of the vehicle and
parallel to the
longitudinal axis of the vehicle.
Sec. 393.77 Heaters.
On every motor vehicle, every heater shall comply
with the following
requirements:
(a) Prohibited types of heaters. The installation or
use of the
following types of heaters is prohibited:
(1) Exhaust heaters. Any type of exhaust heater in
which the engine
exhaust gases are conducted into or through any
space occupied by
persons or any heater which conducts engine
compartment air into any
such space.
(2) Unenclosed flame heaters. Any type of heater
employing a flame
which is not fully enclosed, except that such
heaters are not prohibited
when used for heating the cargo of tank motor
vehicles.
(3) Heaters permitting fuel leakage. Any type of
heater from the
burner of which there could be spillage or leakage
of fuel upon the
tilting or overturning of the vehicle in which it is
mounted.
(4) Heaters permitting air contamination. Any heater
taking air,
heated or to be heated, from the engine compartment
or from direct
contact with any portion of the exhaust system; or
any heater taking air
in ducts from the outside atmosphere to be conveyed
through the engine
compartment, unless said ducts are so constructed
and installed as to
prevent contamination of the air so conveyed by
exhaust or engine
compartment gases.
(5) Solid fuel heaters except wood charcoal. Any
stove or other
heater employing solid fuel except wood charcoal.
(6) Portable heaters. Portable heaters shall not be
used in any
space occupied by persons except the cargo space of
motor vehicles which
are being loaded or unloaded.
(b) Heater specifications. All heaters shall comply
with the
following specifications:
(1) Heating elements, protection. Every heater shall
be so located
or protected as to prevent contact therewith by
occupants, unless the
surface temperature of the protecting grilles or of
any exposed portions
of the heaters, inclusive of exhaust stacks, pipes,
or conduits shall be
lower than would cause contact burns. Adequate
protection shall be
afforded against igniting parts of the vehicle or
burning occupants by
direct radiation. Wood charcoal heaters shall be
enclosed within a metal
barrel, drum, or similar protective enclosure which
enclosure shall be
provided with a securely fastened cover.
(2) Moving parts, guards. Effective guards shall be
provided for the
protection of passengers or occupants against injury
by fans, belts, or
any other moving parts.
(3) Heaters, secured. Every heater and every heater
enclosure shall
be securely fastened to the vehicle in a substantial
manner so as to
provide against relative motion within the vehicle
during normal usage
or in the event the vehicle overturns. Every heater
shall be so
designed, constructed, and mounted as to minimize
the likelihood of
disassembly of any of its parts, including exhaust
stacks, pipes, or
conduits, upon overturn of the vehicle in or on
which it is mounted.
Wood charcoal heaters shall be secured against
relative motion within
the enclosure required by paragraph (c)(1) of this
section, and the
enclosure shall be securely fastened to the motor
vehicle.
(4) Relative motion between fuel tank and heater.
When either in
normal operation or in the event of overturn, there
is or is likely to
be relative motion between the fuel tank for a
heater and the heater, or
between either of such units and the fuel lines
between them, a suitable
means shall be provided at the point of greatest
relative motion so as
to allow this motion without causing failure of the
fuel lines.
(5) Operating controls to be protected. On every bus
designed to
transport more than 15 passengers, including the
driver, means shall be
provided to prevent unauthorized persons from
tampering with the
operating controls. Such means may include remote
control by the driver;
installation of controls at inaccessible places;
control of adjustments
by key or keys; enclosure of controls in a locked
space, locking of
controls, or other means of accomplishing this
purpose.
(6) Heater hoses. Hoses for all hot water and steam
heater systems
shall be specifically designed and constructed for
that purpose.
(7) Electrical apparatus. Every heater employing any
electrical
apparatus shall be equipped with electrical
conductors, switches,
connectors, and other electrical parts of ample
current-carrying
capacity to provide against overheating; any
electric motor employed in
any heater shall be of adequate size and so located
that it will not be
overheated; electrical circuits shall be provided
with fuses and/or
circuit breakers to provide against electrical
overloading; and all
electrical conductors employed in or leading to any
heater shall be
secured against dangling, chafing, and rubbing and
shall have suitable
protection against any other condition likely to
produce short or open
circuits.
Note: Electrical parts certified as proper for use
by Underwriters'
Laboratories, Inc., shall be deemed to comply with
the foregoing
requirements.
(8) Storage battery caps. If a separate storage
battery is located
within the personnel or cargo space, such battery
shall be securely
mounted and equipped with nonspill filler caps.
(9) Combustion heater exhaust construction. Every
heater employing
the combustion of oil, gas, liquefied petroleum gas,
or any other
combustible material shall be provided with
substantial means of
conducting the products of combustion to the outside
of the vehicle:
Provided, however, That this requirement shall not
apply to heaters used
solely to heat the cargo space of motor vehicles
where such motor
vehicles or heaters are equipped with means
specifically designed and
maintained so that the carbon monoxide concentration
will never exceed
0.2 percent in the cargo space. The exhaust pipe,
stack, or conduit if
required shall be sufficiently substantial and so
secured as to provide
reasonable assurance against leakage or discharge of
products of
combustion within the vehicle and, if necessary,
shall be so insulated
as to make unlikely the burning or charring of parts
of the vehicle by
radiation or by direct contact. The place of
discharge of the products
of combustion to the atmosphere and the means of
discharge of such
products shall be such as to minimize the likelihood
of their reentry
into the vehicle under all operating conditions.
(10) Combustion chamber construction. The design and
construction of
any combustion-type heater except cargo space
heaters permitted by the
proviso of paragraph (c)(9) of this section and
unenclosed flame heaters
used for heating cargo of tank motor vehicles shall
be such as to
provide against the leakage of products of
combustion into air to be
heated and circulated. The material employed in
combustion chambers
shall be such as to provide against leakage because
of corrosion,
oxidation, or other deterioration. Joints between
combustion chambers
and the air chambers with which they are in thermal
and mechanical
contact shall be so designed and constructed as to
prevent leakage
between the chambers and the materials employed in
such joints shall
have melting points substantially higher than the
maximum temperatures
likely to be attained at the points of jointure.
(11) Heater fuel tank location. Every bus designed
to transport more
than 15 passengers, including the driver, with
heaters of the combustion
type shall have fuel tanks therefor located outside
of and lower than
the passenger space. When necessary, suitable
protection shall be
afforded by shielding or other means against the
puncturing of any such
tank or its connections by flying stones or other
objects.
(12) Heater, automatic fuel control. Gravity or
siphon feed shall
not be permitted for heaters using liquid fuels.
Heaters using liquid
fuels shall be equipped with automatic means for
shutting off the fuel
or for reducing such flow of fuel to the smallest
practicable magnitude,
in the event of overturn of the vehicle. Heaters
using liquefied
petroleum gas as fuel shall have the fuel line
equipped with automatic
means at the source of supply for shutting off the
fuel in the event of
separation, breakage, or disconnection of any of the
fuel lines between
the supply source and the heater.
(13) ``Tell-tale'' indicators. Heaters subject to
paragraph (c)(14)
of this section and not provided with automatic
controls shall be
provided with ``tell-tale'' means to indicate to the
driver that the
heater is properly functioning. This requirement
shall not apply to
heaters used solely for the cargo space in
semitrailers or full
trailers.
(14) Shut-off control. Automatic means, or manual
means if the
control is readily accessible to the driver without
moving from the
driver's seat, shall be provided to shut off the
fuel and electrical
supply in case of failure of the heater to function
for any reason, or
in case the heater should function improperly or
overheat. This
requirement shall not apply to wood charcoal heaters
or to heaters used
solely to heat the contents of cargo tank motor
vehicles, but wood
charcoal heaters must be provided with a controlled
method of regulating
the flow of combustion air.
(15) Certification required. Every combustion-type
heater, except
wood charcoal heaters, the date of manufacture of
which is subsequent to
December 31, 1952, and every wood charcoal heater,
the date of
manufacture of which is subsequent to September 1,
1953, shall be marked
plainly to indicate the type of service for which
such heater is
designed and with a certification by the
manufacturer that the heater
meets the applicable requirements for such use. For
example, ``Meets I.C.C.
Bus Heater Requirements,'' Meets I.C.C. Flue-Vented
Cargo Space Heater
Requirements,'' and after December 31, 1967, such
certification shall
read ``Meets FMCSA Bus Heater Requirements,''
``Meets FMCSA Flue-Vented
Cargo Space Heater Requirements,'' etc.
(i) Exception. The certification for a catalytic
heater which is
used in transporting flammable liquid or gas shall
be as prescribed
under Sec. 177.834(1) of this title.
Sec. 393.78 Windshield wipers.
(a) Every bus, truck, and truck tractor, having a
windshield, shall
be equipped with at least two
automatically-operating windshield wiper
blades, one on each side of the centerline of the
windshield, for
cleaning rain, snow, or other moisture from the
windshield and which
shall be in such condition as to provide clear
vision for the driver,
unless one such blade be so arranged as to clean an
area of the
windshield extending to within 1 inch of the limit
of vision through the
windshield at each side: Provided, however, That in
driveaway-towaway
operations this section shall apply only to the
driven vehicle: And
provided further, That one windshield wiper blade
will suffice under
this section when such driven vehicle in
driveaway-towaway operation
constitutes part or all of the property being
transported and has no
provision for two such blades.
(b) Every bus, truck, and truck tractor, the date of
manufacture of
which is subsequent to June 30, 1953, which depends
upon vacuum to
operate the windshield wipers, shall be so
constructed that the
operation of the wipers will not be materially
impaired by change in the
intake manifold pressure.
Sec. 393.79 Defrosting device.
Every bus, truck, and truck tractor having a
windshield, when
operating under conditions such that ice, snow, or
frost would be likely
to collect on the outside of the windshield or
condensation on the
inside of the windshield, shall be equipped with a
device or other
means, not manually operated, for preventing or
removing such
obstructions to the driver's view: Provided,
however, That this section
shall not apply in driveaway-towaway operations when
the driven vehicle
is a part of the shipment being delivered.
Sec. 393.80 Rear-vision mirrors.
(a) Every bus, truck, and truck tractor shall be
equipped with two
rear-vision mirrors, one at each side, firmly
attached to the outside of
the motor vehicle, and so located as to reflect to
the driver a view of
the highway to the rear, along both sides of the
vehicle. All such
regulated rear-vision mirrors and their replacements
shall meet, as a
minimum, the requirements of FMVSS No. 111 (49 CFR
571.111) in force at
the time the vehicle was manufactured.
(b) Exceptions. (1) Mirrors installed on a vehicle
manufactured
prior to January 1, 1981, may be continued in
service, provided that if
the mirrors are replaced they shall be replaced with
mirrors meeting, as
a minimum, the requirements of FMVSS No. 111 (49 CFR
571.111) in force
at the time the vehicle was manufactured.
(2) Only one outside mirror shall be required, which
shall be on the
driver's side, on trucks which are so constructed
that the driver has a
view to the rear by means of an interior mirror.
(3) In driveway-towaway operations, the driven
vehicle shall have at
least one mirror furnishing a clear view to the
rear.
Sec. 393.81 Horn.
Every bus, truck, truck-tractor, and every driven
motor vehicle in
driveaway-towaway operations shall be equipped with
a horn and actuating
elements which shall be in such condition as to give
an adequate and
reliable warning signal.
Sec. 393.82 Speedometer.
Every bus, truck, and truck-tractor shall be
equipped with a
speedometer indicating vehicle speed in miles per
hour, which shall be
operative with reasonable accuracy; however, this
requirement shall not
apply to any driven vehicle which is part of a
shipment being delivered in a
driveaway-towaway operation if such driven vehicle
is equipped with an
effective means of limiting its maximum speed to 45
miles per hour, nor
to any towed vehicle.
Sec. 393.83 Exhaust systems.
(a) Every motor vehicle having a device (other than
as part of its
cargo) capable of expelling harmful combustion fumes
shall have a system
to direct the discharge of such fumes. No part shall
be located where
its location would likely result in burning,
charring, or damaging the
electrical wiring, the fuel supply, or any
combustible part of the motor
vehicle.
(b) No exhaust system shall discharge to the
atmosphere at a
location immediately below the fuel tank or the fuel
tank filler pipe.
(c) The exhaust system of a bus powered by a
gasoline engine shall
discharge to the atmosphere at or within 6 inches
forward of the
rearmost part of the bus.
(d) The exhaust system of a bus using fuels other
than gasoline
shall discharge to the atmosphere either:
(1) At or within 15 inches forward of the rearmost
part of the
vehicle; or
(2) To the rear of all doors or windows designed to
be open, except
windows designed to be opened solely as emergency
exits.
