What 393.102C2-C means in plain language
This citation flags a cargo-loaded sided vehicle where the load itself isn't secured tightly enough. The core issue: your cargo can shift or tip during normal driving, braking, or turning in ways that actually compromise how stable and controllable your truck is.
It's not about having some tie-downs or straps. It's about whether your load is restrained well enough that it won't move around and throw off your vehicle's balance or steering response. A load that slides forward during hard braking, rocks side-to-side on a curve, or shifts backward on acceleration can change how the truck handles—making it harder to control, more prone to rollover, and dangerous to other road users.
Inspectors check this by looking at how cargo is positioned, what restraint method you've used (straps, bars, blocking), how tight those restraints are, and whether there's any visible movement or gaps between the load and the vehicle sides or floor. If they see cargo that could plausibly move enough to destabilize the truck, they cite this code.
What our enforcement data actually shows
Across our 13 million+ inspection records, we see 623 all-time citations for 393.102C2-C, with 399 in the last 12 months and 62 in the last 90 days. This code ranks #854 out of 3,036 FMCSR codes by citation volume, making it a relatively infrequent violation at the national level.
However, the out-of-service rate tells a different story. Of all citations ever recorded, 131 resulted in an out-of-service order, giving this code a 21.0% OOS rate. That's notably lower than the all-FMCSR average of 31.4%, which means inspectors are citing it regularly but often seeing it as correctable on-the-spot rather than a vehicle-remove condition. Still, roughly 1 in 5 citations here become OOS orders, so the violation severity is real.
Over the last 12 months, the trend shows consistent enforcement: May and July 2025 each saw around 44 citations, while March 2026 recorded 30. This isn't a seasonal spike; it's steady background enforcement in certain regions and for certain freight types.
Who gets cited most
Our data shows this citation is concentrated geographically. California leads by far with 46 citations in the last 180 days and a 30.4% OOS rate—the highest among top states. Colorado follows with 20 citations but notably a 0.0% OOS rate, suggesting inspectors there may cite it more as a documentation or procedure issue. Michigan ranks third with 12 citations and an 8.3% OOS rate.
The variation matters: California's 30.4% OOS rate is sharply higher than Colorado's and Michigan's, pointing to stricter enforcement or more serious load-securement failures in California roadside inspections.
By carrier, our data shows fleets such as Consolidated Electrical Distributors Inc with 7 all-time citations and Ferguson Enterprises LLC with 6 citations. Both companies operate sided vehicles moving building materials and supplies—freight types where load shift is a known risk if not properly managed.
How severe is this compared to similar codes
In the Vehicle Maintenance category, 393.102C2-C sits in the middle of the enforcement spectrum. Compare it to a few peers:
- 393.9(a) — Inoperable required lamps: 660,737 citations with a 15.4% OOS rate. That's nearly 1,000 times more citations than 393.102C2-C, but a lower OOS rate, suggesting lighting defects are abundant but rarely severity-critical.
- 396.3(a)(1) — Inspection/repair/maintenance (general): 236,919 citations with a 45.3% OOS rate. This is nearly 400 times more frequent than 393.102C2-C and carries a much higher OOS rate, indicating broader and more serious maintenance failures.
- 393.78 — Windshield condition defective: 157,894 citations with only a 0.3% OOS rate. This is another low-OOS-rate citation, suggesting it's mostly correctable defects.
So 393.102C2-C, with its 21.0% OOS rate, is riskier than lamps or windshield issues but less serious than general maintenance violations. It's a real safety stop, not a paperwork cite.
How to avoid it
Pre-trip and load-planning actions:
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Physically inspect all tie-downs, straps, and blocking materials before leaving the dock. Check tension on each strap or chain; they should be tight enough that the load doesn't rock or slide when you push on it by hand. Loose straps are the #1 reason for this citation.
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Arrange cargo so it sits firmly against the vehicle sides and floor. Gaps between the load and the vehicle frame create room for movement. If you're loading lighter materials (electrical supplies, plumbing fixtures), use blocking boards, dunnage, or void-fill to eliminate movement.
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Distribute weight evenly across the load bed. Uneven loading makes the truck handle poorly and increases rollover risk. Heavier items toward the bottom and center, lighter items on top and sides.
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Use rated securement hardware. Verify that your straps, chains, or bars are rated for the load weight and the axle capacity. Undersized hardware won't hold in hard braking or curves.
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Double-check after the first 50 miles of highway driving. Stop and walk around the vehicle. Push on the load to see if anything shifted, and re-tension any straps that have loosened from vibration.
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Pay close attention if your truck is a Ford, Freightliner, or International (our data shows 83, 75, and 43 citations respectively for this code). These models are commonly cited, which may reflect their market share but also suggests operators of these makes should be extra diligent about securement compliance.
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If you see co-occurring citations like fatigue (392.2) or tire pressure issues (393.75A3) in your fleet's inspection history, that's a signal to audit your pre-trip routine overall. Our data shows 13 shared inspections where fatigue citations appeared alongside securement violations, hinting that hurried or fatigued drivers may be skipping load checks.
The bottom line: load securement is something you control before you roll. A 15-minute load check at the shipper beats a roadside citation and an OOS order that costs you hours and shipper relationships.