| 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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TO FEDERAL TRUCKING LAWS & REGULATIONS |