(e) The exhaust system of every truck and truck
tractor shall
discharge to the atmosphere at a location to the
rear of the cab or, if
the exhaust projects above the cab, at a location
near the rear of the
cab.
(f) No part of the exhaust system shall be
temporarily repaired with
wrap or patches.
(g) No part of the exhaust system shall leak or
discharge at a point
forward of or directly below the driver/sleeper
compartment. The exhaust
outlet may discharge above the cab/sleeper roofline.
(h) The exhaust system must be securely fastened to
the vehicle.
(i) Exhaust systems may use hangers which permit
required movement
due to expansion and contraction caused by heat of
the exhaust and
relative motion between engine and chassis of a
vehicle.
Sec. 393.84 Floors.
The flooring in all motor vehicles shall be
substantially
constructed, free of unnecessary holes and openings,
and shall be
maintained so as to minimize the entrance of fumes,
exhaust gases, or
fire. Floors shall not be permeated with oil or
other substances likely
to cause injury to persons using the floor as a
traction surface.
Sec. 393.86 Rear impact guards and rear end protection.
(a)(1) General requirements for trailers and
semitrailers
manufactured on or after January 26, 1998. Each
trailer and semitrailer
with a gross vehicle weight rating of 4,536 kg
(10,000 pounds) or more,
and manufactured on or after January 26, 1998, must
be equipped with a
rear impact guard that meets the requirements of
Federal Motor Vehicle
Safety Standard No. 223 (49 CFR 571.223) in effect
at the time the
vehicle was manufactured. When the rear impact guard
is installed on the
trailer or semitrailer, the vehicle must, at a
minimum, meet the
requirements of FMVSS No. 224 (49 CFR 571.224) in
effect at the time the
vehicle was manufactured. The requirements of
paragraph (a) of this
section do not apply to pole trailers (as defined in
Sec. 390.5 of this
chapter); pulpwood trailers, low chassis vehicles,
special purpose
vehicles, wheels back vehicles (as defined in Sec.
393.5); and trailers
towed in driveaway-towaway operations (as defined in
Sec. 390.5).
(2) Impact guard width. The outermost surfaces of
the horizontal
member of the guard must extend to within 100 mm (4
inches) of the side
extremities of the vehicle. The outermost surface of
the horizontal
member shall not extend beyond the side extremity of
the vehicle.
(3) Guard height. The vertical distance between the
bottom edge of
the horizontal member of the guard and the ground
shall not exceed
560 mm (22 inches) at any point across the
full width of the member. Guards with rounded
corners may curve upward
within 255 mm (10 inches) of the longitudinal
vertical planes that are
tangent to the side extremities of the vehicle.
(4) Guard rear surface. At any height 560 mm (22
inches) or more
above the ground, the rearmost surface of the
horizontal member of the
guard must be within 305 mm (12 inches) of the rear
extremity of the
vehicle. This paragraph shall not be construed to
prohibit the rear
surface of the guard from extending beyond the rear
extremity of the
vehicle. Guards with rounded corners may curve
forward within 255 mm (10
inches) of the side extremity.
(5) Cross-sectional vertical height. The horizontal
member of each
guard must have a cross sectional vertical height of
at least 100 mm
(3.94 inches) at any point across the guard width.
(6) Certification and labeling requirements for rear
impact
protection guards. Each rear impact guard used to
satisfy the
requirements of paragraph (a)(1) of this section
must be permanently
marked or labeled as required by FMVSS No. 223 (49
CFR 571.223, S5.3).
The label must be on the forward-facing surface of
the horizontal member
of the guard, 305 mm (12 inches) inboard of the
right end of the guard.
The certification label must contain the following
information:
(i) The impact guard manufacturer's name and
address;
(ii) The statement ``Manufactured in ----''
(inserting the month and
year that the guard was manufactured); and,
(iii) The letters ``DOT'', constituting a
certification by the guard
manufacturer that the guard conforms to all
requirements of FMVSS No.
223.
(b)(1) Requirements for motor vehicles manufactured
after December
31, 1952 (except trailers or semitrailers
manufactured on or after
January 26, 1998). Each motor vehicle manufactured
after December 31,
1952, (except truck tractors, pole trailers,
pulpwood trailers, or
vehicles in driveaway-towaway operations) in which
the vertical distance
between the rear bottom edge of the body (or the
chassis assembly if the
chassis is the rearmost part of the vehicle) and the
ground is greater
than 76.2 cm (30 inches) when the motor vehicle is
empty, shall be
equipped with a rear impact guard(s). The rear
impact guard(s) must be
installed and maintained in such a manner that:
(i) The vertical distance between the bottom of the
guard(s) and the
ground does not exceed 76.2 cm (30 inches) when the
motor vehicle is
empty;
(ii) The maximum lateral distance between the
closest points between
guards, if more than one is used, does not exceed 61
cm (24 inches);
(iii) The outermost surfaces of the horizontal
member of the guard
are no more than 45.7 cm (18 inches) from each side
extremity of the
motor vehicle;
(iv) The impact guard(s) are no more than 61 cm (24
inches) forward
of the rear extremity of the motor vehicle.
(2) Construction and attachment. The rear impact
guard(s) must be
substantially constructed and attached by means of
bolts, welding, or
other comparable means.
(3) Vehicle components and structures that may be
used to satisfy
the requirements of paragraph (b) of this section.
Low chassis vehicles,
special purpose vehicles, or wheels back vehicles
constructed and
maintained so that the body, chassis, or other parts
of the vehicle
provide the rear end protection comparable to impact
guard(s) conforming
to the requirements of paragraph (b)(1) of this
section shall be
considered to be in compliance with those
requirements.
Sec. 393.87 Flags on projecting loads.
Any motor vehicle having a load or vehicle component
which extends
beyond the sides more than 4 inches or more than 4
feet beyond the rear
shall have the extremities of the load marked with a
red flag, not less
than 12 inches square, at each point where a lamp is
required by Table
1, Sec. 393.11.
Sec. 393.88 Television receivers.
Any motor vehicle equipped with a television viewer,
screen or other
means of visually receiving a television broadcast
shall have the viewer
or screen located in the motor vehicle at a point to
the rear of the back
of the driver's seat if such viewer or screen is in
the same compartment
as the driver and the viewer or screen shall be so
located as not to be
visible to the driver, while he/she is driving the
motor vehicle. The
operating controls for the television receiver shall
be so located that
the driver cannot operate them without leaving the
driver's seat.
Sec. 393.89 Buses, driveshaft protection.
Any driveshaft extending lengthways under the floor
of the passenger
compartment of a bus shall be protected by means of
at least one guard
or bracket at that end of the shaft which is
provided with a sliding
connection (spline or other such device) to prevent
the whipping of the
shaft in the event of failure thereof or of any of
its component parts.
A shaft contained within a torque tube shall not
require any such
device.
Sec. 393.90 Buses, standee line or bar.
Except as provided below, every bus, which is
designed and
constructed so as to allow standees, shall be
plainly marked with a line
of contrasting color at least 2 inches wide or
equipped with some other
means so as to indicate to any person that he/she is
prohibited from
occupying a space forward of a perpendicular plane
drawn through the
rear of the driver's seat and perpendicular to the
longitudinal axis of
the bus. Every bus shall have clearly posted at or
near the front, a
sign with letters at least one-half inch high
stating that it is a
violation of the Federal Motor Carrier Safety
Administration's
regulations for a bus to be operated with persons
occupying the
prohibited area. The requirements of this section
shall not apply to any
bus being transported in driveaway-towaway operation
or to any level of
the bus other that the level in which the driver is
located nor shall
they be construed to prohibit any seated person from
occupying permanent
seats located in the prohibited area provided such
seats are so located
that persons sitting therein will not interfere with
the driver's safe
operation of the bus.
Sec. 393.91 Buses, aisle seats prohibited.
No bus shall be equipped with aisle seats unless
such seats are so
designed and installed as to automatically fold and
leave a clear aisle
when they are unoccupied. No bus shall be operated
if any seat therein
is not securely fastened to the vehicle.
Sec. 393.92 Buses, marking emergency doors.
Any bus equipped with an emergency door shall have
such door clearly
marked in letters at least 1 inch in height with the
words ``Emergency
Door'' or ``Emergency Exit.'' Emergency doors shall
also be identified
by a red electric lamp readily visible to passengers
which lamp shall be
lighted at all times when lamps are required to be
lighted by
Sec. 392.30.
Sec. 393.93 Seats, seat belt assemblies, and seat belt assembly anchorages.
(a) Buses--(1) Buses manufactured on or after
January 1, 1965, and
before July 1, 1971. After June 30, 1972, every bus
manufactured on or
after January 1, 1965, and before July 1, 1971, must
be equipped with a
Type 1 or Type 2 seat belt assembly that conforms to
Federal Motor
Vehicle Safety Standard No. 209 \1\ (Sec. 571.209)
installed at the
driver's seat and seat belt assembly anchorages that
conform to the
location and geometric requirements of Federal Motor
Vehicle Safety
Standard No. 210 \1\ (Sec. 571.210) for that seat
belt assembly.
---------------------------------------------------------------------------
\1\ Individual copies of Federal Motor Vehicle
Safety Standards may
be obtained from the National Highway Traffic Safety
Administration.
Nassif Building, 400 Seventh Street SW., Washington,
D.C. 20590.
---------------------------------------------------------------------------
(2) Buses manufactured on or after July 1, 1971.
Every bus
manufactured on or after July 1, 1971, must conform
to the requirements
of Federal Motor Vehicle Safety Standard No. 208 \1\
(Sec. 571.208)
(relating to installation of seat belt assemblies)
and Federal Motor
Vehicle Safety Standard No. 210 \1\ (Sec. 571.210)
(relating to
installation of seat belt assembly anchorages).
(3) Buses manufactured on or after January 1, 1972.
Every bus
manufactured on or after January 1, 1972, must
conform to the
requirements of Federal Motor Vehicle Safety
Standard
No. 207 \1\ (Sec. 571.207) (relating to seating
systems).
(b) Trucks and truck tractors--(1) Trucks and truck
tractors
manufactured on and after January 1, 1965, and
before July 1, 1971.
Except as provided in paragraph (d) of this section,
after June 30,
1972, every truck and truck tractor manufactured on
or after January 1,
1965, and before July 1, 1971, must be equipped with
a Type 1 or Type 2
seat belt assembly that conforms to Federal Motor
Vehicle Safety
Standard No. 209 (Sec. 571.209) installed at the
driver's seat and at
the right front outboard seat, if the vehicle has
one, and seat belt
assembly anchorages that conform to the location and
geometric
requirements of Federal Motor Vehicle Safety
Standard No. 210
(Sec. 571.210) for each seat belt assembly that is
required by this
subparagraph.
(2) Trucks and truck tractors manufactured on or
after July 1, 1971.
Every truck and truck tractor manufactured on or
after July 1, 1971,
except a truck or truck tractor being transported in
driveaway-towaway
operation and having an incomplete vehicle seating
and cab
configuration, must conform to the requirements of
Federal Motor Vehicle
Safety Standard No. 208 \1\ (Sec. 571.208) (relating
to installation of
seat belt assemblies) and Federal Motor Vehicle
Safety Standard No. 210
\1\ (Sec. 571.210) (relating to installation of seat
belt assembly
anchorages).
---------------------------------------------------------------------------
\1\ See footnote to Sec. 393.93(a).
---------------------------------------------------------------------------
(3) Trucks and truck tractors manufactured on or
after January 1,
1972. Every truck and truck tractor manufactured on
or after January 1,
1972, except a truck or truck tractor being
transported in driveaway-
towaway operation and having an incomplete vehicle
seating and cab
configuration, must conform to the requirements of
Federal Motor Vehicle
Safety Standard No. 207 \1\ (Sec. 571.207) (relating
to seating
systems).
(c) Effective date of standards. Whenever paragraph
(a) or (b) of
this section requires conformity to a Federal Motor
Vehicle Safety
Standard, the vehicle or equipment must conform to
the version of the
Standard that is in effect on the date the vehicle
is manufactured or on
the date the vehicle is modified to conform to the
requirements of
paragraph (a) or (b) of this section, whichever is
later.
(d) Trucks and truck tractors manufactured on or
after January 1,
1965, and before July 1, 1971, and operated in the
State of Hawaii, must
comply with the provisions of paragraph (b) of this
section on and after
January 1, 1976.
Sec. 393.94 Vehicle interior noise levels.
(a) Application of the rule in this section. Except
as provided in
paragraph (d) of this section, this section applies
to all motor
vehicles manufactured on and after October 1, 1974.
On and after April
1, 1975, this section applies to all motor vehicles
manufactured before
October 1, 1974.
