What 393.102A means in plain language
When you receive a 393.102A citation, it means a roadside inspector found that your cargo was not secured with the minimum number of tiedowns required by federal regulation. Tiedowns—straps, chains, or other devices—are your primary tool to prevent cargo from shifting, sliding, or falling during transit. The regulation specifies how many you need based on load length, weight, and type.
This isn't about a single broken strap or a strap that came loose from wear. It's about the total count of tiedowns being below the minimum. If your load required five tiedowns and the inspector counted only three, that's a 393.102A violation. The citation reflects a structural shortfall in how you've secured the cargo before rolling onto the road.
What our enforcement data actually shows
Across our 13 million+ inspection records, 393.102A is a rare citation. We've logged 31 all-time citations for this code, ranking it #1789 out of 3,036 FMCSR codes by volume. In the last 12 months, we've seen 14 citations; in the last 90 days, just 3. This low frequency means many drivers and carriers never encounter it—but when they do, consequences can follow.
Our data shows a 29.0% out-of-service (OOS) rate for 393.102A. This is slightly lower than the all-FMCSR average OOS rate of 31.4%, suggesting that roughly 3 in 10 citations result in the vehicle being placed out of service at the roadside. That means 7 in 10 do not. If you're cited for 393.102A, there's a roughly 71% chance you'll be allowed to continue your run after correcting the issue on-scene or accepting the citation. But the 29% risk of OOS means you could lose hours or a full day of freight.
Who gets cited most
Our data from the last 180 days shows three states leading in 393.102A citations: Illinois (2 citations, 100% OOS rate), North Carolina (2 citations, 0% OOS rate), and New Mexico (2 citations, 0% OOS rate). The stark difference in OOS rates—100% in Illinois versus 0% in North Carolina and New Mexico—suggests variation in how state and local inspectors enforce this code, or differences in the severity of violations caught in each jurisdiction.
Across all-time records, our data shows fleets such as Raintree Landscape Construction LLC with 3 citations and Dupree Farms LLC with 2 citations. This pattern reflects that landscape, agricultural, and general freight operations represent a meaningful portion of 393.102A enforcement, likely because open-bed hauling and bulk cargo loads require careful securement planning.
How severe is this compared to similar codes
393.102A sits in the Vehicle Maintenance category alongside many other cargo and structural citations. By volume, it is far less frequently cited than peer codes like 393.9 (Inoperable required lamps) with 660,737 citations, or even 396.3(a)(1) (Inspection/repair/maintenance general) with 236,919 citations. However, its OOS rate of 29.0% is moderate within its category. For example, 396.3(a)(1) carries a 45.3% OOS rate—significantly higher—while 393.78 (Windshield condition defective) and 396.17C-PI (No proof of periodic inspection) show OOS rates of 0.3% and 0.0% respectively. This means 393.102A violations are taken seriously enough to result in roadside detention about one-quarter of the time, but are not automatically catastrophic like frame or brake defects.
How to avoid it
Preventing a 393.102A citation starts before you load. Our inspection data shows that when 393.102A co-occurs with other violations, frame and front-end structural issues occasionally appear alongside it, suggesting that overall vehicle condition and load-bearing capacity matter. Here are concrete actions you can take:
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Count your tiedowns before rolling. Know the regulation for your load type and length. For most general freight, that's a minimum tied number based on cargo weight and span. Use a checklist specific to your carrier's standard load profiles. Do not eyeball it.
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Inspect every tiedown for serviceability. A broken strap doesn't count toward your total. Check for tears, fraying, bent or rusted hardware, and stretching. Replace compromised tiedowns before loading.
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Distribute tiedowns evenly across the load. Bunching all tiedowns at one end or overloading one anchor point increases the risk of failure. Spread them front-to-back and side-to-side per your load type.
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Verify anchor points and tie-off locations. Tiedowns are only as good as what they're attached to. Check that tie-off points—whether cargo L-rails, D-rings, or stake pockets—are structurally sound and not cracked, loose, or bent.
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Use the right tiedown method for your cargo. Different loads (coils, lumber, equipment, general freight) have different securement standards. Refer to your carrier's load securement matrix or FMCSA guidance for your specific cargo type.
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Train on your carrier's procedure. If you're leased or new to a fleet, ask for load securement training. Carriers like those in our data that see repeated citations often have gaps in driver knowledge. Close that gap before your first load.
A 393.102A citation is preventable. The enforcement volume is low, but the OOS risk is real. A few minutes of pre-load planning and tiedown inspection will almost certainly keep you and your cargo safe—and compliant.