DEFINITION OF RESPONSIBILITIES

Each department plays a crucial role in the safe and efficient handling operation of the precast units. The following list outlines the basic responsibilities of the various departments involved.

Engineering (Project Coordinator and/or Engineering Manager)

• Coordinates with other departments to develop detailed handling procedures for each unit.
• Provides maximum size or weight limits for racks, frames and other storage elements.
• Responds to engineering related handling or shipping questions from other departments.

Safety Department

• Conduct regular safety reviews to ensure that the storage, loading, handling, and shipping of precast units are performed safely and in compliance with applicable State and Federal regulations and company policies.
• Report findings to Facility Management.
• Review and report on regulatory updates including DOT and OSHA.
• Conduct quarterly safety meetings with drivers to address any shipping, loading, and safety related issues.

Loading (Loading Foreman)

• Loads panels and readies trailers for shipping according to handling instructions.
• Corrects unacceptable loading conditions immediately as identified by the driver or Quality Control Inspector.
• If unsure what to do, request additional information from the Engineering Department.
• Marks load list with racks required and special dunnage requirements.
• Makes sure racks are secured properly.
• Verify all sticks of dunnage are nailed to the trailer. All dunnage that is stacked should be nailed down to dunnage beneath it to prevent movement.
• Verify that the product is supported properly and is adequately shimmed to distribute the load on all support points.

Delivery Scheduling (Dispatcher)

• Coordinates with erector to provide delivery sequences to Loading Foreman with adequate lead- time.
• Establishes shipping route, including verifying clearances under all bridges.
• Obtains proper permits as required.

Transportation Manager

• Trains all drivers in proper load securement requirements.
• Monitors, audits, and enforces all cargo securement procedures.
• Ensures that all applicable DOT regulations and guidelines are met.
• Ensures that drivers inspect all cargo securement devices on a regular basis to ensure that they meet applicable DOT requirements.
• Responds to any driver concerns regarding proper cargo securement.
• Ensures that drivers have planned routes and proper access to job sites and/or drop lots.
• In conjunction with the Safety Department conducts quarterly safety meetings with drivers to address any shipping, loading, and safety related issues.

Shipping (Truck Driver)

Pre-trip:

• Verifies upon acceptance of the load that DOT regulations for length, width, height, and weight limitations are satisfied.
  • Ensure proper flags, banners, beacon light, escorts and permits are used for wide loads as required.
  • Consults with Loading Foreman prior to departure if questions concerning the load arise.
  • Secures the load in accordance with all applicable DOT regulations and company policies.
  • The national safety code states that all drivers shall stop and check their load within the first 50 miles & then again, every 3 hours or every 150 miles, whichever comes first.
  • Travel is authorized 7 days a week from sunrise to sunset. Sunrise and sunset are determined by the time published by the United States Naval Observatory according to the vehicles current location.
  • Only legal loads can be transported without time restrictions.

At the jobsite:

• Reports any shipping issues, shifting of loads, damaged equipment, and accidents immediately to their supervisor. This includes trailers and products stored on drop lots.
  • When unloading symmetrical loads, the second piece must be secured to the rack and the landing gear must be down before unloading the first piece.
  • Prior to leaving the jobsite, ensure that empty racks are secured to the trailer bed with chains in addition to the racks being bolted to the pockets.
  • No one is permitted to be directly under suspended loads or within the fall zone of the suspended load.
  • Cargo securement devices (chains) shall not be used for lifting.
  • When returning with an empty trailer, ensure all dunnage is secured properly and returned to the plant.

*** The driver ALWAYS has the responsibility to refuse to accept any load that he/she deems unsafe or is otherwise not in accordance with DOT or generally accepted shipping regulations until a qualified person has determined that safety has been assured. ***

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EQUIPMENT

Various pieces of equipment including racks, chains, and/or rigging are utilized during the handling and shipping of precast units. These are broken down into the following categories.