(b) General rule. The interior sound level at the
driver's seating
position of a motor vehicle must not exceed 90 dB(A)
when measured in
accordance with paragraph (c) of this section.
(c) Test procedure. \2\ (1) Park the vehicle at a
location so that
no large reflecting surfaces, such as other
vehicles, signboards,
buildings, or hills, are within 50 feet of the
driver's seating
position.
---------------------------------------------------------------------------
\2\ Standards of the American National Standards
Institute are
published by the American National Standards
Institute. Information and
copies may be obtained by writing to the Institute
at 1430 Broadway, New
York, N.Y. 10018.
---------------------------------------------------------------------------
(2) Close all vehicle doors, windows, and vents.
Turn off all power-
operated accessories.
(3) Place the driver in his/her normal seated
position at the
vehicle's controls. Evacuate all occupants except
the driver and the
person conducting the test.
(4) Use a sound level meter which meets the
requirements of the
American National Standards Institute Standard ANSI
S1.4-1971
Specification for Sound Level Meters, for Type 2
Meters. Set the meter
to the A-weighting network, ``fast'' meter response.
(5) Locate the microphone, oriented vertically
upward, 6 inches to
the right of, in the same plane as, and directly in
line with, the driver's right
ear.
(6) With the vehicle's transmission in neutral gear,
accelerate its
engine to either its maximum governed engine speed,
if it is equipped
with an engine governor, or its speed at its maximum
rated horsepower,
if it is not equipped with an engine governor.
Stabilize the engine at
that speed.
(7) Observe the A-weighted sound level reading on
the meter for the
stabilized engine speed condition. Record that
reading, if the reading
has not been influenced by extraneous noise sources
such as motor
vehicles operating on adjacent roadways.
(8) Return the vehicle's engine speed to idle and
repeat the
procedures specified in paragraphs (c) (6) and (7)
of this section until
two maximum sound levels within 2 dB of each other
are recorded.
Numerically average those two maximum sound level
readings.
(9) The average obtained in accordance with
paragraph (c)(8) of this
section is the vehicle's interior sound level at the
driver's seating
position for the purpose of determining whether the
vehicle conforms to
the rule in paragraph (b) of this section. However,
a 2 dB tolerance
over the sound level limitation specified in that
paragraph is permitted
to allow for variations in test conditions and
variations in the
capabilities of meters.
(10) If the motor vehicle's engine radiator fan
drive is equipped
with a clutch or similar device that automatically
either reduces the
rotational speed of the fan or completely disengages
the fan from its
power source in response to reduced engine cooling
loads the vehicle may
be parked before testing with its engine running at
high idle or any
other speed the operator may choose, for sufficient
time but not more
than 10 minutes, to permit the engine radiator fan
to automatically
disengage.
(d) Vehicles manufactured before October 1, 1974,
and operated
wholly within the State of Hawaii, need not comply
with this section
until April 1, 1976.
Sec. 393.94 Vehicle interior noise levels.
(a) Application of the rule in this section. Except
as provided in
paragraph (d) of this section, this section applies
to all motor
vehicles manufactured on and after October 1, 1974.
On and after April
1, 1975, this section applies to all motor vehicles
manufactured before
October 1, 1974.
(b) General rule. The interior sound level at the
driver's seating
position of a motor vehicle must not exceed 90 dB(A)
when measured in
accordance with paragraph (c) of this section.
(c) Test procedure. \2\ (1) Park the vehicle at a
location so that
no large reflecting surfaces, such as other
vehicles, signboards,
buildings, or hills, are within 50 feet of the
driver's seating
position.
---------------------------------------------------------------------------
\2\ Standards of the American National Standards
Institute are published by the American National
Standards Institute. Information and copies may be
obtained by writing to the Institute at 1430
Broadway, New York, N.Y. 10018.
---------------------------------------------------------------------------
(2) Close all vehicle doors, windows, and vents.
Turn off all power-
operated accessories.
(3) Place the driver in his/her normal seated
position at the
vehicle's controls. Evacuate all occupants except
the driver and the
person conducting the test.
(4) Use a sound level meter which meets the
requirements of the
American National Standards Institute Standard ANSI
S1.4-1971
Specification for Sound Level Meters, for Type 2
Meters. Set the meter
to the A-weighting network, ``fast'' meter response.
(5) Locate the microphone, oriented vertically
upward, 6 inches to
the right of, in the same plane as, and directly in
line with, the driver's right
ear.
(6) With the vehicle's transmission in neutral gear,
accelerate its
engine to either its maximum governed engine speed,
if it is equipped
with an engine governor, or its speed at its maximum
rated horsepower,
if it is not equipped with an engine governor.
Stabilize the engine at
that speed.
(7) Observe the A-weighted sound level reading on
the meter for the
stabilized engine speed condition. Record that
reading, if the reading
has not been influenced by extraneous noise sources
such as motor
vehicles operating on adjacent roadways.
(8) Return the vehicle's engine speed to idle and
repeat the
procedures specified in paragraphs (c) (6) and (7)
of this section until
two maximum sound levels within 2 dB of each other
are recorded.
Numerically average those two maximum sound level
readings.
(9) The average obtained in accordance with
paragraph (c)(8) of this
section is the vehicle's interior sound level at the
driver's seating
position for the purpose of determining whether the
vehicle conforms to
the rule in paragraph (b) of this section. However,
a 2 dB tolerance
over the sound level limitation specified in that
paragraph is permitted
to allow for variations in test conditions and
variations in the
capabilities of meters.
(10) If the motor vehicle's engine radiator fan
drive is equipped
with a clutch or similar device that automatically
either reduces the
rotational speed of the fan or completely disengages
the fan from its
power source in response to reduced engine cooling
loads the vehicle may
be parked before testing with its engine running at
high idle or any
other speed the operator may choose, for sufficient
time but not more
than 10 minutes, to permit the engine radiator fan
to automatically
disengage.
(d) Vehicles manufactured before October 1, 1974,
and operated
wholly within the State of Hawaii, need not comply
with this section
until April 1, 1976.
Sec. 393.95 Emergency equipment on all power units.
Except for a lightweight vehicle, every bus, truck,
truck-tractor,
and every driven vehicle in driveaway-towaway
operation must be equipped
as follows:
(a) Fire extinguisher. (1) Except as provided in
paragraph (a)(4) of
this section, every power unit must be equipped with
a fire extinguisher
that is properly filled and located so that it is
readily accessible for
use. The fire extinguisher must be securely mounted
on the vehicle. The
fire extinguisher must be designed, constructed, and
maintained to
permit visual determination of whether it is fully
charged. The fire
extinguisher must have an extinguishing agent that
does not need
protection from freezing. The fire extinguisher must
not use a
vaporizing liquid that gives off vapors more toxic
than those produced
by the substances shown as having a toxicity rating
of 5 or 6 in the
Underwriters' Laboratories ``Classification of
Comparative Life Hazard
of Gases and Vapors.'' \1\
---------------------------------------------------------------------------
\1\ Copies of the Classification can be obtained by
writing to
Underwriters' Laboratories, Inc., 205 East Ohio
Street, Chicago, Ill.
60611.
---------------------------------------------------------------------------
(2)(i) Before July 1, 1971, a power unit that is
used to transport
hazardous materials must be equipped with a fire
extinguisher having an
Underwriters' Laboratories rating \2\ of 4 B:C or
more. On and after
July 1, 1971, a power unit that is used to transport
hazardous materials
must be equipped with a fire extinguisher having an
Underwriters'
Laboratories rating \2\ of 10 B:C or more.
---------------------------------------------------------------------------
\2\ Underwriters' Laboratories ratings are given to
fire
entinguishers under the standards of Underwriters'
Laboratories, Inc.,
205 East Ohio Street, Chicago, Ill. 60611.
Extinguishers must conform to
the standards in effect on the date of manufacture
or on Jan. 1, 1969,
whichever is earlier.
---------------------------------------------------------------------------
(ii) Before January 1, 1973, a power unit that is
not used to
transport hazardous materials must be equipped with
a fire extinguisher
having an Underwriters' Laboratories rating \2\ of 4
B:C or more. On and
after January 1, 1973, a power unit that is not used
to transport hazardous
materials must be equipped with either--
(A) A fire extinguisher having an Underwriters'
Laboratories rating
\2\ of 5 B:C or more; or
(B) Two fire extinguishers, each of which has an
Underwriters'
Laboratories rating \2\ of 4 B:C or more.
(iii) Each fire extinguisher required by this
subparagraph must be
labeled or marked with its Underwriters'
Laboratories rating \2\ and
must meet the requirements of paragraph (a)(1) of
this section.
(3) For purposes of this paragraph, a power unit is
used to
transport hazardous materials only if the power unit
or a motor vehicle
towed by the power unit must be marked or placarded
in accordance with
Sec. 177.823 of this title.
(4) This paragraph does not apply to the driven unit
in a driveaway-
towaway operation.
(b) [Reserved]
(c) Spare fuses. At least one spare fuse or other
overload
protective device, if the devices used are not of a
reset type, for each
kind and size used. In driveaway-towaway operations,
spares located on
any one of the vehicles will be deemed adequate.
(d)-(e) [Reserved]
(f) Warning devices for stopped vehicles. Except as
provided in
paragraph (g) of this section, one of the following
combinations of
warning devices:
(1) Vehicles equipped with warning devices before
January 1, 1974.
Warning devices specified below may be used until
replacements are
necessary:
(i) Three liquid-burning emergency flares which
satisfy the
requirements of SAE Standard J597, ``Liquid Burning
Emergency Flares,''
and three fusees and two red flags; or
(ii) Three electric emergency lanterns which satisfy
the
requirements of SAE Standard J596, ``Electric
Emergency Lanterns,'' and
two red flags; or
(iii) Three red emergency reflectors which satisfy
the requirements
of paragraph (i) of this section, and two red flags;
or
(iv) Three red emergency reflective triangles which
satisfy the
requirements of paragraph (h) of this section; or
(v) Three bidirectional emergency reflective
triangles that conform
to the requirements of Federal Motor Vehicle Safety
Standard No. 125,
Sec. 571.125 of this title.
(2) Vehicles equipped with warning devices on and
after January 1,
1974. (i) Three bidirectional emergency reflective
triangles that
conform to the requirements of Federal Motor Vehicle
Safety Standard No.
125, Sec. 571.125 of this title; or
(ii) At least 6 fusees or 3 liquid-burning flares.
The vehicle must
have as many additional fusees or liquid-burning
flares as are necessary
to satisfy the requirements of Sec. 392.22.
(3) Supplemental warning devices. Other warning
devices may be used
in addition to, but not in lieu of, the required
warning devices,
provided those warning devices do not decrease the
effectiveness of the
required warning devices.
(g) Restrictions on the use of flame-producing
devices. Liquid-
burning flares, fusees, oil lanterns, or any signal
produced by a flame
shall not be carried on any commercial motor vehicle
transporting
Division 1.1, 1.2, 1.3 (explosives) hazardous
materials; any cargo tank
motor vehicle used for the transportation of
Division 2.1 (flammable
gas) or Class 3 (flammable liquid) hazardous
materials whether loaded or
empty; or any commercial motor vehicle using
compressed gas as a motor
fuel.
(h) Requirements for emergency reflective triangles
manufactured
before January 1, 1974. (1) Each reflector shall be
a collapsible
equilateral triangle, with legs not less than 17
inches long and not
less than 2 inches wide. The front and back of the
exposed leg surfaces
shall be covered with red reflective material not
less than one half
inch in width. The reflective surface, front and
back, shall be
approximately parallel. When placed in position, one
point of the
triangle shall be upward. The area within the sides
of the triangle
shall be open.
(2) Reflective material: The reflecting material
covering the leg of
the equilateral triangle shall comply either with:
(i) The requirements for reflex-reflector elements
made of red
methyl-methacrylate plastic material, meeting the
color, sealing,
minimum candle-power, wind test, vibration test, and
corrosion resistance
test of section 3and 4 of Federal Specification
RR-R-1185, dated
November 17, 1966, or
(ii) The requirements for red reflective sheeting of
Federal
Specification L-S-300, dated September 7, 1965,
except that the
aggregate candlepower of the assembled triangle, in
one direction, shall
be not less than eight when measured at 0.2[deg]
divergence angle and -
4[deg] incidence angle, and not less than 80 percent
of the candlepower
specified for 1 square foot of material at all other
angles shown in
Table II, Reflective Intensity Values, of L-S-300.
(3) Reflective surfaces alignment: Every reflective
triangle shall
be so constructed that, when the triangle is
properly placed, the
reflective surfaces shall be in a plane
perpendicular to the plane of
the roadway surface with a permissible tolerance of
[plusmn]10[deg].
