What 393.45(c) means in plain language
Brake tubing and hoses are critical safety components that carry pressurized fluid to your truck's brake system. FMCSR 393.45(c) requires that this tubing and hoses remain in good working condition throughout the life of your vehicle.
You'll be cited under this code if an inspector finds that your brake tubing or hoses are worn, chafed, crimped, or otherwise damaged. "Worn" means the outer covering or walls have thinned from friction or age. "Chafed" means the hose has rubbed against metal, frame, or other components until the protective layer is compromised. "Crimped" means the tubing is bent or pinched in a way that restricts or blocks fluid flow. Any of these conditions can cause brake failure or leaks, which is why the regulation exists.
This is not a paperwork violation or a missing label. An inspector physically examines your brake lines and hoses during a roadside inspection and makes a judgment call about their structural integrity.
What our enforcement data actually shows
Our inspection records show that 393.45(c) citations are uncommon in the broader enforcement landscape. Across 13 million inspections, we recorded 287 all-time citations for brake tubing and hose damage. Over the last 12 months, there have been 0 citations, and over the last 90 days, also 0 citations. This code ranks #1102 of 3,036 FMCSR codes by citation volume.
The out-of-service (OOS) rate for 393.45(c) is 0.0%—none of the 287 citations resulted in a vehicle being placed out of service. This contrasts sharply with the all-FMCSR average OOS rate of 31.4%. Inspectors cited violations but allowed the vehicles to continue operating, likely because the damage was marginal or the operator agreed to address it immediately.
The CSA severity weight for this code is 7, meaning it carries moderate significance in carrier safety ratings, but the lack of OOS enforcement suggests that real-world violations tend to be minor or quickly corrected.
Who gets cited most
Because citations for this code are so sparse (287 total across the entire history of our database), patterns across states and carriers are not as pronounced as with high-volume codes. However, our data shows that fleets such as Liquid Gold Trucking LLC have received 3 citations for this violation, while Concrete Enterprises LLC, Dart Transit Company, Gausmann Trenching and Excavating LLC, Florida Rock & Tank Lines Inc, Big Creek Inc, XPO Logistics Freight Inc, C R England Inc, Schneider National Carriers Inc, and Wagner Trucking LLC each received 2 citations.
No single carrier stands out as a repeat offender. The distribution is broad, indicating that brake tubing and hose damage is a sporadic issue rather than a systemic problem at any particular fleet.
How severe is this compared to similar codes
To understand where 393.45(c) sits in the vehicle maintenance category, consider these peer codes:
393.9(a) — Inoperable required lamps has generated 660,737 citations with a 15.4% OOS rate. Lamp violations are far more common and somewhat more likely to result in out-of-service placement.
396.3(a)(1) — Inspection/repair/maintenance - general shows 236,919 citations and a 45.3% OOS rate. This is a catch-all code for broad maintenance failures, and it results in out-of-service action at roughly the national average rate.
396.17(c) — No proof of periodic inspection has 198,331 citations but a 0.0% OOS rate, matching 393.45(c) in that regard. Both are violations where the inspector documents a deficiency but does not pull the vehicle from service.
393.47E — Slack adjuster defective (another brake-related code) shows 180,363 citations and a 0.0% OOS rate, suggesting that brake component violations in general are not typically escalated to out-of-service status during roadside enforcement.
In short, 393.45(c) is rare, not particularly likely to trigger out-of-service action, and sits in a category with codes that are either documented for carrier record purposes or addressed via immediate repair agreements.
How to avoid it
Brake system integrity is your responsibility before and during every trip. Here are concrete actions to avoid a 393.45(c) citation:
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Conduct a detailed pre-trip brake system walk-around. Before you leave the yard, get down and visually inspect all visible brake tubing and hoses under the tractor, trailer, and anywhere brake lines run. Look for cracks, splits, discoloration, or areas where the hose has rubbed against a sharp edge or frame component. Run your hand (carefully) along hose runs to feel for soft spots or separations.
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Check for proper routing and clearance. Brake hoses should not touch the frame, suspension, or sharp protrusions. If a hose is close to metal, it will eventually chafe. During your pre-trip, trace each line to confirm it is routed through clamps or conduit and has clearance from moving parts and hot components.
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Look for signs of leakage or seepage. Wet spots, residue, or discoloration around fittings and hose ends indicate pressure loss or material degradation. If you spot any leak, document it and notify your carrier before operating the vehicle.
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Know your vehicle's age and brake system type. Older trailers and tractor models may have hoses or tubing nearing end of life. Air-over-hydraulic systems, common on older equipment, are more prone to hose failure. If you are assigned an older unit, inspect brake lines more frequently.
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Report damage immediately. If you notice a chafed hose, a crimped line, or any visible wear during your trip, report it to dispatch or maintenance right away. Do not wait until the next scheduled service. A small area of chafing can quickly become a rupture under braking stress.
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Advocate for preventive maintenance schedules. Work with your fleet safety manager to ensure that brake hoses and tubing are inspected and replaced on a predictable interval, not just when they fail. Proactive replacement is far cheaper and safer than emergency repairs or citations.
The zero out-of-service rate for this code suggests that inspectors and operators often resolve these issues on the spot, but the citation still goes on the record and affects your safety profile. The best strategy is to catch problems before an inspector does.