What 393.102(c) means in plain language
FMCSR 393.102(c) requires that the working load limit of tiedowns—the maximum force they are designed to safely handle—must not be exceeded when securing cargo to your vehicle. Every tiedown assembly (chains, straps, cables, or combinations thereof) has a rated working load limit stamped or labeled by the manufacturer. Exceeding that limit means your cargo restraint system is operating beyond its safe design capacity.
This violation is not about whether you have tiedowns or whether they are properly attached. Rather, it's about using tiedowns whose combined working load limit is insufficient for the weight or forces being restrained. If you're securing a 10,000-pound load with tiedowns rated for only 8,000 pounds total, you're in violation—even if the tiedowns are otherwise in good condition and properly installed.
The regulation exists because inadequate tiedown capacity creates a real risk of cargo shift or separation during transport, which can cause accidents, injuries, or loss of control on the road.
What our enforcement data actually shows
Our inspection records show that 393.102(c) is cited rarely in the field. Across 13 million roadside inspections in our database, there have been 94 all-time citations for this code. In the last 12 months, zero citations were issued, and in the most recent 90 days, zero citations were recorded. This places 393.102(c) at rank #1437 out of 3,036 FMCSR codes by citation volume—making it one of the least-enforced vehicle maintenance violations.
When 393.102(c) is cited, however, it carries meaningful weight. The out-of-service rate for this violation is 43.6%—significantly higher than the all-FMCSR average of 31.4%. This means inspectors place vehicles out of service for this violation more than 4 out of every 10 times it is found. Of the 94 all-time citations, 41 resulted in immediate out-of-service placement, while 53 did not. The high OOS rate reflects inspector concern about the safety implications of inadequate cargo restraint.
Who gets cited most
Our data does not provide state-level detail for this code, so we cannot identify specific geographic patterns. However, at the carrier level, the citations are highly dispersed. Lambert Paving LLC (USDOT 976178) and Century Construction Group Inc (USDOT 981323) each appear with 2 citations; all other carriers in our records show only 1 citation each. This distribution suggests that 393.102(c) violations are scattered across many fleets rather than concentrated in a particular carrier segment.
The vehicle makes most frequently cited include Ford (5 citations), Power Take-Off/Trailer (PTRB) units (5 citations), and Freightliner (FRHT), Trailer (TRLR), and Mack Truck (MCKT) configurations (3 citations each). The spread across multiple manufacturers indicates that tiedown working-load violations occur across diverse vehicle types and are not limited to older or specialized equipment.
How severe is this compared to similar codes
In the Vehicle Maintenance category, 393.102(c) is significantly less common than most peer codes. For comparison: 393.9(a)—inoperable required lamps—has 660,737 all-time citations with a 15.4% OOS rate; 396.3(a)(1)—inspection/repair/maintenance general—has 236,919 citations with a 45.3% OOS rate; and 393.47E—slack adjuster defective—has 180,363 citations with a 0% OOS rate.
Despite its low citation volume, 393.102(c)'s OOS rate of 43.6% places it in the middle-to-upper range of enforcement severity within this category. It exceeds the OOS rate of common failures like inoperable lamps (15.4%) and windshield defects (0.3%), and is comparable to the general maintenance and repair code (45.3%). This tells us that when inspectors do cite tiedown working-load violations, they view the risk as substantial enough to ground the vehicle immediately in nearly half of cases.
How to avoid it
Because 393.102(c) violations are rare and enforcement is sporadic, they are easy to overlook—but not to prevent. Use these concrete steps before and during your pre-trip:
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Know your tiedown ratings. Before loading, inspect every tiedown assembly for its manufacturer-stamped working load limit. Write it down or photograph it if you're unfamiliar with the equipment. Do not assume all chains or straps in your kit have the same rating.
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Calculate total load weight. Weigh your cargo or verify the shipper's stated weight. Divide that weight by the number of independent tiedowns securing the load, then add a safety margin. If the result approaches or exceeds any individual tiedown's working load limit, you do not have adequate restraint capacity—stop and use additional or higher-rated tiedowns.
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Inspect for wear and damage. Worn, kinked, or corroded tiedowns lose strength. Before every shift, visually inspect each tiedown and replace any that show deformation, corrosion, or fraying. Damaged tiedowns may not meet their rated working load limit even if the label is still legible.
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Use anchor points rated for the load. Even if your tiedowns are adequate, they must attach to vehicle anchor points rated for the forces being applied. Check your vehicle's owner manual or contact the manufacturer if you are unsure which anchor points can safely accept the load.
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Distribute weight evenly. Do not concentrate the full load on one or two tiedowns. Spread the cargo and the tiedowns so no single restraint bears more than its working load limit. This is especially critical for heavy, concentrated loads like steel, machinery, or construction materials.
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Keep documentation on hand. Carry a simple record of your tiedown inventory—type, rated working load limit, and condition—so you can show an inspector at roadside that you've thought through your restraint capacity. This transparency can help during a roadside inspection and demonstrates professionalism.