Reflective triangles which are collapsible shall be
provided with means
for holding the reflective surfaces within the
required tolerance. Such
holding means shall be readily capable of adjustment
without the use of
tools or special equipment.
(4) Reflectors mechanical adequacy: Every reflective
triangle shall
be of such weight and dimensions as to remain
stationary when subjected
to a 40 mile per hour wind when properly placed on
any clean, dry paved
road surface. The reflective triangle shall be so
constructed as to
withstand reasonable shocks without breakage.
(5) Reflectors, incorporation in holding device:
Each set of
reflective triangles shall be adequately protected
by enclosure in a
box, rack, or other adequate container specially
designed and
constructed so that the reflectors may be readily
extracted for use.
(6) Certification: Every red emergency reflective
triangle designed
and constructed to comply with these requirements
shall be plainly
marked with the certification of the manufacturer
that it complies
therewith.
(i) Requirements for red emergency reflectors. Each
red emergency
reflector shall conform in all respects to the
following requirements:
(1) Reflecting elements required. Each reflector
shall be composed
of at least two reflecting elements or surfaces on
each side, front and
back. The reflecting elements, front and back, shall
be approximately
parallel.
(2) Reflecting elements to be Class A. Each
reflecting element or
surface shall meet the requirement for a red Class A
reflector contained
in the SAE Recommended Practice \1\ ``Reflex
Reflectors.'' The aggregate
candlepower output of all the reflecting elements or
surface in one
direction shall not be less than 12 when tested in a
perpendicular
position with observation at one-third degree as
specified in the
Photometric Test contained in the above-mentioned
Recommended Practice.
---------------------------------------------------------------------------
\1\ See footnote 1 to Sec. 393.24(c).
---------------------------------------------------------------------------
(3) Reflecting surfaces, protection. If the
reflector or the
reflecting elements are so designed or constructed
that the reflecting
surfaces would be adversely affected by dust, soot,
or other foreign
matter or contacts with other parts of the reflector
or its container,
then such reflecting surfaces shall be adequately
sealed within the body
of the reflector.
(4) Reflecting surfaces to be perpendicular. Every
reflector shall
be so constructed that, when the reflector is
properly placed, every
reflecting element or surface is in a plane
perpendicular to the plane
of the roadway surface. Reflectors which are
collapsible shall be
provided with means for locking the reflector
elements or surfaces in
the required position; such locking means shall be
readily capable of
adjustment without the use of tools or special
equipment.
(5) Reflectors, mechanical adequacy. Every reflector
shall be of
such weight and dimensions as to remain stationary
when subjected to a
40 mile per hour wind when properly placed on any
clean, dry, paved road
surface. The reflector shall be so constructed as to
withstand
reasonable shocks without breakage.
(6) Reflectors, incorporation on holding device.
Each set of
reflectors and the reflecting elements or surfaces
incorporated therein
shall be adequately protected by enclosure in a box,
rack, or other
adequate container specially designed and
constructed so that the
reflectors may be readily extracted for use.
(7) Certification. Every red emergency reflector
designed and
constructed to comply with these requirements shall
be plainly marked
with the certification of the manufacturer that it
complies therewith.
(j) Requirements for fusees and liquid-burning
flares. Each fusee
shall be capable of burning for 30 minutes, and each
liquid-burning
flare shall contain enough fuel to burn continuously
for at least 60
minutes. Fusees and liquid-burning flares shall
conform to the
requirements of Underwriters Laboratories, Inc., UL
No. 912, Highway
Emergency Signals, Fourth Edition, July 30, 1979,
(with an amendment
dated November 9, 1981). (See Sec. 393.7(c) for
information on the
incorporation by reference and availability of this
document.) Each
fusee and liquid-burning flare shall be marked with
the UL symbol in
accordance with the requirements of UL 912.
(k) Requirements for red flags. Red flags shall be
not less than 12
inches square, with standards adequate to maintain
the flags in an
upright position.
Sec. 393.100 Which types of commercial motor
vehicles are subject to the cargo securement
standards of this subpart, and what general
requirements apply?
Source: 67 FR 61225, Sept. 27, 2002, unless
otherwise noted.
(a) Applicability. The rules in this subpart are
applicable to
trucks, truck tractors, semitrailers, full trailers,
and pole trailers.
(b) Prevention against loss of load. Each commercial
motor vehicle
must, when transporting cargo on public roads, be
loaded and equipped,
and the cargo secured, in accordance with this
subpart to prevent the
cargo from leaking, spilling, blowing or falling
from the motor vehicle.
(c) Prevention against shifting of load. Cargo must
be contained,
immobilized or secured in accordance with this
subpart to prevent
shifting upon or within the vehicle to such an
extent that the vehicle's
stability or maneuverability is adversely affected.
Sec. 393.102 What are the minimum performance criteria for cargo securement devices and systems?
(a) Performance criteria. Cargo securement devices
and systems must
be capable of withstanding the following three
forces, applied
separately:
(1) 0.8 g deceleration in the forward direction;
(2) 0.5 g acceleration in the rearward direction;
and
(3) 0.5 g acceleration in a lateral direction.
(b) Performance criteria for devices to prevent
vertical movement of
loads that are not contained within the structure of
the vehicle.
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.
If the article is
fully contained within the structure of the vehicle,
it may be secured
in accordance with Sec. 393.106(b).
(c) Prohibition on exceeding working load limits.
Cargo securement
devices and systems must be designed, installed, and
maintained to
ensure that the maximum forces acting on the devices
or systems do not
exceed the working load limit for the devices under
the conditions
listed in paragraphs (a) and (b) of this section.
(d) Equivalent means of securement. Cargo that is
immobilized, or
secured in accordance with the applicable
requirements of Secs. 393.104
through 393.136, is considered as meeting the
performance criteria of
this section.
Sec. 393.104 What standards must cargo securement devices and systems meet in order to satisfy the requirements of this subpart?
(a) General. All devices and systems used to secure
cargo to or
within a vehicle must be capable of meeting the
requirements of
Sec. 393.102.
(b) Prohibition on the use of damaged securement
devices. All
vehicle structures, systems, parts, and components
used to secure cargo
must be in proper working order when used to perform
that function with
no damaged or weakened components that will
adversely effect their
performance for cargo securement purposes, including
reducing the
working load limit, and must not have any cracks or
cuts.
(c) Vehicle structures and anchor points. Vehicle
structures,
floors, walls, decks, tiedown anchor points,
headerboards, bulkheads,
stakes, posts and associated mounting pockets used
to contain or secure
articles of cargo must be strong enough to meet the
performance criteria
of Sec. 393.102, with no damaged or weakened
components that will
adversely effect their performance for cargo
securement purposes,
including reducing the working load limit, and must
not have any cracks
or cuts.
(d) Material for dunnage, chocks, cradles, shoring
bars, blocking
and bracing. Material used as dunnage or dunnage
bags, chocks, cradles,
shoring bars, or used for blocking and bracing, must
not have damage or
defects which would compromise the effectiveness of
the securement
system.
(e) Manufacturing standards for tiedown assemblies.
Tiedown
assemblies (including chains, wire rope, steel
strapping, synthetic
webbing, and cordage) and other attachment or
fastening devices used to
secure articles of cargo to, or in, commercial motor
vehicles must
conform to the following applicable standards:
-------------------------------------------------------------------------------------------------
An assembly component of . . . Must conform to . . .
-------------------------------------------------------------------------------------------------
(1) Steel strapping 1, 2...........................
Standard Specification for Strapping, Flat Steel and
Seals, American Society for Testing and Materials
(ASTM) D3953-97, February 1998.\4\
(2)
Chain..............................................
National Association of Chain Manufacturers' Welded
Steel Chain Specifications, November 15, 1999.\4\
(3)
Webbing..........................................
Web Sling and Tiedown Association's Recommended
Standard Specification for Synthetic Web Tiedowns,
WSTDA-T1, 1998.\4\
(4) Wire rope \3\...................................
Wire Rope Technical Board's Wire Rope Users Manual,
2nd Edition, November 1985.\4\
(5)
Cordage...........................................
Cordage Institute rope standard:
(i) PETRS-2, Polyester Fiber Rope, three-Strand and
eight-Strand Constructions, January 1993; \4\
(ii) PPRS-2, Polypropylene Fiber Rope, three-Strand
and eight-Strand Constructions, August 1992; \4\
(iii) CRS-1, Polyester/Polypropylene Composite Rope
Specifications, three-Strand and eight-Strand
Standard Construction, May 1979; \4\
(iv) NRS-1, Nylon Rope Specifications, three-Strand
and eight-Strand Standard Construction, May 1979;
\4\ and
(v) C-1, Double Braided Nylon Rope Specifications
DBN, January 1984.\4\
---------------------------------------------------------------------------------------------------
\1\ Steel strapping not marked by the manufacturer
with a working load limit will be considered to have
a working load limit equal to one-fourth of the
breaking strength listed in ASTM D3953-97.
\2\ Steel strapping 25.4 mm (1 inch) or wider must
have at least two pairs of crimps in each seal and,
when an end-over-end lap joint is formed, must be
sealed with at least two seals.
\3\ Wire rope which is not marked by the
manufacturer with a working load limit shall be
considered to have a working load limit equal to
one-fourth of the nominal strength listed in the
manual.
\4\ See Sec. 393.7 for information on the
incorporation by reference and availability of this
document.
(f) Use of tiedowns. (1) Tiedowns and securing
devices must not
contain knots.
(2) If a tiedown is repaired, it must be repaired in
accordance with
the applicable standards in paragraph (e) of this
section, or the
manufacturer's instructions.
(3) Each tiedown must be attached and secured in a
manner that
prevents it from becoming loose, unfastening,
opening or releasing while
the vehicle is in transit.
(4) All tiedowns and other components of a cargo
securement system
used to secure loads on a trailer equipped with rub
rails, must be
located inboard of the rub rails whenever
practicable.
(5) Edge protection must be used whenever a tiedown
would be subject
to abrasion or cutting at the point where it touches
an article of
cargo. The edge protection must resist abrasion,
cutting and crushing.
Sec. 393.106 What are the general requirements for
securing articles of cargo?
(a) Applicability. The rules in this section are
applicable to the
transportation of all types of articles of cargo,
except commodities in
bulk that lack structure or fixed shape (e.g.,
liquids, gases, grain,
liquid concrete, sand, gravel, aggregates) and are
transported in a
tank, hopper, box or similar device that forms part
of the structure of
a commercial motor vehicle. The rules in this
section apply to the cargo
types covered by the commodity-specific rules of
Sec. 393.116 through
Sec. 393.136. 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.
(b) General. 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.
(c) Cargo placement and restraint. (1) Articles of
cargo that are
likely to roll must be restrained by chocks, wedges,
a cradle or other
equivalent means to prevent rolling. The means of
preventing rolling
must not be capable of becoming unintentionally
unfastened or loose
while the vehicle is in transit.
(2) Articles or cargo placed beside each other and
secured by
transverse tiedowns must either:
(i) Be placed in direct contact with each other, or
(ii) Be prevented from shifting towards each other
while in transit.
(d) Minimum strength of cargo securement devices and
systems. The
aggregate working load limit of any securement
system 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
working load limit is the sum of:
(1) One-half of the working load limit of each
associated connector
or attachment mechanism used to secure a part of the
article of cargo to
the vehicle; and
(2) One-half of the working load limit for each end
section of a
tiedown that is attached to an anchor point.
Sec. 393.108 How is the working load limit of a
tiedown determined?
(a) The working load limit (WLL) of a tiedown,
associated 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.
(b) The working load limits of tiedowns may be
determined by using
either the tiedown manufacturer's markings or by
using the tables in
this section. The working load limits listed in the
tables are to be
used when the tiedown material is not marked by the
manufacturer with
the working load limit. Tiedown materials which are
marked by the
manufacturer with working load limits that differ
from the tables, shall
be considered to have a working load limit equal to
the value for which
they are marked.
(c) Synthetic cordage (e.g., nylon, polypropylene,
polyester) which
is not marked or labeled to enable identification of
its composition or
working load limit shall be considered to have a
working load limit
equal to that for polypropylene fiber rope.
(d) Welded steel chain which is not marked or
labeled to enable
identification of its grade or working load limit
shall be considered to
have a working load limit equal to that for grade 30
proof coil chain.
(e)(1) Wire rope which is not marked by the
manufacturer with a
working load limit shall be considered to have a
working load limit
equal to one-fourth of the nominal strength listed
in the Wire Rope
Users Manual.
(2) Wire which is not marked or labeled to enable
identification of
its construction type shall be considered to have a
working load limit
equal to that for 6 x 37, fiber core wire rope.