Shipping Racks

Racks are used to support precast units and to ensure they are stable while secured to the trailers. Not all precast units require the use of racks. The three basic types of shipping racks are:

• Steel A-frames (offset or rail to rail)
  • Bicycle/Pipe Rack
  • Lay-down
  • Rack Trailers

Trailers

Trailers are used to haul precast units either around the plant or from the plant to the job site. In all cases, the maximum weight and length limits for each trailer type must not be exceeded. There are five basic types of trailers.

1. Flat Bed
2. Low boy
3. Step (“Drop”) deck
4. Stretch / extendable
5. Wall Panel Trailer

The driver is required to visually inspect all trailer connections including the 5^th wheel and trailer pins to ensure that they are properly locked and secured.

Dunnage (Loading Department)

Dunnage is the general term used to describe that material which separates precast units from storage supporting elements such as steel, concrete, or wood.

• In the event of ice, sleet, or snow make certain that dunnage sits on a section of the trailer bed that is as dry and clear as possible to reduce the chance of slippage.
  • Dunnage is placed as illustrated on the Handling Tag.

Transport Chains

Transport chains are used to secure precast units to trailers or racks. All required chains will be selected and provided by the company. Transport chains are Grade 70 chains. Grade 70 is extremely strong and lightweight and is used primarily for load binding in the transportation industry. The high strength to weight ratio of Grade 70 is achieved by special heat treating. Grade 70 meets all applicable State and Federal requirements. Note: Grade 70 chains are NOT to be used for rigging panels for lifting.

Header Chain (aka forward-motion chain; trap chain)

FMC REG 393.114 (c) The front-end structure must be capable of withstanding the following horizontal forward static load:

(1) For a front-end structure less than 6 feet in height, a horizontal forward static load equal to one-half of the weight of the articles of cargo being transported on the vehicle uniformly distributed over the entire portion of the front-end structure that is within 4 feet above the vehicle’s floor or that is at or below a height above the vehicle’s floor at which it blocks forward movement of any article of the vehicle’s cargo, whichever is less.

Part (e) Substitute devices. The requirements of this section may be met using devices performing the same function as a front-end structure, if the devices are at least as strong as, and provide protection against shifting articles of cargo at least equal to, a front-end structure which conforms to those requirements.

The load must be protected from forward movement. The chain must be in contact with the front of the load or a part of the load that will stop forward movement.

FMC REG 393.110 (d) Special rule for special purpose vehicles. The rules in this section do not apply to a vehicle transporting one or more articles of cargo such as, but not limited to, machinery or fabricated structural items (e.g., steel or concrete beams, crane booms, girders, and trusses, etc.) which, because of their design, size, shape, or weight, must be fastened by special methods. However, any article of

cargo carried on that vehicle must be securely and adequately fastened to the vehicle.

• Using the required number of chains to satisfy the weight ratings is still required.
• This rule is why we don’t have to have securement every 10’ feet.
• We still must meet the chain weight ratio.
• Our chains are (5/16^th grade 70) 4700 lbs.WLL
• We must have at least one chain at every point of dunnage.
• 5 dunnage points minimum of 6 chains. (with header chain)
• 4 dunnage points 47000 lbs. minimum of 5 chains.

Grade 70 Chain Working Load Limits (WLL)

Stake pockets at 5,400 lbs. WLL will control the WLL of 3/8” and 7/16” chains. Note: 5/16” chains are generally used for tie down.

The following chart shall be used to determine the number of 5/16” Grade 70 chains required to tiedown the load:

NOTE: Two (2) chains minimum are required for all loads up to ten (10) feet in length. One (1) additional chain shall be added for each ten (10) feet over the original. Precast product designs may not allow you to equally space the chains; however, you must use the number of chains required in either Table 1 or Table 2, whichever quantity is greater.

