Load Securement for Heavy Haul Equipment

Why Load Securement Matters in Heavy Haul

Load securement is the practice of restraining a cargo load against all the forces it will experience during highway transport — forward braking, rearward acceleration, lateral cornering, and vertical bounce from road surface irregularities. In standard flatbed freight, the consequences of a securement failure are bad. In heavy haul, where a single piece of cargo may weigh 60,000, 100,000, or 200,000 pounds, a securement failure can be catastrophic — destroying the equipment, the trailer, and anything in the path of a shifting load.

Federal load securement regulations are codified in Title 49 of the Code of Federal Regulations, Part 393, Subpart I. These rules are enforced by the Federal Motor Carrier Safety Administration (FMCSA) and are incorporated into roadside inspection procedures nationwide. A driver found with inadequate load securement at a weigh station or during a roadside inspection faces out-of-service orders — the load cannot move until the securement is corrected. For a shipper waiting on a time-sensitive equipment delivery, a securement out-of-service order is both costly and entirely preventable.

R&RM LLC has been securing and transporting oversize equipment loads since 2011. Every load we haul is secured to FMCSA standards before the truck leaves the pickup location, and our drivers inspect securement at every required interval during transit. This guide explains the framework behind those standards so shippers understand what proper securement requires.

The FMCSA Securement Framework

Working Load Limit (WLL) — The Foundational Concept

Every load securement regulation is built around a single foundational concept: the Working Load Limit, or WLL. The WLL is the maximum load that a tie-down device — a chain, a web strap, or a wire rope — is rated to hold under normal working conditions. It is stamped or tagged on the device by the manufacturer and is the starting point for all securement calculations.

WLL is distinct from the device's breaking strength. A Grade 70 transport chain with a 3/8-inch diameter has a breaking strength of approximately 26,400 pounds, but its WLL is rated at 6,600 pounds — one-quarter of the breaking strength. This safety factor is intentional: it accounts for shock loading, chain wear, and the dynamic forces the chain experiences in transit that can momentarily exceed the static weight of the cargo.

The Aggregate WLL Requirement

FMCSA requires that the total WLL of all tie-down devices securing a load must equal at least 50% of the cargo weight in the forward direction, and at least 50% of the cargo weight in the lateral and rearward directions. In practical terms, this means:

Note that each tie-down device's contribution to the aggregate WLL is counted at the rated WLL of the device — not its breaking strength, and not a theoretical value. A chain with a bend angle reduces its effective WLL; devices that are damaged, corroded, or improperly rigged are not counted at full WLL. FMCSA inspectors examine the physical condition of securement hardware, not just the count.

Minimum Number of Tie-Downs

In addition to the aggregate WLL requirement, FMCSA sets minimum tie-down counts based on cargo length:

• Cargo less than 5 feet long and less than 1,100 lbs: one tie-down
• Cargo 5 feet long or less but over 1,100 lbs: two tie-downs
• Cargo over 5 feet but less than 10 feet: two tie-downs
• Cargo 10 feet or longer: one additional tie-down for each additional 10 feet of length beyond the first 10 feet

For heavy equipment, the minimum count rule and the aggregate WLL rule must both be satisfied. The more restrictive requirement applies. A 50,000-pound excavator that is 30 feet long requires at least three tie-downs by the length rule, but the aggregate WLL calculation will almost always require more than three chains on a machine that heavy.

Chain and Hardware Requirements

Chain Grades for Heavy Haul

Transport chains are graded by their steel alloy and heat treatment. The grades most commonly used in heavy haul are:

• Grade 70 (Transport Chain): The standard for flatbed and RGN transport. Yellow chromate finish, stamped "70" or "G70." A 3/8-inch Grade 70 chain has a WLL of 6,600 lbs; 1/2-inch G70 has a WLL of 11,300 lbs.
• Grade 80 (Alloy Chain): Higher strength-to-weight ratio than Grade 70. Common in rigging and some heavy haul applications where weight savings matter. Stamped "80" or "G80."
• Grade 100 (High-Strength Alloy): Used in demanding heavy haul and crane rigging applications. Stamped "100" or "G100."

Chains must be free of visible damage, excessive wear, kinks, or deformation. FMCSA regulations require that chains showing any of these defects be removed from service. Drivers performing pre-trip and en-route inspections are required to identify and replace any chain that does not meet serviceability standards.