(f) Manila rope which is not marked by the
manufacturer with a
working load limit shall be considered to have a
working load limit
based on its diameter as provided in the tables of
working load limits.
(g) Friction mats which are not marked or rated by
the manufacturer
shall be considered to provide resistance to
horizontal movement equal
to 50 percent of the weight placed on the mat.
Tables to Sec. 393.108
[Working Load Limits (WLL), Chain]
--------------------------------------------------------------------------------------------------------
Size mm (inches)
WLL in kg (pounds)
-------------------------------------------------------------------------------
Grade 30 proof coil Grade 43 high test Grade 70
transport Grade 80 alloy Grade 100 alloy
--------------------------------------------------------------------------------------------------------
1. 7 (1/4)........... 580 (1,300) 1,180 (2,600)
1,430 (3,150) 1,570 (3,500) 1,950 (4,300)
2. 8 (5/16)......... 860 (1,900) 1,770 (3,900) 2,130
(4,700) 2,000 (4,500) 2,600 (5,700)
3. 10 (3/8)......... 1,200 (2,650) 2,450 (5,400)
2,990 (6,600) 3,200 (7,100) 4,000 (8,800)
4. 11 (7/16)....... 1,680 (3,700) 3,270 (7,200)
3,970 (8,750)
5. 13 (1/2)......... 2,030 (4,500) 4,170 (9,200)
5,130 (11,300) 5,400 (12,000) 6,800 (15,000)
6. 16 (5/8)......... 3,130 (6,900) 5,910 (13,000)
7,170 (15,800) 8,200 (18,100) 10,300 (22,600)
Chain Mark Examples:
Example 1.... 3 4 7 8 10
Example 2.... 30 43 70 80 100
Example 3.... 300
430
700 800 1000
--------------------------------------------------------------------------------------------------------
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)
-----------------------------------------------------------------------------------
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)
-----------------------------------------------------------------------------------
Manila Rope
-----------------------------------------------------------------------------------
Diameter mm (inches)
WLL kg (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)
-----------------------------------------------------------------------------------
Polypropylene Fiber Rope WLL (3-Strand and 8-Strand
Constructions)
-----------------------------------------------------------------------------------
Diameter mm (inches)
WLL kg (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)
-----------------------------------------------------------------------------------
Polyester Fiber Rope WLL (3-Strand and 8-Strand
Constructions)
-----------------------------------------------------------------------------------
Diameter mm (inches)
WLL kg (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)
-----------------------------------------------------------------------------------
Nylon Rope
-----------------------------------------------------------------------------------
Diameter mm (inches)
WLL kg (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)
-----------------------------------------------------------------------------------
Double Braided Nylon Rope
-----------------------------------------------------------------------------------
Diameter mm (inches)
WLL kg (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)
-----------------------------------------------------------------------------------
Steel 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)
-----------------------------------------------------------------------------------
Sec. 393.110 What else do I have to do to determine
the minimum number of tiedowns?
(a) In addition to the requirements of Sec. 393.106,
the minimum
number of tiedowns required to secure an article or
group of articles
against movement depends on the length of the
article(s) being secured,
and the requirements of paragraphs (b) and (c) of
this section.
(b) When an article is 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,
it must be secured by at least:
(1) One tiedown for articles 5 feet (1.52 meters) or
less in length,
and 1,100 pounds (500 kg) or less in weight;
(2) Two tiedowns if the article is:
(i) 5 feet (1.52 meters) or less in length and more
than 1,100
pounds (500 kg) in weight; or
(ii) Longer than 5 feet (1.52 meters) but less than
or equal to 10
feet (3.04 meters) in length, irrespective of the
weight.
(3) Two tiedowns if the article is longer than 10
feet (3.04
meters), and one additional tiedown for every 10
feet (3.04 meters) of
article length, or fraction thereof, beyond the
first 10 feet (3.04
meters) of length.
(c) If an individual article is required to be
blocked, braced or
immobilized to prevent movement in the forward
direction by a
headerboard, bulkhead, other articles which are
adequately secured or by
an appropriate blocking or immobilization method, it
must be secured by
at least one tiedown for every 3.04 meters (10 feet)
or article length,
or fraction thereof.
(d) Special rule for special purpose vehicles. The
rules in this
section do not apply to a vehicle transporting one
or more articles of
cargo such as, but not limited to, machinery or
fabricated structural
items (e.g., steel or concrete beams, crane booms,
girders, and trusses,
etc.) which, because of their design, size, shape,
or weight, must be
fastened by special methods. However, any article of
cargo carried on
that vehicle must be securely and adequately
fastened to the vehicle.
Sec. 393.112 Must a tiedown be adjustable?
Each tiedown, or its associated connectors, or its
attachment
mechanisms must be designed, constructed, and
maintained so the driver
of an in-transit commercial motor vehicle can
tighten them. However,
this requirement does not apply to the use of steel
strapping.
Sec. 393.114 What are the requirements for front end structures used as part of a cargo securement system?
(a) Applicability. The rules in this section are
applicable to
commercial motor vehicles transporting articles of
cargo that are in
contact with the front end structure of the vehicle.
The front end
structure on these cargo-carrying vehicles must meet
the performance
requirements of this section.
(b) Height and width. (1) The front end structure
must extend either
to a height of 4 feet above the floor of the vehicle
or to a height at
which it blocks forward movement of any item of
article of cargo being
carried on the vehicle, whichever is lower.
(2) The front end structure must have a width which
is at least
equal to the width of the vehicle or which blocks
forward movement of
any article of cargo being transported on the
vehicle, whichever is
narrower.
(c) Strength. The front end structure must be
capable of
withstanding the following horizontal forward static
load:
(1) For a front end structure less than 6 feet in
height, a
horizontal forward static load equal to one-half
(0.5) of the weight of
the articles of cargo being transported on the
vehicle uniformly
distributed over the entire portion of the front end
structure that is
within 4 feet above the vehicle's floor or that is
at or below a height
above the vehicle's floor at which it blocks forward
movement of any
article of the vehicle's cargo, whichever is less;
or
(2) For a front end structure 6 feet in height or
higher, a
horizontal forward static load equal to four-tenths
(0.4) of the weight
of the articles of cargo being transported on the
vehicle uniformly
distributed over the entire front end structure.
(d) Penetration resistance. The front end structure
must be
designed, constructed, and maintained so that it is
capable of resisting
penetration by any article of cargo that contacts it
when the vehicle
decelerates at a rate of 20 feet per second, per
second. The front end
structure must have no aperture large enough to
permit any article of
cargo in contact with the structure to pass through
it.
(e) Substitute devices. The requirements of this
section may be met
by the use of devices performing the same functions
as a front end
structure, if the devices are at least as strong as,
and provide
protection against shifting articles of cargo at
least equal to, a front
end structure which conforms to those requirements.
Sec. 393.116 What are the rules for securing logs?
(a) Applicability. The rules in this section are
applicable to the
transportation of logs with the following
exceptions:
(1) Logs that are unitized by banding or other
comparable means may
be transported in accordance with the general cargo
securement rules of
Secs. 393.100 through 393.114.
(2) Loads that consist of no more than four
processed logs may be
transported in accordance with the general cargo
securement rules of
Secs. 393.100 through 393.114.
(3) Firewood, stumps, log debris and other such
short logs must be
transported in a vehicle or container enclosed on
both sides, front, and
rear and of adequate strength to contain them.
Longer logs may also be
so loaded.
(b) Components of a securement system. (1) Logs must
be transported
on a vehicle designed and built, or adapted, for the
transportation of
logs. Any such vehicle must be fitted with bunks,
bolsters, stakes or
standards, or other equivalent means, that cradle
the logs and prevent
them from rolling.
(2) All vehicle components involved in securement of
logs must be
designed and built to withstand all anticipated
operational forces
without failure, accidental release or permanent
deformation. Stakes or
standards that are not permanently attached to the
vehicle must be
secured in a manner that prevents unintentional
separation from the
vehicle in transit.
(3) Tiedowns must be used in combination with the
stabilization
provided by bunks, stakes and bolsters to secure the
load.
(c) Use of securement system. (1) Logs must be
solidly packed, and
the outer bottom logs must be in contact with and
resting solidly
against the bunks, bolsters, stakes or standards.
(2) Each outside log on the side of a stack of logs
must touch at
least two stakes, bunks, bolsters, or standards. If
one end does not
actually touch a stake, it must rest on other logs
in a stable manner
and must extend beyond the stake, bunk, bolster or
standard.
(3) The center of the highest outside log on each
side or end must
be below the top of each stake, bunk or standard.
(4) Each log that is not held in place by contact
with other logs or
the stakes, bunks, or standards must be held in
place by a tiedown.
Additional tiedowns or securement devices must be
used when the
condition of the wood results in such low friction
between logs that
they are likely to slip upon each other.
(d) Securement of shortwood logs loaded crosswise on
frame, rail and
flatbed vehicles. In addition to the requirements of
paragraphs (b) and
(c) of this section, each stack of logs loaded
crosswise must meet the
following rules:
(1) In no case may the end of a log in the lower
tier extend more
than one-third of the log's total length beyond the
nearest supporting
structure on the vehicle.
(2) When only one stack of shortwood is loaded
crosswise, it must be
secured with at least two tiedowns. The tiedowns
must attach to the
vehicle frame at the front and rear of the load, and
must cross the load
in this direction.
(3) When two tiedowns are used, they must be
positioned at
approximately one-third and two-thirds of the length
of the logs.
(4) A vehicle that is more than 10 meters (33 feet)
long must be
equipped with center stakes, or comparable devices,
to divide it into
sections approximately equal in length. Where a
vehicle is so divided,
each tiedown must secure the highest log on each
side of the center
stake, and must be fastened below these logs. It may
be fixed at each
end and tensioned from the middle, or fixed in the
middle and tensioned
from each end, or it may pass through a pulley or
equivalent device in
the middle and be tensioned from one end.
(5) Any structure or stake that is subjected to an
upward force when
the tiedowns are tensioned must be anchored to
resist that force.
(6) If two stacks of shortwood are loaded
side-by-side, in addition
to meeting the requirements of paragraphs (d)(1)
through (d)(5) of this
section, they must be loaded so that:
(i) There is no space between the two stacks of
logs;
(ii) The outside of each stack is raised at least
2.5 cm (1 in)
within 10 cm (4 in) of the end of the logs or the
side of the vehicle;
(iii) The highest log is no more than 2.44 m (8 ft)
above the deck;
and
(iv) At least one tiedown is used lengthwise across
each stack of
logs.
(e) Securement of logs loaded lengthwise on flatbed
and frame
vehicles. In addition to meeting the requirements of
paragraphs (b) and
(c) of this section, each stack of shortwood loaded
lengthwise on a
frame vehicle or on a flatbed must be secured to the
vehicle by at least
two tiedowns.
(f) Securement of logs transported on pole trailers.
(1) The load
must be secured by at least one tiedown at each
bunk, or alternatively,
by at least two tiedowns used as wrappers that
encircle the entire load
at locations along the load that provide effective
securement.
(2) The front and rear wrappers must be at least
3.04 meters (10
feet) apart.
(3) Large diameter single and double log loads must
be immobilized
with chock blocks or other equivalent means to
prevent shifting.
(4) Large diameter logs that rise above bunks must
be secured to the
underlying load with at least two additional
wrappers.
Sec. 393.118 What are the rules for securing dressed lumber or similar building products?
(a) Applicability. The rules in this section apply
to the
transportation of bundles of dressed lumber,
packaged lumber, building
products such as plywood, gypsum board or other
materials of similar
shape. Lumber or building products which are not
bundled or packaged
must be treated as loose items and transported in
accordance with
Secs. 393.100 through 393.114 of this subpart. For
the purpose of this
section, ``bundle'' refers to packages of lumber,
building materials or
similar products which are unitized for securement
as a single article
of cargo.
(b) Positioning of bundles. Bundles must be placed
side by side in
direct contact with each other, or a means must be
provided to prevent
bundles from shifting towards each other.
(c) Securement of bundles transported using no more
than one tier.
Bundles carried on one tier must be secured in
accordance with the
general provisions of Secs. 393.100 through 393.114.
(d) Securement of bundles transported using more
than one tier.
Bundles carried in more than one tier must be
either:
(1) Blocked against lateral movement by stakes on
the sides of the
vehicle and secured by tiedowns laid out over the
top tier, as outlined
in the general provisions of Secs. 393.100 through
393.114; or
(2) Restrained from lateral movement by blocking or
high friction
devices between tiers and secured by tiedowns laid
out over the top
tier, as outlined in the general provisions of Secs.
393.100 through
393.114; or
(3) Placed directly on top of other bundles or on
spacers and
secured in accordance with the following:
(i) The length of spacers between bundles must
provide support to
all pieces in the bottom row of the bundle.