• Stake pockets are rated for 5,400 lbs. WLL.
• Do not exceed one (1) chain per pocket. Do not chain to the rub rail.
• The chain used to secure a panel from lateral movement shall be in addition to the number of chains required to comply with DOT regulations.
• Chains are to be tight but NOT over tightened to the point that they damage the product.
• A minimum of (1) 5/16” chain at a 2:1 angle shall be used on each piece to restrict forward
• motion.

• Chains & binders shall not be loaded more than the working load limit as provided by the manufacturer.
  • Ratchet binders are the only binders to be used to secure loads. The use of lever/snap binders is prohibited.
  • Binders should always be connected to chains and never directly to the stake pockets.
  • Before operating any binder, the user shall secure their footing on the ground to prevent slipping or falling. In adverse weather conditions, including freezing temperatures, additional caution should be exercised.
  • Binders shall be matched with the equivalent grade of chain. Using the wrong grade of binder or chain may reduce the assembly WLL of the securement system.
  • Chains & binders shall be checked periodically and adjusted during transit to maintain proper tension.
  • Chains & binders designed for load securement are not approved for overhead lifting applications. Products for lifting require certification.
  • Regulations require that each tie down be attached and secured in a manner that prevents it from becoming loose, unfastened, opened, or released while the vehicle is in transit. Latches, chain wrap, and/or other means should be used to secure binders and chains.
  • Plywood forms shall be used any time a ratchet binder meets concrete to prevent damage to the concrete piece.

PRODUCT HANDLING AND SHIPPING

General

From the time a precast unit is stripped out of the mold to the moment it is unloaded at the job site, several handling steps are involved. For each step, it is imperative that systematic and well thought out procedures be implemented. In general, the number of times a unit is picked and handled should be kept to a minimum.

There are basic handling steps that a precast unit undergoes between casting and erection: stripping, plant-to-yard hauling, yard roll-up (when applicable), yard storage and shipping. In all cases, it is crucial to ensure the proper equipment, rigging, chains, and related devices are used to secure the unit.

It is also important that early handling coordination occurs between engineering, production, yarding, and shipping to ensure that the most efficient and safe handling methods are used. When questions or discrepancies arise concerning how a piece should be handled or shipped, the Engineering Department shall be consulted.

Precast Stability and Securement

Precast concrete units in storage or in transit shall always be Stable, Secure and Safe.

It is the responsibility of Engineering, Production, Loading, Quality Control, Haul, and Safety to collectively ensure that these criteria are met. While the individual responsibilities of each department vary, each plays an important role in achieving these goals.

Stable –

Stability means that when subjected to a given load, the precast will remain in the position it was originally placed. The kinds of loads a panel is subjected to could be wind, gravity, accidental impacts, and the forces imposed from braking and acceleration.

Stability must be achieved and always maintained – whether a panel is at rest in the yard or

being hauled around on a trailer. The following are used to achieve and maintain stability:

Use of frames or racks –

Frames or racks can help stabilize a precast unit by preventing it from tipping or sliding. Provided the frames are themselves secure, the precast units in the following cases are unable under most load conditions to shift out of position either by tipping or sliding. If inclined racks are used during the shipping of precast units, additional chains may be required to prevent tipping of the panel away from the frame, as shown in the sketch.

For short, low profile precast elements, it is not always necessary to use racks to make the pieces stable. The lower a unit is to the ground the less likely it will be to tip. As a general “rule of thumb”, if a precast unit has a height to width ratio less than 2 to 1, it might not require a rack. All panels that exceed the 2 to 1 ratio shall be supported on racks or frames, unless expressed written consent by engineering is given.

Secure –

A precast unit is secure when it is integrally fastened to the trailer or frame on which it rests. For product in transit this means that the panel is incapable of physically coming off of the trailer.

