What 393.114(d) means in plain language
FMCSR 393.114(d) addresses how automobiles and light trucks must be secured when you're operating an auto transporter. The regulation requires that vehicles loaded onto your trailer be properly restrained so they cannot shift, roll, or fall during transit.
When an inspector cites you for this violation, they've determined that the vehicles you're carrying aren't secured according to federal standards. This might mean inadequate tie-downs, missing or damaged chains, straps that are too loose, or attachment points that aren't secure. The goal of the regulation is straightforward: prevent cargo from becoming a hazard to you, other drivers, or roadside personnel.
Unlike some maintenance violations that can result in an out-of-service order, a 393.114(d) citation typically won't put your truck out of service on the spot. However, it carries a CSA severity weight of 6, meaning it does count against your safety record and can affect your carrier's scores if you're fleet-employed.
What our enforcement data actually shows
Across our 13 million+ inspection records, 393.114(d) citations are uncommon. We have documented only 10 all-time citations for this specific violation. In the last 12 months, we recorded 0 citations, and in the last 90 days, we recorded 0 citations as well. This makes 393.114(d) ranked #2191 out of 3,036 FMCSR codes by citation volume—a very low-frequency violation in the national enforcement data.
Of the 10 all-time citations in our database, only 1 resulted in an out-of-service placement, giving this code a 10.0% OOS rate. This is notably lower than the all-FMCSR average OOS rate of 31.4%, meaning inspectors are less likely to take your vehicle off the road for a securement violation and more likely to issue a citation that you can address. The infrequency of enforcement may reflect both the specialized nature of auto transporter operations and relatively strong compliance in this segment.
Who gets cited most
Our inspection records are too sparse in this code to identify geographic patterns or state-level concentrations with confidence. The 10 all-time citations are distributed across a small number of individual carriers, each with 1 citation. The data does not isolate top states, so we cannot reliably rank enforcement by location.
The carriers appearing in our data include single operators and small fleets such as Jerry D Trentham Trucking Inc, Fletes Mex SA de CV, and others—each with one documented citation. This distribution suggests that 393.114(d) violations, when they occur, affect a wide range of operations rather than being concentrated in a few high-risk carriers. The low overall volume means that any single citation is an outlier, not part of a sustained pattern.
How severe is this compared to similar codes
In the Vehicle Maintenance category, 393.114(d) sits at the far low end of the enforcement spectrum. For perspective:
- 393.9(a) — Inoperable required lamps has 660,737 citations with a 15.4% OOS rate. Lamp violations are roughly 66,000 times more frequently cited than securement violations and are nearly 1.5 times more likely to result in an out-of-service placement.
- 396.3(a)(1) — Inspection/repair/maintenance - general has 236,919 citations with a 45.3% OOS rate. General maintenance defects are cited 23,700 times more often and result in out-of-service placement more than 4 times more frequently.
- 393.11 — Lighting devices/reflectors has 179,734 citations with a 1.8% OOS rate. Lighting issues are 18,000 times more common but have a similar low OOS rate.
The rarity of 393.114(d) enforcement suggests this is either a well-understood requirement in the auto transport industry or inspectors encounter it seldom enough that widespread non-compliance isn't evident in the data.
How to avoid it
If you operate an auto transporter, focus these pre-trip and load-check actions:
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Inspect all tie-down hardware before loading. Check chains, straps, cables, and attachment fittings for wear, rust, or damage. Replace any component that shows deformation or weakness. A broken chain or corroded attachment point is the most common failure mode.
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Verify proper vehicle positioning on the trailer. Ensure each automobile is centered and seated correctly in its designated spot. Vehicles that are poorly aligned or overhanging can shift even with adequate tie-down tension.
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Apply correct tension to all restraints. Chains and straps must be tight enough that the vehicle cannot rock or roll. Use a tension gauge if available. Hand-tightening alone is often insufficient; use mechanical advantage (ratchets, come-alongs) to achieve proper load.
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Secure all four corners of each vehicle where your equipment allows. A three-point securement will fail if one attachment breaks; redundancy matters. Check your trailer's load plan and follow manufacturer guidance for your specific carrier configuration.
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Double-check after the first 50 miles. Vibration and road flex can loosen straps. Pull over safely, walk the length of your trailer, and re-tension any strap that has shifted. This is standard practice and takes minutes.
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Know your trailer's weight limits and axle configuration. Overloaded or unevenly distributed cargo puts extra stress on tie-downs. Verify load weight and distribution before departure.
The low citation rate for this violation suggests that most auto transporters get it right. Use that as your baseline: if securement is a standard, repeatable process on your fleet, citations will remain rare.