(ii) The width of individual spacers must be equal
to or greater
than the height.
(iii) If spacers are comprised of layers of
material, the layers
must be unitized or fastened together in a manner
which ensures that the
spacer performs as a single piece of material.
(iv) The arrangement of the tiedowns for the bundles
must be:
(A) Secured by tiedowns over the top tier of
bundles, in accordance
with the general provisions of Secs. 393.100 through
393.114 with a
minimum of two tiedowns for bundles longer than 1.52
meters (5 ft); and
(B) Secured by tiedowns in accordance with the
general provisions of
Secs. 393.100 through 393.114 over the second tier
or over a middle tier
of a maximum height of 1.85 meters (6 ft) above the
trailer deck,
whichever is greater, for each stack of bundles
composed of more than
two tiers; or
(4) Secured by tiedowns over each tier of bundles,
in accordance
with Secs. 393.100 through 393.114 using a minimum
of two tiedowns over
each of the top bundles longer than 1.52 meters (5
ft), in all
circumstances.
Sec. 393.120 What are the rules for securing metal
coils?
(a) Applicability. The rules in this section apply
to the
transportation of one or more metal coils which,
individually or grouped
together, weigh 2268 kg (5000 pounds) or more.
Shipments of metal coils
that weigh less than 2268 kg (5000 pounds) may be
secured in accordance
with the provisions of Secs. 393.100 through
393.114.
(b) Securement of coils transported with eyes
vertical on a flatbed
vehicle, in a sided vehicle or intermodal container
with anchor points--
(1) An individual coil. Each coil must be secured by
tiedowns arranged
in a manner to prevent the coils from tipping in the
forward, rearward,
and lateral directions. The restraint system must
include the following:
(i) At least one tiedown attached diagonally from
the left side of
the vehicle or intermodal container (near the
forwardmost part of the
coil), across the eye of the coil, to the right side
of the vehicle or
intermodal container (near the rearmost part of the
coil);
(ii) At least one tiedown attached diagonally from
the right side of
the vehicle or intermodal container (near the
forwardmost part of the
coil), across the eye of the coil, to the left side
of the vehicle or
intermodal container (near the rearmost part of the
coil);
(iii) At least one tiedown attached transversely
over the eye of the
coil; and
(iv) Either blocking and bracing, friction mats or
tiedowns must be
used to prevent longitudinal movement in the forward
direction.
(2) Coils grouped in rows. When coils are grouped
and loaded side by
side in a transverse or longitudinal row, the each
row of coils must be
secured by the following:
(i) At least one tiedown attached to the front of
the row of coils,
restraining against forward motion, and whenever
practicable, making an
angle no more than 45 degrees with the floor of the
vehicle or
intermodal container when viewed from the side of
the vehicle or
container;
(ii) At least one tiedown attached to the rear of
the row of coils,
restraining against rearward motion, and whenever
practicable, making an
angle no more than 45 degrees with the floor of the
vehicle or
intermodal container when viewed from the side of
the vehicle or
container;
(iii) At least one tiedown over the top of each coil
or transverse
row of coils, restraining against vertical motion.
Tiedowns going over
the top of a coil(s) must be as close as practicable
to the eye of the
coil and positioned to prevent the tiedown from
slipping or becoming
unintentionally unfastened while the vehicle is in
transit; and
(iv) Tiedowns must be arranged to prevent shifting
or tipping in the
forward, rearward and lateral directions.
(c) Securement of coils transported with eyes
crosswise on a flatbed
vehicle, in a sided vehicle or intermodal container
with anchor points--
(1) An individual coil. Each coil must be secured by
the following:
(i) A means (e.g., timbers, chocks or wedges, a
cradle, etc.) to
prevent the coil from rolling. The means of
preventing rolling must
support the coil off the deck, and must not be
capable of becoming
unintentionally unfastened or loose while the
vehicle is in transit. If
timbers, chocks or wedges are used, they must be
held in place by coil
bunks or similar devices to prevent them from coming
loose. The use of
nailed blocking or cleats as the sole means to
secure timbers, chocks or
wedges, or a nailed wood cradle, is prohibited;
(ii) At least one tiedown through its eye,
restricting against
forward motion, and whenever practicable, making an
angle no more than
45 degrees with the floor of the vehicle or
intermodal container when
viewed from the side of the vehicle or container;
and
(iii) At least one tiedown through its eye,
restricting against
rearward motion, and whenever practicable, making an
angle no more than
45 degrees with the floor of the vehicle or
intermodal container when
viewed from the side of the vehicle or container.
(2) Prohibition on crossing of tiedowns when coils
are transported
with eyes crosswise. Attaching tiedowns diagonally
through the eye of a
coil to form an X-pattern when viewed from above the
vehicle is
prohibited.
(d) Securement of coils transported with eyes
lengthwise on a
flatbed vehicle, in a sided vehicle or intermodal
container with anchor
points--(1) An individual coil-option 1. Each coil
must be secured by:
(i) A means (e.g., timbers, chocks or wedges, a
cradle, etc.) to
prevent the coil from rolling. The means of
preventing rolling must
support the coil off the deck, and must not be
capable of becoming
unintentionally unfastened or loose while the
vehicle is in transit. If
timbers, chocks or wedges are used, they must be
held in place by coil
bunks or similar devices to prevent them from coming
loose. The use of
nailed blocking or cleats as the sole means to
secure timbers, chocks or
wedges, or a nailed wood cradle, is prohibited;
(ii) At least one tiedown attached diagonally
through its eye from
the left side of the vehicle or intermodal container
(near the forward-
most part of the coil), to the right side of the
vehicle or intermodal
container (near the rearmost part of the coil),
making an angle no more
than 45 degrees, whenever practicable, with the
floor of the vehicle or
intermodal container when viewed from the side of
the vehicle or
container;
(iii) At least one tiedown attached diagonally
through its eye, from
the right side of the vehicle or intermodal
container (near the forward-
most part of the coil), to the left side of the
vehicle or intermodal
container (near the rearmost part of the coil),
making an angle no more
than 45 degrees, whenever practicable, with the
floor of the vehicle or
intermodal container when viewed from the side of
the vehicle or
container;
(iv) At least one tiedown attached transversely over
the top of the
coil; and
(v) Either blocking, or friction mats to prevent
longitudinal
movement.
(2) An individual coil--option 2. Each coil must be
secured by:
(i) A means (e.g., timbers, chocks or wedges, a
cradle, etc.) to
prevent the coil from rolling. The means of
preventing rolling must
support the coil off the deck, and must not be
capable of becoming
unintentionally unfastened or loose while the
vehicle is in transit. If
timbers, chocks or wedges are used, they must be
held in place by coil
bunks or similar devices to prevent them from coming
loose. The use of
nailed blocking or cleats as the sole means to
secure timbers, chocks or
wedges, or a nailed wood cradle, is prohibited;
(ii) At least one tiedown attached straight through
its eye from the
left side of the vehicle or intermodal container
(near the forward-most
part of the coil), to the left side of the vehicle
or intermodal
container (near the rearmost part of the coil), and,
whenever
practicable, making an angle no more than 45 degrees
with the floor
of the vehicle or intermodal container when viewed
from the side of
the vehicle or container;
(iii) At least one tiedown attached straight through
its eye, from
the right side of the vehicle or intermodal
container (near the forward-
most part of the coil), to the right side of the
vehicle or intermodal
container (near the rearmost part of the coil), and
whenever
practicable, making an angle no more than 45 degrees
with the floor of
the vehicle or intermodal container when viewed from
the side of the
vehicle or container;
(iv) At least one tiedown attached transversely over
the top of the
coil; and
(v) Either blocking or friction mats to prevent
longitudinal
movement.
(3) An individual coil--option 3. Each coil must be
secured by:
(i) A means (e.g., timbers, chocks or wedges, a
cradle, etc.) to
prevent the coil from rolling. The means of
preventing rolling must
support the coil off the deck, and must not be
capable of becoming
unintentionally unfastened or loose while the
vehicle is in transit. If
timbers, chocks or wedges are used, they must be
held in place by coil
bunks or similar devices to prevent them from coming
loose. The use of
nailed blocking or cleats as the sole means to
secure timbers, chocks or
wedges, or a nailed wood cradle, is prohibited;
(ii) At least one tiedown over the top of the coil,
located near the
forward-most part of the coil;
(iii) At least one tiedown over the top of the coil
located near the
rearmost part of the coil; and
(iv) Either blocking or friction mats to prevent
longitudinal
movement.he forward direction.
(4) Rows of coils. Each transverse row of coils
having approximately
equal outside diameters must be secured with:
(i) A means (e.g., timbers, chocks or wedges, a
cradle, etc.) to
prevent each coil in the row of coils from rolling.
The means of
preventing rolling must support each coil off the
deck, and must not be
capable of becoming unintentionally unfastened or
loose while the
vehicle is in transit. If timbers, chocks or wedges
are used, they must
be held in place by coil bunks or similar devices to
prevent them from
coming loose. The use of nailed blocking or cleats
as the sole means to
secure timbers, chocks or wedges, or a nailed wood
cradle, is
prohibited;
(ii) At least one tiedown over the top of each coil
or transverse
row, located near the forward-most part of the coil;
(iii) At least one tiedown over the top of each coil
or transverse
row, located near the rearmost part of the coil; and
(iv) Either blocking, bracing or friction mats to
prevent
longitudinal movement.
(e) Securement of coils transported in a sided
vehicle without
anchor points or an intermodal container without
anchor points. Metal
coils transported in a vehicle with sides without
anchor points or an
intermodal container without anchor points must be
loaded in a manner to
prevent shifting and tipping. The coils may also be
secured using a
system of blocking and bracing, friction mats,
tiedowns, or a
combination of these to prevent any horizontal
movement and tipping.
Sec. 393.122 What are the rules for securing paper rolls?
(a) Applicability. The rules in this section apply
to shipments of
paper rolls which, individually or together, weigh
2268 kg (5000 lb) or
more. Shipments of paper rolls that weigh less than
2268 kg (5000 lb),
and paper rolls that are unitized on a pallet, may
either be secured in
accordance with the rules in this section or the
requirements of
Secs. 393.100 through 393.114.
(b) Securement of paper rolls transported with eyes
vertical in a
sided vehicle. (1) Paper rolls must be placed
tightly against the walls
of the vehicle, other paper rolls, or other cargo,
to prevent movement
during transit.
(2) If there are not enough paper rolls in the
shipment to reach the
walls of the vehicle, lateral movement must be
prevented by filling the
void, blocking, bracing, tiedowns or friction mats.
The paper rolls may
also be banded together.
(3) When any void behind a group of paper rolls,
including that at
the rear of the vehicle, exceeds the diameter of the
paper rolls,
rearward movement must be prevented by friction
mats, blocking, bracing, tiedowns, or
banding to other rolls.
(4)(i) If a paper roll is not prevented from tipping
or falling
sideways or rearwards by vehicle structure or other
cargo, and its width
is more than 2 times its diameter, it must be
prevented from tipping or
falling by banding it to other rolls, bracing, or
tiedowns.
(ii) If the forwardmost roll(s) in a group of paper
rolls is not
prevented from tipping or falling forwards by
vehicle structure or other
cargo and it is restrained against forward movement
by friction mat(s)
alone, and its width is more than 1.75 times its
diameter, it must be
prevented from tipping or falling forwards by
banding it to other rolls,
bracing, or tiedowns.
(iii) Otherwise, when a paper roll or the
forwardmost roll in groups
of rolls that are not prevented from tipping or
falling forwards by
vehicle structure or other cargo and its width
exceeds 1.25 times its
diameter it must be prevented from tipping or
falling by banding it to
other rolls, bracing or tiedowns.
(5) If paper rolls are banded together, the rolls
must be placed
tightly against each other to form a stable group.
The bands must be
applied tightly, and must be secured so that they
cannot fall off the
rolls or to the deck.
(6) A friction mat used to provide the principal
securement for a
paper roll must protrude from beneath the roll in
the direction in which
it is providing that securement.
(c) Securement of split loads of paper rolls
transported with eyes
vertical in a sided vehicle. (1) If a paper roll in
a split load is not
prevented from forward movement by vehicle structure
or other cargo, it
must be prevented from forward movement by filling
the open space, or by
blocking, bracing, tiedowns, friction mats, or some
combination of
these.
(2) A friction mat used to provide the principal
securement for a
paper roll must protrude from beneath the roll in
the direction in which
it is providing that securement.
(d) Securement of stacked loads of paper rolls
transported with eyes
vertical in a sided vehicle. (1) Paper rolls must
not be loaded on a
layer of paper rolls beneath unless the lower layer
extends to the front
of the vehicle.