Securing a panel to a trailer means locating frames or jacks at the proper location from each end of the units and ensuring the chains, frames, trailers, and ratchet binders are properly sized and in good working condition. Racks or frames shall be secured to the trailer with ¾” coil rod passing through the rack, trailer stake pockets, a piece of 3″ channel and (2) nuts jammed together. Chains placed over the panels and hooked onto the stake pockets on each side of the trailer will then ensure the precast unit is secured to the frame. Softeners are placed as required to protect the panel before the binder is tightened by the screw vice. See also Appendix D for specific requirements and load limits for chains. The use of lifting loops, erection anchors, and conduit pockets may be used to secure the load.

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LOADING & DELIVERY

General

393.100 The regulations in this subpart are applicable to trucks, truck tractors, semitrailers, flat trailers, and extendable trailers.

“Prevention against loss of load. Each commercial motor vehicle must, when transporting cargo on public roads, be loaded and equipped, and the cargo secured, in accordance with this subpart to prevent the cargo from leaking, spilling, blowing or falling from the motor vehicle.”

The following are special procedures that should be followed during shipping:

• Panels shall be loaded according to the handling instructions and loading diagrams with the dunnage located properly.
• Loading diagram/instructions provided by the Loading Foreman shall match what is shown on the handling instructions shown on the shop and field drawings.
• All products (except double tees) shall have a minimum of two (2) nylon straps or chains while being transported from the plant to dry finish area and from storage to transportation staging area. Double Tees shall be set on notched 8×8 crossties or metal beams with side clips that are fastened to the trailers or shall have two (2) nylon straps or chains to prevent the load from moving.
• Soft spacers shall be used on panels that have a plastic form liner in face of panel.
• Corner guards shall be used on all products with square corners.
• Panels without form liners shall use bubble pads on top of dunnage. (For use when transporting from the plant area to sand blasting area)
• If it is necessary to ship a load with only one (1) precast unit on a set of frames, offset toward the left side of the trailer as viewed from behind. The amount of offset will depend on the size, weight, and configuration of the panel and will be shown on the load diagram. Single piece loads will always be loaded on the curbside of the shipping frames.
• Units shall be shipped in an appropriate shipping rack to ensure the capacity of the rack is not exceeded.

Normal Loads

(no permit is required) can be up to 8’6” wide, under 13’-6” high and total gross weight (truck + trailer + load) is 80,000 Lbs. or less (an overweight permit can be obtained if the weight exceeds the 80,000 lbs. limit).

Standard Loads are loads that:

• Can be directly secured to the bed of the trailer.

• Can be symmetrically loaded on a trailer while maintaining balance during transport regardless of the use of racks.

Non-Standard or Specialty Loads are loads that:

• Cannot be symmetrically loaded on a trailer and are unbalanced while being transported, thus requiring the proper placement of Counterweights.
• Any load that needs special loading or securement details from the Engineering Department

How to Secure Loads

No panel shall be loaded, transported, or shipped free standing in a manner that does not comply with the 2:1 height to width ratio rule. This means that a panel cannot be placed on edge when the width of the base is one half or less than the height of the panel. All racks are to be secured to the trailers using

¾” coil rod with (2) nuts jammed together on the bottom.

The following explains how panels shall be secured when being transported using A-Frames, Lay-Down Racks, or lying flat on the trailer.

A detailed description of each rack type along with the maximum limits for length, height, and weight are in Appendix C.  These limits should not be exceeded without the expressed written consent from the Engineering Manager.  If exceptions are granted for specific units, this information should be displayed in a prominent location.  Verify that the load satisfies DOT regulations for length, Width, height, and weight limitations.

