Restraint Requirements
For strapping down my truck on the gooseneck. I currently have only used two heavy chains and heavy binders (1 for each axle pulling opposite directions) rated for 16k each (heavy equipment stuff)
This year I will be hauling it alot more and was thinking 4 10k car straps with axle wraps would be easier to strap down...but my old man thinks I am gonna get in trouble with the DOT if I don't start using 4 chains and binders like they require when he hauls heavy machinery for work.
Anyone think that 4 new/properly working 3" wide load staps with axle wraps are not sufficient to strap a 7,400lbs truck to the trailer?
I realize this thread is going on a month + old and many people have already levied their opinions, but.....
The business of restraining anything inside a cargo aircraft happens to be my job. Yes I did say aircraft, however what I am about to tell you easily translates to every day, non-aircraft uses.
I cant exactly give you facts on DOT regulations but here's what I was trained to do and know ...
Restraint is all about overcoming G-forces and inertia.
General rule: Think of the following directions of travel in the manner of which direction the load would travel IF your device (strap/chain/binder) were to FAIL.
This is known as Load Factor.
Forward requires load weight multiplied by 3.0
Aft requires load weight multiplied by 1.5
Left & Right (VERTICAL) requires load weight multiplied by 2.0
SOOO...
A 7,400 pound vehicle needs 22,200 puonds of Restraint Factor for Forward.
11,100 pounds of restraint are needed for Aft
14,800 pounds of restraint are needed for Left, Right, & Vertical.
NOTICE there are "remainders" or hundreds given.
You WILL NEVER, EVER LEAVE A REMAINDER. ROUND UP TO THE NEXT HIGHER, EVEN-NUMBERED THOUSAND!!
So by this example, you require 24,000 pounds of restraint for forward and 12,000 pounds restraint for Aft.
16,000 pounds restraint for Left, Right & Vertical.
To find how many straps/chains/binders you require, divide the value of restraint required by the device's rating.
***WARNING***
You nor I will ever achieve the maximum rating of any strap/chain/binder. AUTOMATICALLY SUBTRACT 2,000 POUNDS FROM THE DEVICE'S MAXIMUM RATING FOR SAFETY!! By calculating the maximum rated value is begging for the device to fail by being overstressed regardless of the number of devices used for the same direction.
Moving on..
So if you are using 5/16" chain & binders (typically rated for 10k) subtract
2k leaving 8k. So now your calculations will look like this
24,000 / 8,000 = 3
12,000 / 8,000 = 1.5
16,000 / 8,000 = 2
***WARNING***
NEVER USE AN ODD NUMBER OF DEVICES FOR TIE-DOWN.
NOR WILL YOU EVER USE HALF OF A STRAP/CHAIN
ALWAYS USE DEVICES IN EVEN NUMBERED PAIRS. ALWAYS ROUND UP TO THE NEXT HIGHER EVEN NUMBER.
So you require by this example 4 10k chains and binders for forward, 2 for aft, 2 left, and 2 right.
Now I know your thinking how do I achieve the left, right & vertical. Unless you're dealing with a special purpose vehicle or heavy equipment you wont have tie-down points on the left and right. You achieve the left and right restraint by "X-ing" the devices, that is forming an X with your chains. Vertical is achieved through all devices used.
***INFO NOTE***
Devices used in Straight lines applied to the direction of travel provide the most restraint. (Meaning not tied to the left or right of the vehicle anchor point on the trailer, but directly forward/aft/left/right.)
***CAUTION***
No more than 50% of the Forward restraint can be achieved by going around the axle.
So of your 4 needed for forward, only 2 can go around the axle. Make the other 2 tie down points around the frame, receiver hitch, spring perch, etc...
Making your tie-points to the vehicle and to the trailer symetrical is critical.
There..... I know that's a whole lot of words.... but it's really quite simple.
I tell you all this because I feel it is my duty to inform people on the correct way of restraining a load.
Trust me... God forbid your on your way to the next big diesel event, trailer, truck, and gear behind you, when granny or the brand-new teen-age driver forgets to look both ways before leaving the drive-way and you have to take the ditch on the opposite side to avoid killing them. You'll have better chances of your race truck staying put on the trailer vs. it becoming a guilitine coming straight for your head or some by-stander.
I have lived through a very near experience as I just mentioned and witnessed many others with variations.
I have also seen what damage something as light as 175 pounds can do unrestrained on impact.... VERY UGLY.
Taking the easy way of going about restraining your load IS A VERY :badidea:
I can only equate this to the impact and carnage of a .50 cal BMG round @ 50 yards... I'll let you all think about that one.
Class dismissed.