(2) Paper rolls in the second and subsequent layers
must be
prevented from forward, rearward or lateral movement
by means as allowed
for the bottom layer, or by use of a blocking roll
from a lower layer.
(3) The blocking roll must be at least 38 mm (1.5
in) taller than
other rolls, or must be raised at least 38 mm (1.5
in) using dunnage.
(4) A roll in the rearmost row of any layer must not
be raised using
dunnage.
(e) Securement of paper rolls transported with eyes
crosswise in a
sided vehicle. (1) The paper rolls must be prevented
from rolling or
shifting longitudinally by contact with vehicle
structure or other
cargo, by chocks, wedges or blocking and bracing of
adequate size, or by
tiedowns.
(2) Chocks, wedges or blocking must be held securely
in place by
some means in addition to friction, so they cannot
become
unintentionally unfastened or loose while the
vehicle is in transit.
(3) The rearmost roll must not be secured using the
rear doors of
the vehicle or intermodal container, or by blocking
held in place by
those doors.
(4) If there is more than a total of 203 mm (8 in)
of space between
the ends of a paper roll, or a row of rolls, and the
walls of the
vehicle, void fillers, blocking, bracing, friction
mats, or tiedowns
must be used to prevent the roll from shifting
towards either wall.
(f) Securement of stacked loads of paper rolls
transported with eyes
crosswise in a sided vehicle. (1) Rolls must not be
loaded in a second
layer unless the bottom layer extends to the front
of the vehicle.
(2) Rolls must not be loaded in a third or higher
layer unless all
wells in the layer beneath are filled.
(3) The foremost roll in each upper layer, or any
roll with an empty
well in front of it, must be secured against forward
movement by:
(i) Banding it to other rolls, or
(ii) Blocking against an adequately secured
eye-vertical blocking
roll resting on the floor of the vehicle which is at
least 1.5 times
taller than the diameter of the roll being blocked,
or
(iii) Placing it in a well formed by two rolls on
the lower row
whose diameter is equal to or greater than that of
the roll on the upper
row.
(4) The rearmost roll in each upper layer must be
secured by banding
it to other rolls if it is located in either of the
last two wells
formed by the rearmost rolls in the layer below.
(5) Rolls must be secured against lateral movement
by the same means
allowed for the bottom layer when there is more than
a total of 203 mm
(8 in) of space between the ends of a paper roll, or
a row of rolls, and
the walls of the vehicle.
(g) Securement of paper rolls transported with the
eyes lengthwise
in a sided vehicle.
(1) Each roll must be prevented from forward
movement by contact
with vehicle structure, other cargo, blocking or
tiedowns.
(2) Each roll must be prevented from rearward
movement by contact
with other cargo, blocking, friction mats or
tiedowns.
(3) The paper rolls must be prevented from rolling
or shifting
laterally by contact with the wall of the vehicle or
other cargo, or by
chocks, wedges or blocking of adequate size.
(4) Chocks, wedges or blocking must be held securely
in place by
some means in addition to friction, so they cannot
become
unintentionally unfastened or loose while the
vehicle is in transit.
(h) Securement of stacked loads of paper rolls
transported with the
eyes lengthwise in a sided vehicle. (1) Rolls must
not be loaded in a
higher layer if another roll will fit in the layer
beneath.
(2) An upper layer must be formed by placing paper
rolls in the
wells formed by the rolls beneath.
(3) A roll in an upper layer must be secured against
forward and
rearward movement by any of the means allowed for
the bottom layer, by
use of a blocking roll, or by banding to other
rolls.
(i) Securement of paper rolls transported on a
flatbed vehicle or in
a curtain-sided vehicle--(1) Paper rolls with eyes
vertical or with eyes
lengthwise.
(i) The paper rolls must be loaded and secured as
described for a
sided vehicle, and the entire load must be secured
by tiedowns in
accordance with the requirements of Secs. 393.100
through 393.114.
(ii) Stacked loads of paper rolls with eyes vertical
are prohibited.
(2) Paper rolls with eyes crosswise.
(i) The paper rolls must be prevented from rolling
or shifting longitudinally
by contact with vehicle structure or other cargo, by
chocks, wedges or
blocking and bracing of adequate size, or by
tiedowns.
(ii) Chocks, wedges or blocking must be held
securely in place by
some means in addition to friction so that they
cannot become
unintentionally unfastened or loose while the
vehicle is in transit.
(iii) Tiedowns must be used in accordance with the
requirements of
Secs. 393.100 through 393.114 to prevent lateral
movement.
Sec. 393.124 What are the rules for securing concrete pipe?
(a) Applicability. (1) The rules in this section
apply to the
transportation of concrete pipe on flatbed trailers
and vehicles, and
lowboy trailers.
(2) Concrete pipe bundled tightly together into a
single rigid
article that has no tendency to roll, and concrete
pipe loaded in a
sided vehicle or container must be secured in
accordance with the
provisions of Secs. Sec. 393.100 through 393.114.
(b) General specifications for tiedowns. (1) The
aggregate working
load limit of all tiedowns on any group of pipes
must not be less than
half the total weight of all the pipes in the group.
(2) A transverse tiedown through a pipe on an upper
tier or over
longitudinal tiedowns is considered to secure all
those pipes beneath on
which that tiedown causes pressure.
(c) Blocking. (1) Blocking may be one or more pieces
placed
symmetrically about the center of a pipe.
(2) One piece must extend at least half the distance
from the center
to each end of the pipe, and two pieces must be
placed on the opposite
side, one at each end of the pipe.
(3) Blocking must be placed firmly against the pipe,
and must be
secured to prevent it moving out from under the
pipe.
(4) Timber blocking must have minimum dimensions of
at least 10 x 15
cm (4 x 6 in).
(d) Arranging the load--(1) Pipe of different
diameter. If pipe of
more than one diameter are loaded on a vehicle,
groups must be formed
that consist of pipe of only one size, and each
group must be separately
secured.
(2) Arranging a bottom tier. The bottom tier must be
arranged to
cover the full length of the vehicle, or as a
partial tier in one group
or two groups.
(3) Arranging an upper tier. Pipe must be placed
only in the wells
formed by adjacent pipes in the tier beneath. A
third or higher tier
must not be started unless all wells in the tier
beneath are filled.
(4) Arranging the top tier. The top tier must be
arranged as a
complete tier, a partial tier in one group, or a
partial tier in two
groups.
(5) Arranging bell pipe. (i) Bell pipe must be
loaded on at least
two longitudinal spacers of sufficient height to
ensure that the bell is
clear of the deck.
(ii) Bell pipe loaded in one tier must have the
bells alternating on
opposite sides of the vehicle.
(iii) The ends of consecutive pipe must be
staggered, if possible,
within the allowable width, otherwise they must be
aligned.
(iv) Bell pipe loaded in more than one tier must
have the bells of
the bottom tier all on the same side of the vehicle.
(v) Pipe in every upper tier must be loaded with
bells on the
opposite side of the vehicle to the bells of the
tier below.
(vi) If the second tier is not complete, pipe in the
bottom tier
which do not support a pipe above must have their
bells alternating on
opposite sides of the vehicle.
(e) Securing pipe with an inside diameter up to
1,143 mm (45 in). In
addition to the requirements of paragraphs (b), (c)
and (d) of this
section, the following rules must be satisfied:
(1) Stabilizing the bottom tier. (i) The bottom tier
must be
immobilized longitudinally at each end by blocking,
vehicle end
structure, stakes, a locked pipe unloader, or other
equivalent means.
(ii) Other pipe in the bottom tier may also be held
in place by
blocks and/or wedges; and
(iii) Every pipe in the bottom tier must also be
held firmly in
contact with the adjacent pipe by tiedowns though
the front and rear
pipes:
(A) At least one tiedown through the front pipe of
the bottom tier
must run aft at an angle not more than 45 degrees
with the horizontal,
whenever practicable.
(B) At least one tiedown through the rear pipe of
the bottom tier
must run forward at an angle not more than 45
degrees with the
horizontal, whenever practicable.
(2) Use of tiedowns. (i) Each pipe may be secured
individually with
tiedowns through the pipe.
(ii) If each pipe is not secured individually with a
tiedown, then:
(A) Either one 1/2-inch diameter chain or wire rope,
or two 3/8-inch
diameter chain or wire rope, must be placed
longitudinally over the
group of pipes;
(B) One transverse tiedown must be used for every
3.04 m (10 ft) of
load length. The transverse tiedowns may be placed
through a pipe, or
over both longitudinal tiedowns between two pipes on
the top tier.
(C) If the first pipe of a group in the top tier is
not placed in
the first well formed by pipes at the front of the
tier beneath, it must
be secured by an additional tiedown that runs
rearward at an angle not
more than 45 degrees to the horizontal, whenever
practicable. This
tiedown must pass either through the front pipe of
the upper tier, or
outside it and over both longitudinal tiedowns; and
(D) If the last pipe of a group in the top tier is
not placed in the
last well formed by pipes at the rear of the tier
beneath, it must be
secured by an additional tiedown that runs forward
at an angle not more
than 45 degrees to the horizontal, whenever
practicable. This tiedown
must pass either through the rear pipe of the upper
tier or outside it
and over both longitudinal tiedowns.
(f) Securing large pipe, with an inside diameter
over 1143 mm (45
in). In addition to the requirements of paragraphs
(b), (c) and (d) of
this section, the following rules must be satisfied:
(1) The front pipe and the rear pipe must be
immobilized by
blocking, wedges, vehicle end structure, stakes,
locked pipe unloader,
or other equivalent means.
(2) Each pipe must be secured by tiedowns through
the pipe:
(i) At least one tiedown through each pipe in the
front half of the
load, which includes the middle one if there is an
odd number, and must
run rearward at an angle not more than 45 degrees
with the horizontal,
whenever practicable.
(ii) At least one tiedown through each pipe in the
rear half of the
load, and must run forward at an angle not more than
45 degrees with the
horizontal, whenever practicable, to hold each pipe
firmly in contact
with adjacent pipe; and
(iii) If the front or rear pipe is not also in
contact with vehicle
end structure, stakes, a locked pipe unloader, or
other equivalent
means, at least two tiedowns positioned as described
in paragraphs
(f)(2)(i) and (ii) of this section, must be used
through that pipe.
(3) If only one pipe is transported, or if several
pipes are
transported without contact between other pipes, the
requirements in
this paragraph apply to each pipe as a single front
and rear article.
Sec. 393.126 What are the rules for securing intermodal containers?
(a) Applicability. The rules in this section apply
to the
transportation of intermodal containers. Cargo
contained within an
intermodal container must be secured in accordance
with the provisions
of Secs. 393.100 through 393.114 or, if applicable,
the commodity
specific rules of this part.
(b) Securement of intermodal containers transported
on container
chassis vehicle(s). (1) Each intermodal container
must be secured to the
container chassis with securement devices or
integral locking devices
that cannot unintentionally become unfastened while
the vehicle is in
transit.
(2) The securement devices must restrain the
container from moving
more than 1.27 cm (1/2 in) forward, more than 1.27
cm (1/2 in) aft, more
than 1.27 cm (1/2 in) to the right, more than 1.27
cm (1/2 in) to the
left, or more than 2.54 cm (1 in) vertically.
(3) The front and rear of the container must be
secured
independently.
(c) Securement of loaded intermodal containers
transported on
vehicles other than container chassis vehicle(s).
(1) All lower corners
of the intermodal container must rest upon the
vehicle, or the corners
must be supported by a structure capable of bearing
the weight of the
container and that support structure must be
independently secured to
the motor vehicle.
(2) Each container must be secured to the vehicle
by:
(i) Chains, wire ropes or integral devices which are
fixed to all
lower corners; or
(ii) Crossed chains which are fixed to all upper
corners; and,
(3) The front and rear of the container must be
secured
independently. Each chain, wire rope, or integral
locking device must be
attached to the container in a manner that prevents
it from being
unintentionally unfastened while the vehicle is in
transit.
(d) Securement of empty intermodal containers
transported on
vehicles other than container chassis vehicle(s).
Empty intermodal
containers transported on vehicles other than
container chassis vehicles
do not have to have all lower corners of the
intermodal container
resting upon the vehicle, or have all lower corners
supported by a
structure capable of bearing the weight of the empty
container,
provided:
(1) The empty intermodal container is balanced and
positioned on the
vehicle in a manner such that the container is
stable before the
addition of tiedowns or other securement equipment;
and,
(2) The amount of overhang for the empty container
on the trailer
does not exceed five feet on either the front or
rear of the trailer;
(3) The empty intermodal container must not
interfere with the
vehicle's maneuverability; and,
(4) The empty intermodal container is secured to
prevent lateral,
longitudinal, or vertical shifting.