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A-Frames

• Panels can be shipped as multi-piece loads on standard A-frame racks secured to the trailer 3/4 “diameter coil bolt passing through the rack, trailer stake pockets, a piece of 3″ channel and (2) nuts that are then jammed together using (2) wrenches.
  • A-Frames are placed at an appropriate location from each end of the panel, as noted on the panel handling instructions or as otherwise directed by the Engineering manager.
  • Appropriately sized chains are placed over the panels and hooked into the stake pocket on each side of the trailer. The long chain is then hooked into the end of a binder.
• • Plastic corner protectors are placed as required to protect the panel and the binder tightened to secure panels to the A-Frame.
  • When unloading symmetrical loads, the second piece must be secured to the rack and the landing gear must be down before unloading the first piece.
  • Chains are to be placed within one (1) foot of the A-Frames. Chains shall meet or exceed DOT regulations contained in section 393 Subpart I-Protection Against Shifting and Falling Cargo.
  • If it is necessary to ship a load with only one (1) panel on a set of A-Frames, the trailer set-up is like that noted above, except that the A-Frames are offset toward the left side of the trailer as viewed from behind. The amount of offset will depend on the size, weight and configuration of the panel and will be shown on the load diagram for special cases. One-piece loads will always be loaded on the curbside of the trailer.
  • Consult the Yard Supervisor or Engineering Manager if any of the above items are unclear.

Lay-Down Racks

• Panels that are too tall for shipment on standard A-Frames can usually be shipped on lay- down racks that support the panel at about a thirty-six (36) degree angle to the trailer bed.
  • Racks are secured to the trailer similarly to the A-Frames but shall have two (2) 3/4” bolts at each end of the lay-down rack and have chains fastened to the high side of the lay-down rack and extending downward to the trailer rail at about forty-five (45) degree angle on both sides of the lay-down rack. This is to provide additional restraint for lay-down racks when starting and stopping (See Appendix C). Chains shall be angled with the ratchet binders to the side of the trailer.
  • The procedure for securing panels loaded on lay-down racks is like that stated above, except that additional corner protectors shall be used to protect the rack side corners when the panel overhangs the trailer. Lay-down racks should always be placed so the bottom edge of the panel is curbside like the one-piece load A-frames.
  • Binders should always be connected to chains and never directly to stake pockets.

Flat on Trailer

• Appropriately sized chains are placed over the product and hooked into the stake pockets on each side of the trailer. The long chain is then hooked into the end of a load binder.
• Plastic corner protectors are placed as required to protect the panel and the binder tightened to secure panels to the trailer. Plywood forms shall be placed under ratchet binders to prevent damage to the precast piece.
• The number of chains required is based on the weight and length of the load and is specified in DOT 393.100.
• Chains shall meet or exceed DOT regulations.

Flat on deck

1.) The number of chains used to secure the load shall be one more chain than is required by standard FMCSA standards for cargo securement.

2.) Chains should only be placed over the product where there is dunnage underneath the load. Placement of chain anywhere else over the product can result in damage.

Points to Remember:

• All chains must have edge protection where it touches the panel.
  • The front most chain on the load should be at nearest stake pocket of the first block of dunnage.
  • Rear most chain on the load should not be further back than the last block of dunnage.
  • Any load wider than 102 inches will require oversize load permits. Requirements for these loads can vary from state-to-state depending on dimensions and weight.
  • Be sure all required oversized signage and equipment are properly installed. This may include but is not limited to flags, banners, and strobe lights.

Flat on Deck – Wall Panels

To ensure a product shipped flat is secured, it must be cross chained as described below. This will ensure the product cannot slide from side to side or front to rear.

This can be accomplished by using any of the following:

MetroDeck

1.) The number of chains used to secure the load shall be one more chain
than is required by standard FMCSA standards for cargo securement.

2.) Product must all be secured with chains only on
the front and the rear of the product directly above the dunnage.

• Points to Remember:
• Chains not directly above the dunnage points must be avoided to prevent damaging the product.
• A trap chain must be used at the front of the load to prevent the product from forward motion.
• Edge protection must be used anywhere the chain comes into direct contact with the concrete.
• Any load wider than 102 inches will require oversize load permits. Requirements for these loads can vary from state to state depending on dimensions and weight.
• Be sure all required oversized signage and equipment are properly installed. This may include but is not limited to flags, banners, and strobe lights.

Double Tees

1.) The number of chains used to secure the load shall be one more chain than is required by standard FMCSA standards for cargo securement.

