Licensed Agency · NPN #22222940Prefer to talk? Call our team at +1 (689) 353-8505
On a flatbed, securement is the whole job. There are no walls to catch a load, so chains, straps, blocking and the driver's checks are all that keep the freight on the deck. When a load shifts or falls, one event can produce three separate problems: a safety violation, a damaged-cargo claim from the shipper, and a liability claim from anyone the load struck. The federal securement rules sit underneath all three.
The securement rules are in 49 CFR Part 393, Subpart I. Section 393.100 applies them to trucks, truck tractors, semitrailers, full trailers and pole trailers, and sets two basic duties. A commercial motor vehicle carrying cargo on public roads must be loaded and equipped, and the cargo secured, to prevent it from leaking, spilling, blowing or falling from the vehicle. The cargo also has to be contained, immobilized or secured so it cannot shift enough to affect the vehicle's stability or maneuverability.
FMCSA's summary of the rules explains that they cover cargo-carrying commercial motor vehicles in interstate commerce and all types of cargo, except bulk commodities without structure or fixed shape, such as sand, gravel or grain, carried in a tank, hopper or box that is part of the vehicle.
A securement system has to withstand three forces, applied separately, without exceeding the breaking strength of its tiedowns: 0.8 g deceleration forward, 0.5 g acceleration rearward and 0.5 g acceleration sideways. A load that is not fully contained within the vehicle's structure also needs securement that provides a downward force of at least 20 percent of the article's weight. Carriers are generally not required to test for these forces; FMCSA's summary notes that cargo secured under the general or commodity-specific rules is considered to meet the performance criteria.
The general rules come down to two numbers every flatbed driver should know:
Section 393.108 sets a tiedown's working load limit at the lowest rating of any of its components, or the rating of the anchor point it is attached to, whichever is less. Unmarked welded steel chain is treated as grade 30 proof coil, and other unmarked tiedowns take the lowest rating for their type. Section 393.104 adds that damaged or weakened tiedowns, anchor points and blocking material may not be used, and that edge protection is required wherever a tiedown could be cut or abraded where it touches the cargo.
Under section 392.9, a driver may not operate a commercial motor vehicle, and a motor carrier may not require or permit a driver to operate one, unless the cargo is properly distributed and adequately secured. The driver of a truck or truck tractor must:
The inspection duties do not apply to a sealed vehicle the driver has been ordered not to open, or to one loaded in a way that makes inspection impracticable. An open flatbed is unlikely to fit either exception.
When freight arrives damaged, the shipper's or consignee's claim runs through the carrier's contract terms and the federal claim rules in 49 CFR Part 370. Section 370.3 treats a claim as filed when the carrier receives a written communication, within the time limits in the bill of lading or contract, that identifies the shipment, asserts liability and asks for a specified or determinable amount of money. A damage notation on a delivery receipt or an inspection report does not count as a claim on its own.
Once a proper claim arrives, section 370.5 requires the carrier to acknowledge it in writing within 30 days, unless it has already paid or declined it. Under section 370.9, the carrier must then pay, decline or make a firm compromise offer in writing within 120 days. If it cannot, it must tell the claimant in writing where the claim stands, and why it is delayed, at that point and at the end of each 60-day period after.
Securement evidence often decides where the money comes from. The shipper will point to the carrier's duty to secure the load. The carrier may point to how the shipper packaged or loaded the freight. The cargo insurer will look at the facts, the policy's conditions and exclusions, and whether the loss fits the coverage at all. Photos of the securement at pickup, the count and rating of the tiedowns, and a record of the 50-mile and later checks can shorten that argument.
Cargo forms differ from insurer to insurer, and the provisions that matter most on open-deck freight are rarely on the declarations page. Before hauling, check:
Harm to other people is a separate matter. If a falling load injures someone or damages another vehicle, that claim is usually a question for the truck's liability coverage, not the cargo policy. A shifted or lost load can also lead to a securement violation during a roadside inspection, separate from any insurance claim.
A short record for every load helps in each of these disputes:
Who is responsible for securement if the shipper loads the flatbed?
Section 392.9 places the duty on the driver and the motor carrier: the vehicle may not be operated unless the cargo is properly distributed and adequately secured, and the driver must check it before departing and during the trip. A contract can shift costs between the parties, but the regulation still speaks to the driver and carrier.
How long does a carrier have to answer a cargo claim?
Under 49 CFR Part 370, the carrier has 30 days to acknowledge a proper written claim, unless it has already paid or declined it, and 120 days to pay, decline or make a firm compromise offer. If it needs longer, it owes the claimant a written status update every 60 days.
Does a securement violation mean the cargo policy will not pay?
Not automatically. Whether a cargo policy responds depends on its conditions, its exclusions and the facts of the loss. A violation can make the claim harder to resolve, which is why a clear securement record is worth keeping on every load.
Truscott's commercial truck insurance page explains the full program, and the owner-operator truck insurance page covers single-truck flatbed operations. Send your commodities, typical load values and securement practices through the commercial trucking application for a licensed-agent review of your cargo terms.
Sources checked September 24, 2026. This article is general information, not legal advice; verify the current federal rules for the actual vehicle, cargo and operation, and read your own cargo policy's terms before relying on it.
Florida's weight-based liability minimums, when federal rules reach local hauling, and the physical damage and liability questions for dump truck owners.
Commercial TruckingStraight trucks and tractor-trailers fall under different definitions. How weight, CDL group, axles and cargo change the filings and liability floors.