What 393.116(b) means in plain language
If you've been cited for 393.116(b), the inspector found that an intermodal container on your vehicle wasn't properly attached or fastened to the chassis or platform underneath it. This is a cargo securement violation—the container itself may have been loose, the securing devices may have been missing or broken, or the connection points may have failed to keep it in place.
Intermodal containers are steel boxes that move between trucks, trains, and ships. When one sits on your chassis, it has to be locked down mechanically so it can't shift, slide, or tip during transit. Federal rules require specific fastening hardware and proper installation. If an inspection finds that a container isn't secured according to standard, you get cited under 393.116(b).
What our enforcement data actually shows
Across our 13 million inspection records, 393.116(b) has been cited 61 times in total. No citations have been issued in the last 12 months or the last 90 days. When it is cited, the consequence is severe: across all-time records, every single citation resulted in an out-of-service order—a 100.0% OOS rate. By comparison, the all-FMCSR average OOS rate is 31.4%, meaning this violation is dramatically more likely to take you out of service than the typical maintenance code.
This code ranks #1569 of 3,036 FMCSR codes by citation volume, making it relatively uncommon in the grand scheme of roadside enforcement. However, its enforcement is unforgiving: inspectors do not issue warnings or minor citations for unsecured intermodal containers. The violation is considered a defect serious enough to ground the vehicle immediately.
Who gets cited most
Our inspection records show that citations for 393.116(b) have been concentrated among a small number of carriers and vehicle types. The carrier with the most citations is Washington Contract Hauling LLC (USDOT 3997636) with 3 citations, followed by Anthony Paul Inc (USDOT 2847340) and Tyrel Clary Trucking Inc (USDOT 3136043), each with 2 citations. These numbers reflect the rarity of the violation across the industry; most fleets never receive a single citation for this code.
The vehicle makes most frequently cited include Kenworth (15 citations), Peterbilt (11 citations), and Freightliner (10 citations). This distribution reflects which tractor models are commonly used in intermodal operations rather than any inherent design flaw; all major manufacturers are represented in the citation history.
How severe is this compared to similar codes
Within the Vehicle Maintenance category, 393.116(b) stands out for its enforcement pattern. Compare it to other cargo and structural codes: 393.9(a) for inoperable required lamps has 660,737 citations with a 15.4% OOS rate; 396.3(a)(1) for general inspection and repair has 236,919 citations with a 45.3% OOS rate. While those codes are cited far more frequently, neither approaches the 100.0% OOS rate of 393.116(b).
Other codes like 396.17(c) (no proof of periodic inspection) have been cited 198,331 times but are placed out of service 0.0% of the time—they are usually documentary violations. 393.116(b) is different: it represents a present, observable defect in how cargo is attached. That physical defect is what drives the universal out-of-service outcome.
How to avoid it
Intermodal container securement begins with a rigorous pre-trip inspection. Here are the steps to stay clear of 393.116(b):
- Walk the entire chassis before loading. Inspect all twist locks, corner castings, and locking pins on the chassis frame. Look for bent, cracked, missing, or corroded securing hardware. If any fastening device is visibly damaged, do not accept the load.
- Verify the container's corner castings align with the twist locks. Before the container is placed on your chassis, confirm that all four corner casting holes line up with the locking sockets. Misalignment is a setup for failure.
- Check that twist locks fully engage. Once the container is on the chassis, test each corner lock by hand—they should be firm and require deliberate force to disengage. A lock that is loose or falls out under light pressure is a defect waiting to fail during transit.
- Inspect the underframe and cross-members for damage. The chassis platform itself must be sound. Bent, cracked, or corroded frame rails compromise the integrity of any securing system. If you see frame damage, report it before accepting the load.
- Document the securing check in your logbook. Note that you performed a pre-trip securement inspection and that all locks engaged properly. This record protects you and your fleet.
- Do not attempt temporary field repairs. If a twist lock is stuck, corroded, or partially damaged, do not try to hammer it, wire it, or strap around it. Refuse the load or contact dispatch for a replacement chassis. Roadside inspectors will cite field repairs immediately.
- Know the difference between intermodal containers and other cargo. This code applies specifically to intermodal boxes on chassis, not to general freight secured by straps or chains. If you haul specialized equipment or flatbed loads, different rules apply—but if you're running intermodal, your securing hardware is non-negotiable.
The data is clear: inspectors catch unsecured intermodal containers very rarely, but when they do, they place you out of service every time. A few minutes of pre-trip checking will prevent this violation and keep you rolling.