2.) When possible, all chains used to secure the freight should pass through the conduit pockets made into the vertical portions of the T. Only use the conduit pockets that are directly above the supported dunnage.

• Points to Remember:
• Chain over the whole piece should be avoided if possible. If a driver must go over the whole piece care must be taken not to over tighten that chain. The outer wings of the double T will NOT support a great deal of weight and can easily be damaged.  A chain can be used over the top only to display flagging, not tightened to support the load.
• Edge protection must be used anywhere the chain comes into direct contact with the concrete.
• Any load wider than 102 inches will require oversize load permits. Requirements for these loads can vary from state to state depending on dimensions and weight.
• Be sure all required oversized signage and equipment are properly installed. This may include but is not limited to flags, banners, and strobe lights.

• Points to Remember:

• Edge protection must be used anywhere the chain comes into direct contact with the concrete.

• If the load is oversized be sure all required oversized signage and equipment are properly installed. This may include but is not limited to flags, banners, and strobe lights. Proper load securement is achieved by the driver placing 5/16” chains in the proper places as

shown in the following photo for columns hauling.

The DOT requires that load securement must be equal to half of the total weight of the load. Also, they require one securement every ten feet or at all dunnage points.

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OVERSIZE LOADS

Each state has laws that define legal dimensions for loads. Any load greater than these state set limits makes the load oversized. These oversize loads must be permitted to be legally transported. There are five basic types of oversize loads:

Over Height Loads –

Loads higher than the legal limit. For most states this is 13 feet 6 inches but could be more depending on the states in which you are running.

Over Width Loads –

These loads are wider than legally allowed. For most states this is 102 inches. Metromont trailers are 102 inches wide, so any load that is wider than the rub rails on the trailer makes the load oversize.

Over Length Loads –

The rules for legal load length vary greatly from state-to-state. Any load longer than 53 feet could be oversize depending on the state in which you are driving.

Overhanging Loads –

Many states have limits on how far a load can hang over the front and rear of the trailer. This varies from state to state. The most common regulation is up to 4 feet off the rear of the trailer (some states are less).

Overweight Loads –

If the combined weight of the truck, trailer, and load is greater than 80,000 pounds the load is oversized.

Additional Equipment Required on Oversize Loads

Hauling an oversize load will require additional equipment. What is needed will vary depending on the dimensions of the load and the state it is being transported through. Required additional equipment will be listed on the load permits issued by the state. This includes but is not limited to the following:

Oversize Load Banner-

7ft x 1.5ft yellow banner with 10-inch black letters reading “OVERSIZE LOAD”. “WIDE LOAD”

Banners are not legal in many states. Be sure to have the proper banner.

Safety Flags-

These are 18-inch square red flags. These may be required on the front corners of the tractor, on the corners of the load, or at the rear of the load depending on permit requirements. These can be mounted to the tractor or load in different ways.

Beacon Lights-

Rotating or strobing yellow lights than may need to be mounted on both the top of the tractor and the load.

Pilot Cars-

Some loads that exceed certain dimensions may require the use of pilot cars or escort vehicles. They assist the driver in moving down the highway by spotting problems, obstacles, and interferences and communicating with the driver through the use of a CB radio.

Permits

Oversize load permits will be obtained by operations before the load moves. The driver must keep a copy of this permit in his truck while hauling the load. Always read your permits carefully to ensure compliance with state laws for oversize loads. This includes the following:

• Requirements for additional equipment and placement of these devices.
  • Legal moving hours – Many loads will be restricted to daylight hours only. A driver will need to plan his or her trip with this in mind.
  • Routing- Some loads will require you to take exact routes to get to your destination. These routes are planned to avoid heavy traffic, narrow roads, narrow and weight restricted bridges, low clearance obstacles, and other problems that may not be obvious.
  • Any load over 8’ 6” wide requires flags at the widest point of the load front and rear. Also, a
    • wide/overside load sign must be displayed front and rear on the tractor and trailer.
  • Wide load/overside load must only be displayed when you are loaded. Make sure not to obscure your tag as it could create a citation for non – display of license tag.
  • Red flags are placed at the widest point of load on front and rear. Florida requires flags on tractors, also.
  • Holidays may have additional time constraints.