Binders

Binders — also called load binders — tension the chain by shortening its effective length. Two types are common in heavy haul:

• Lever (Snap) Binders: Tensioned by flipping a lever over-center. Faster to apply but can release unexpectedly if not properly engaged or if the chain vibrates loose.
• Ratchet Binders: Tensioned by ratcheting a screw mechanism. Slower to apply but hold tension more reliably on long hauls and over rough terrain. FMCSA inspectors and many experienced heavy haul carriers strongly prefer ratchet binders for heavy equipment loads.

Binders must be rated for the chain grade and size they are tensioning. A binder rated for 3/8-inch Grade 70 chain should not be used with 1/2-inch Grade 80 chain — the binder will fail at a load the chain can handle. All binders must be properly closed and prevented from accidental release; many drivers wire or secure binder handles to prevent bounce-induced opening.

Anchor Points and Trailer D-Rings

Chains are only as strong as the anchor points on both the cargo and the trailer. RGN trailers and lowboy trailers designed for heavy haul have D-rings and stake pockets rated for high-capacity tie-downs. The WLL of the anchor point is the limiting factor — if a D-ring is rated at 5,000 lbs WLL, the chain attached to it contributes only 5,000 lbs to the aggregate WLL regardless of the chain's own rating.

For equipment loads, tie-down attachment points on the machine are typically designated tie-down lugs, frame tie-downs, or track pad attachment holes specified by the manufacturer. Attaching chains to hydraulic lines, exhaust stacks, or structural members not designated for securement is a violation and creates damage risk to the machine. Equipment manuals specify where chains should be attached for transport; experienced heavy haul operators know these attachment points for the machines they regularly haul.

Equipment-Specific Securement

Excavator Securement

Excavators are among the most common heavy haul loads. Proper excavator securement on an RGN trailer involves:

• Tracks positioned on the trailer deck so the machine's weight is distributed over the trailer axles, not concentrated at the rear
• Boom lowered and rested on the deck or on a crib to eliminate boom swing
• Bucket curled and resting on the deck or blocked from swinging
• Chains attached to designated tie-down lugs on the undercarriage frame — not to the tracks, track rollers, or hydraulic cylinders
• Minimum of four chains in most configurations, with the aggregate WLL meeting the 50% requirement for the excavator's shipping weight

Large excavators — those over 100,000 pounds — may require six to eight chains of 1/2-inch Grade 70 or Grade 80 to meet aggregate WLL requirements. The boom must be blocked to prevent it from shifting laterally during emergency braking. For mining-class excavators that are partially disassembled for transport, each separate piece (boom, arm, counterweight) must be secured independently. See our excavator transport page for additional details on how we configure loads for specific models.

Bulldozer Securement

Bulldozers present a different securement challenge than excavators. The blade is typically removed for transport and shipped separately, which significantly reduces the transport width and makes the machine easier to chain. With the blade removed:

• Chains attach to the tractor's main frame tie-down lugs, which are typically located at the front corners and rear of the frame
• The ripper must be raised and chained or pinned in the raised position to prevent it from dropping during transport
• Tracks should be positioned to avoid overhang on either side of the trailer deck
• Four chains minimum for mid-size dozers; large dozers (D8, D9, D11) typically require six to eight chains meeting aggregate WLL requirements

When the blade must be transported with the machine — on a short move where separate transport of the blade is impractical — the blade extends the machine width significantly and almost always pushes the load into oversize permit territory. The blade itself must be chained independently to prevent it from rotating on its mounting. Our bulldozer transport page covers blade-off and blade-on configurations in more detail.

Crane and Boom Securement

Crane transport involves the most complex securement configurations in heavy haul. Depending on the crane type and the transport configuration, a crane move may involve:

• The carrier (lower works) secured on the main trailer with chains at rated attachment points
• The upperworks (house, engine, cab) either remaining on the carrier or removed as a separate piece
• The boom disassembled into sections, each section secured on a separate trailer as a rated cargo
• Counterweights removed and transported separately, each piece secured to its own designated trailer location

Each piece of a disassembled crane must meet securement requirements independently. The counterweights — which are dense steel blocks — must be cribbed to prevent rolling and chained to prevent shifting both longitudinally and laterally. Boom sections must be blocked at both ends to prevent rolling or longitudinal shifting. See our crane transport page for configuration details on specific crane types.

Wheeled and Tracked Machine Securement

Wheeled machines — motor graders, wheel loaders, scrapers — must have their wheel brakes applied and their articulation joints locked before chains are applied. An articulating machine whose joint is not locked can flex in transit, loosening chains and shifting the load. Most modern machines have a dedicated articulation lock pin for transport; drivers verify its installation before departure.