Sec. 393.128 What are the rules for securing automobiles, light trucks and vans?
(a) Applicability. The rules in this section apply
to the transportation
of automobiles, light trucks, and vans which
individually weigh 4,536 kg.
(10,000 lb) or less. Vehicles which individually are
heavier than 4,536
kg (10,000 lb) must be secured in accordance with
the provisions of
Sec. 393.130 of this part.
(b) Securement of automobiles, light trucks, and
vans.
(1) Automobiles, light trucks, and vans must be
restrained at both
the front and rear to prevent lateral, forward,
rearward, and vertical
movement using a minimum of two tiedowns.
(2) Tiedowns that are designed to be affixed to the
structure of the
automobile, light truck, or van must use the
mounting points on those
vehicles that have been specifically designed for
that purpose.
(3) Tiedowns that are designed to fit over or around
the wheels of
an automobile, light truck, or van must provide
restraint in the
lateral, longitudinal and vertical directions.
(4) Edge protectors are not required for synthetic
webbing at points
where the webbing comes in contact with the tires.
Sec. 393.130 What are the rules for securing heavy vehicles, equipment and machinery?
(a) Applicability. The rules in this section apply
to the
transportation of heavy vehicles, equipment and
machinery which operate
on wheels or tracks, such as front end loaders,
bulldozers, tractors,
and power shovels and which individually weigh 4,536
kg (10,000 lb.) or
more. Vehicles, equipment and machinery which is
lighter than 4,536 kg
(10,000 lb.) may also be secured in accordance with
the provisions of
this section, with Sec. 393.128, or in accordance
with the provisions of
Secs. 393.100 through 393.114.
(b) Preparation of equipment being transported. (1)
Accessory
equipment, such as hydraulic shovels, must be
completely lowered and
secured to the vehicle.
(2) Articulated vehicles shall be restrained in a
manner that
prevents articulation while in transit.
(c) Securement of heavy vehicles, equipment or
machinery with
crawler tracks or wheels. (1) In addition to the
requirements of
paragraph (b) of this section, heavy equipment or
machinery with crawler
tracks or wheels must be restrained against movement
in the lateral,
forward, rearward, and vertical direction using a
minimum of four
tiedowns.
(2) Each of the tiedowns must be affixed as close as
practicable to
the front and rear of the vehicle, or mounting
points on the vehicle
that have been specifically designed for that
purpose.
Sec. 393.132 What are the rules for securing flattened or crushed vehicles?
(a) Applicability. The rules in this section apply
to the
transportation of vehicles such as automobiles,
light trucks, and vans
that have been flattened or crushed.
(b) Prohibition on the use of synthetic webbing. The
use of
synthetic webbing to secure flattened or crushed
vehicles is prohibited.
(c) Securement of flattened or crushed vehicles.
Flattened or
crushed vehicles must be transported on vehicles
which have:
(1) Containment walls or comparable means on four
sides which extend
to the full height of the load and which block
against movement of the
cargo in the forward, rearward and lateral
directions; or
(2)(i) Containment walls or comparable means on
three sides which
extend to the full height of the load and which
block against movement
of the cargo in the forward, rearward and the
lateral direction for
which there is no containment wall or comparable
means, and
(ii) A minimum of two tiedowns are required per
vehicle stack; or
(3)(i) Containment walls on two sides which extend
to the full
height of the load and which block against movement
of the cargo in the
forward and rearward directions, and
(ii) A minimum of three tiedowns are required per
vehicle stack; or
(4) A minimum of four tiedowns per vehicle stack.
(5) In addition to the requirements of paragraphs
(c)(2), (3), and
(4), the following rules must be satisfied:
(i) Vehicles used to transport flattened or crushed
vehicles must be
equipped with a means to prevent loose parts from
falling from all four
sides of the vehicle which extends to the full
height of the cargo.
(ii) The means used to contain loose parts may
consist of structural
walls, sides or sideboards, or suitable covering
material, alone or in
combinations.
(iii) The use of synthetic material for containment
of loose parts
is permitted.
Sec. 393.134 What are the rules for securing roll-on/roll-off or hook lift containers?
(a) Applicability. The rules in this section apply
to the
transportation of roll-on/roll-off or hook lift
containers.
(b) Securement of a roll-on/roll-off and hook lift
container. Each
roll-on/roll-off and hook lift container carried on
a vehicle which is
not equipped with an integral securement system must
be:
(1) Blocked against forward movement by the lifting
device, stops, a
combination of both or other suitable restraint
mechanism;
(2) Secured to the front of the vehicle by the
lifting device or
other suitable restraint against lateral and
vertical movement;
(3) Secured to the rear of the vehicle with at least
one of the
following mechanisms:
(i) One tiedown attached to both the vehicle chassis
and the
container chassis;
(ii) Two tiedowns installed lengthwise, each
securing one side of
the container to one of the vehicle's side rails; or
(iii) Two hooks, or an equivalent mechanism,
securing both sides of
the container to the vehicle chassis at least as
effectively as the
tiedowns in the two previous items.
(4) The mechanisms used to secure the rear end of a
roll-on/roll off
or hook lift container must be installed no more
than two meters (6 ft 7
in) from the rear of the container.
(5) In the event that one or more of the front stops
or lifting
devices are missing, damaged or not compatible,
additional manually
installed tiedowns must be used to secure the
container to the vehicle,
providing the same level of securement as the
missing, damaged or
incompatible components.
Sec. 393.136 What are the rules for securing large boulders?
(a) Applicability. (1) The rules in this section are
applicable to
the transportation of any large piece of natural,
irregularly shaped
rock weighing in excess of 5,000 kg (11,000 lb.) or
with a volume in
excess of 2 cubic-meters on an open vehicle, or in a
vehicle whose sides
are not designed and rated to contain such cargo.
(2) Pieces of rock weighing more than 100 kg (220
lb.), but less
than 5,000 kg (11,000 lb.) must be secured, either
in accordance with
this section, or in accordance with the provisions
of Secs. 393.100
through 393.114, including:
(i) Rock contained within a vehicle which is
designed to carry such
cargo; or
(ii) Secured individually by tiedowns, provided each
piece can be
stabilized and adequately secured.
(3) Rock which has been formed or cut to a shape and
which provides
a stable base for securement must also be secured,
either in accordance
with the provisions of this section, or in
accordance with the
provisions of Secs. 393.100 through 393.114.
(b) General requirements for the positioning of
boulders on the
vehicle. (1) Each boulder must be placed with its
flattest and/or
largest side down.
(2) Each boulder must be supported on at least two
pieces of hard
wood blocking at least 10 cm x 10 cm (4 inches x 4
inches) side
dimensions extending the full width of the boulder.
(3) Hardwood blocking pieces must be placed as
symmetrically as
possible under the boulder and should support at
least three-fourths of
the length of the boulder.
(4) If the flattest side of a boulder is rounded or
partially
rounded, so that the boulder may roll, it must be
placed in a crib made
of hardwood timber fixed to the deck of the vehicle
so that the boulder
rests on both the deck and the timber, with at least
three well-
separated points of contact that prevent its
tendency to roll in any
direction.
(5) If a boulder is tapered, the narrowest end must
point towards
the front of the vehicle.
(c) General tiedown requirements. (1) Only chain may
be used as
tiedowns to secure large boulders.
(2) Tiedowns which are in direct contact with the
boulder should,
where possible, be located in valleys or notches
across the top of the
boulder, and must be arranged to prevent sliding
across the rock
surface.
(d) Securement of a cubic shaped boulder. In
addition to the
requirements of paragraphs (b) and (c) of this
section, the following
rules must be satisfied:
(1) Each boulder must be secured individually with
at least two
chain tiedowns placed transversely across the
vehicle.
(2) The aggregate working load limit of the tiedowns
must be at
least half the weight of the boulder.
(3) The tiedowns must be placed as closely as
possible to the wood
blocking used to support the boulder.
(e) Securement of a non-cubic shaped boulder--with a
stable base. In
addition to the requirements of paragraphs (b) and
(c) of this section,
the following rules must be satisfied:
(1) The boulder must be secured individually with at
least two chain
tiedowns forming an ``X'' pattern over the boulder.
(2) The aggregate working load limit of the tiedowns
must be at
least half the weight of the boulder.
(3) The tiedowns must pass over the center of the
boulder and must
be attached to each other at the intersection by a
shackle or other
connecting device.
(f) Securement of a non-cubic shaped boulder--with
an unstable base.
In addition to the requirements of paragraphs (b)
and (c) of this
section, each boulder must be secured by a
combination of chain tiedowns
as follows:
(1) One chain must surround the top of the boulder
(at a point
between one-half and two-thirds of its height). The
working load limit
of the chain must be at least half the weight of the
boulder.
(2) Four chains must be attached to the surrounding
chain and the
vehicle to form a blocking mechanism which prevents
any horizontal
movement. Each chain must have a working load limit
of at least one-
fourth the weight of the boulder. Whenever
practicable, the angle of the
chains must not exceed 45 degrees from the
horizontal.
Sec. 393.201 Frames.
Source: 53 FR 49402, Dec. 7, 1988, unless otherwise
noted.
(a) The frame of every bus, truck, and truck tractor
shall not be
cracked, loose, sagging or broken.
(b) Bolts or brackets securing the cab or the body
of the vehicle to
the frame must not be loose, broken, or missing.
(c) The frame rail flanges between the axles shall
not be bent, cut
or notched, except as specified by the manufacturer.
(d) All accessories mounted to the truck tractor
frame must be
bolted or riveted.
(e) No holes shall be drilled in the top or bottom
rail flanges,
except as specified by the manufacturer.
(f) Field repairs are allowed.
Sec. 393.203 Cab and body components.
(a) The cab compartment doors or door parts used as
an entrance or
exist shall not be missing or broken. Doors shall
not sag so that they
cannot be properly opened or closed. No door shall
be wired shut or
otherwise secured in the closed position so that it
cannot be readily
opened. Exception: When the vehicle is loaded with
pipe or bar stock
that blocks the door and the cab has a roof exit.
(b) Bolts or brackets securing the cab or the body
of the vehicle to
the frame shall not be loose, broken, or missing.
(c) The hood must be securely fastened.
(d) All seats must be securely mounted.
(e) The front bumper must not be missing, loosely
attached, or
protruding beyond the confines of the vehicle so as
to create a hazard.
Sec. 393.205 Wheels.
(a) Wheels and rims shall not be cracked or broken.
(b) Stud or bolt holes on the wheels shall shall not
be elongated
(out of round).
(c) Nuts or bolts shall not be missing or loose.
Sec. 393.207 Suspension systems.
(a) Axles. No axle positioning part shall be
cracked, broken, loose
or missing. All axles must be in proper alignment.
(b) Adjustable axles. Adjustable axle assemblies
shall not have
locking pins missing or disengaged.
(c) Leaf springs. No leaf spring shall be cracked,
broken, or
missing nor shifted out of position.
(d) Coil springs. No coil spring shall be cracked or
broken.
(e) Torsion bar. No torsion bar or torsion bar
suspension shall be
cracked or broken.
(f) Air suspensions. The air pressure regulator
valve shall not
allow air into the suspension system until at least
55 psi is in the
braking system. The vehicle shall be level (not
tilting to the left or
right). Air leakage shall not be greater than 3 psi
in a 5-minute time
period when the vehicle's air pressure gauge shows
normal operating
pressure.
Sec. 393.209 Steering wheel systems.
(a) The steering wheel shall be secured and must not
have any spokes
cracked through or missing.
(b) The steering wheel lash shall not exceed the
following
parameters:
-----------------------------------------------------------------------------------
Steering wheel diameter
Manual steering system
Power steering system
-----------------------------------------------------------------------------------
16 or less.........................
2 + thn-eq>+
18 ...................................
2\1/4\ +
thn-eq>+
20 ...................................
2\1/2\ +
thn-eq>+
22 ...................................
2\3/4\ +
thn-eq>+
-----------------------------------------------------------------------------------
(c) Steering column. The steering column must be
securely fastened.
(d) Steering system. Universal joints shall not be
worn, faulty or
repaired by welding. The steering gear box shall not
have loose or
missing mounting bolts or cracks in the gear box or
mounting brackets.
The pitman arm on the steering gear output shaft
shall not be loose.
Steering wheels shall turn freely through the limit
of travel in both
directions.
(e) Power steering systems. All components of the
power system must
be in operating condition. No parts shall be loose
or broken. Belts
shall not be frayed, cracked or slipping. The system
shall not leak. The
power steering system shall have sufficient fluid in
the reservoir.
PART 394 [RESERVED]
-- END --
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