Oversize Permit Required Loads are as follows.

• 8’6-1/4” to 12’ wide and up to 14’ high, weight of 80,000 Lbs. gross (10’ permit)
• 12’ to 14’ wide and up to 14’ high and up to 102,000 lbs. gross (12’ permit)
  • Escort vehicles are required Front & Rear on undivided roads.
  • Escort vehicles require Rear only while on Interstate.
• Greater than 14’w or greater than 14’ high or greater than 102,000 lbs. gross (Super Load)
  • Escort vehicles are required Front and Rear on ALL roads. The front Escort MUST have the height warning pole attached.

On The Road

Each type of oversize load presents different challenges to truck drivers. Here are a few things to consider:

• All oversize loads must stop at ALL open weight stations and present the permits for the loads. This will increase the chance of inspection by DOT officers.
• Wide loads will hang into adjacent lanes and over the shoulder of the road. A driver must watch traffic, as well as roadside hazards such as parked vehicles, utility poles, and mailboxes that are close to the edge of the road.
• Long loads take much more room to turn than legal sized loads. This will require more space to swing wide. This swing can create situations in which traffic moves beside the trailer during the turn. A driver must have a good circle of awareness and keep his or her eyes moving to see developing problems.
  • Overhanging loads create tail swing. A tail swing is a side-to-side motion that can be outside the path of the wheel while the trailer is turning. Drivers must compensate for this when turning and when in reverse.

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DROP LOT TO ERECTION SITE

Consideration for transporting pre-cast products from a Drop Lot to the Erection Site:

• Extra cribbing may be required under the trailer’s landing gear if soft ground conditions exist.
• All products shall be properly secured with a minimum of two (2) nylon straps or chains with corner guards to prevent any product shifting while being transported from the Drop Lot to the Erection Site.
• If required to travel on DOT regulated roads, loads shall be secured per DOT requirements.

Metromont CDL Driver Checklist

SUMMARY OF KEY POINTS

• The driver shall perform a visual inspection of all loads and install the appropriate number of chains as required by DOT on all standard piece loads. The driver will ensure the proper quantity of chains are used as needed and are adequately secured to the trailer for non-standard or special loads.
• The driver must comply with all regulations noted on your permit such as time, weight, size and restrictions.
• The driver is responsible for securing Standard Loads in accordance with all applicable DOT, State, Federal and company policies.
• The driver is responsible to visually inspect chains/ratchets before use and make sure they are stored and clean correctly after each use.
• The driver is responsible for assisting the loading crew in securing Non-Standard or Specialty Loads and ensuring that they are secured in accordance with all applicable DOT, State, Federal and company policies.
• The driver ALWAYS has the right to refuse to accept any load that he/she deems unsafe or is otherwise not in accordance with DOT or generally accepted shipping regulations until a qualified person has determined that safety has been assured.
• Synthetic straps shall NOT be used to secure precast product.
• Ratchet binders are the only binders to be used to secure loads. The use of lever/snap binders is prohibited.
• Binders should always be connected to chains and never directly to the stake pockets.
• In the event of ice, sleet, or snow make certain that dunnage sits on a section of the trailer bed that is as dry and clear as possible to reduce the chance of slippage.
• Verify that the load satisfies DOT regulations for length, width, height, and weight limitations.
• When in doubt always consult a supervisor or manager.
• The use of lifting loops, erection anchors and conduit pockets may be used to secure the load.
• Standard Loads are loads that:
  • Can be directly secured to the bed the trailer.
  • Can be symmetrically loaded on a trailer, thus maintaining balance while it is being transported, regardless of the use of racks.
• Non-Standard or Specialty Loads are loads that:
  • Cannot be symmetrically loaded on a trailer and are unbalanced while being transported, thus requiring the proper placement of counterweights.
• Non – Standard Loads, or Specialty Loads shall NOT be unsecured until they are attached to the lifting rigging and are ready to be lifted by the crane at the erection site.
• When unloading symmetrical loads, the piece that remains on the trailer must be secured to the rack and the landing gear must be down before unloading the first piece.
• Empty racks are to be secured to the trailer bed with chains in addition to the racks being bolted to the pockets.
• Only use grade 70 chains of 5/16^th inch or larger, supplied by the company, to secure loads.
• GRADE 70 Chains are NOT to be used for rigging panels for lifting.
• Stake pockets are rated for 5,400 lbs. Do not exceed one (1) chain per pocket. Never chain to the rub rail.
• Any chains used to secure a panel from lateral movement shall be in addition to the number of chains required to comply with DOT regulations.
• Chains are to be tight but should not be overtightened to the point that they damage the product.
• The proper number of chains is critical and should adhere to DOT and company requirements.
• Drivers are to ensure the tightness of bolts on ALL racks.
• Remember: Your safety and the Safety other motorist are in your hands.
• Failure to comply with these guidelines could result in disciplinary actions and or termination.
• Your continued efforts and focus to improve our process is greatly appreciated.