For tracked machines other than excavators and dozers — compactors, pipelayers, tracked mulchers — the same principles apply: chains at designated tie-down points, aggregate WLL meeting the 50% threshold, rotating or moving components (drums, heads, blades) blocked or pinned in transport position.

Blocking and Cribbing

Blocking and cribbing are wooden or steel structures placed under a load or between a load and the trailer deck to prevent the load from shifting, rocking, or sliding. They are required when a load's geometry makes it impossible to chain in a way that prevents all movement in all directions — which describes most heavy equipment loads.

When Blocking Is Required

FMCSA regulations require that cargo be blocked when tie-down devices alone cannot prevent movement in all required directions. For heavy equipment, cribbing is routinely used to:

• Support an excavator boom that is rested on the trailer deck rather than hydraulically held up
• Prevent a scraper's push-pull frame from dropping during transport
• Stabilize transformer bushings or pressure vessel nozzles that extend below the main body of the load
• Provide a level bearing surface for equipment that does not rest flat on the trailer deck

Blocking Material Standards

Blocking and cribbing material must be adequate for the loads applied. Softwood lumber is widely used but must be free of structural defects — knots, checks, and splits that reduce the wood's load-bearing capacity. Hardwood cribbing (oak, maple) is preferred for loads over 50,000 pounds where the crib carries a significant portion of the machine's weight. Steel cribbing is used for very heavy loads where wood would crush or split under load. All blocking must be secured to prevent it from falling out from under the load during transit — an unsecured crib block that drops onto the roadway is a hazard to other vehicles.

En-Route Inspection Requirements

FMCSA requires that drivers inspect load securement after the first 50 miles of a trip, and thereafter at intervals not to exceed 3 hours or 150 miles, whichever comes first. For heavy haul loads, these inspections are not formalities — chains and binders can loosen due to vibration, cargo settling, and temperature changes that affect chain tension. A driver who shortcuts the inspection requirement and then has a securement failure is personally liable, and the carrier shares that liability.

At each inspection stop, drivers check:

• All binders are still tight and in the locked position
• No chains have shifted from their attachment points
• No chains show signs of abrasion from contact with the cargo or trailer
• Any blocking or cribbing remains in position
• The cargo has not shifted relative to the trailer

If a chain has loosened or a binder has come partially open, the driver retightens before continuing. If a chain has worn through at a contact point, it is replaced. This inspection discipline is what separates professional heavy haul carriers from general freight operations that happen to haul equipment occasionally.

What Shippers Can Do

Shippers are not responsible for the securement decisions that belong to the carrier — that is the carrier's domain. But shippers can support good securement outcomes by:

• Providing the manufacturer's transport manual or operator's manual specifying tie-down attachment points and transport precautions for their equipment. Many equipment owners have this and do not think to share it with the carrier at pickup.
• Ensuring all transport locks and pins are available at the equipment. Articulation locks, boom transport pins, and ripper transport locks are small parts that often get lost between the job site and the pickup. A missing pin can delay a departure while the driver finds a workaround.
• Communicating unusual features — hydraulic system status, leaking seals, known attachment issues — that may affect how the machine is positioned or secured on the trailer.
• Being present at pickup or having a knowledgeable person available by phone to answer questions about the specific machine. This is especially important for specialized equipment that the driver has not previously transported.

How R&RM LLC Approaches Securement

R&RM LLC — based in Cumming, Georgia — has secured and transported heavy equipment since 2011 across all 48 continental states. Every move begins with a load assessment that includes the machine's weight, dimensions, tie-down attachment point locations, and any specific manufacturer transport requirements. Our drivers carry the chain sizes, grades, and binder types needed for the loads they regularly haul, and we do not assume that a general-purpose chain and binder set will meet aggregate WLL requirements for a machine we have not previously transported.

For complex loads — disassembled cranes, transformers with fragile bushings, or equipment with unusual weight distributions — we conduct a pre-trip securement review that goes beyond the standard checklist. The extra time at pickup pays back in transit reliability and eliminates roadside inspection problems that would delay delivery.

To discuss your specific load's securement requirements or to get a quote for heavy equipment transport, call us at (404) 987-6225 or submit your load details online. We will confirm the appropriate securement approach as part of the quoting process so there are no surprises at pickup.

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