SHIPPING MANUAL ACKNOWLEDGEMENT FORM

I hereby acknowledge that I have received and read a copy of the CDL Driver Training Reference Manual and agree to comply with the policies and procedures contained in the manual. Any questions that I had were adequately answered by my supervisor. In addition, I agree to attend all required training related to this manual.

US Pipe 

Ductile Iron / Cast Iron Pipe 

Freight should never be moved on Yard Without minimal securement. 

Driver is expected to exit cab with proper PPE: 

• Hard Hat 
• Safety Glasses 
• Safety Vest 
• Long pants 
• Closed toed shoes 

• These loads are commonly loaded in two sections.  
• Each section of pipe must have a minimum of 4 straps. 
  • Placing straps next the dunnage will create more stability. 
  • Placing Belly straps on the load is recommended. 

• Gaskets and lube may accompany load. Gaskets must be in secure packaging and strapped down to the trailer. The Lube can be placed in side box for secure transportation.  

• Note: When strapping and unstrapping load, always check for unsecure chocks. If packaging is not sufficient, notify shipper / loaded. If additional assistance is needed, contact Safety Department.  

USG Sweetwater, TX

USG requires all drivers to wear personnel protective equipment before exiting the truck.

• Hard hat
• Safety Glasses
• Safety Vest
• Gloves
• Steel Toed Boots
• Long Pants

Drivers should leave two tarps, 20 edge protectors and 40 bungees on their dropped trailer.

At the entrance to the marshalling yard, there are mailboxes located inside the yard office. Please check the P&S mailbox for the paperwork for your pre-loaded trailer.

Standing on the trailer deck is prohibited on USG property.

After hooking to your pre-loaded trailer, please fully secure your load.

1. Each bundle should be secured with two 4-inch straps.
2. Two additional straps should be used in a X pattern over the front and rear face of the load (Orange straps in Figure 1)

Points to Remember:

• Foam insulation board is tall but very light. Failure to X strap the front and rear of the load can result in damage to product and cargo shifts.
• Edge protection must be used to avoid damage to the product caused by straps.
• Be mindful that over-tightening straps can cause damage to the product.

*** All loads shipping from this location MUST be fully tarped***

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EMJ (Earle M Jorgensen) Schaumburg, IL

Points to Remember

1. When loading at this facility the driver must build a bulkhead or header board at the front and back of the material.
2. The standard bulkheads require 4 stacked timbers, a chain and binder.
3. If bundles are different heights, you may need to weave straps to obtain down pressure on each.