GREENBELT, MD – The Commercial Vehicle Safety Alliance (CVSA), which
sets the standards for roadside inspections across North America, has
issued a new bulletin for securing intermodal containers on container chassis.
Canadian National Safety Code Standard 10 requires each lower corner
on a container to be secured with an integral locking device, and for
the front and rear of the container to be secured independently, CVSA
“To meet these requirements, intermodal containers are most commonly
secured to the container chassis with twist-locks or pin-locks meeting
the definitions of integral locking device. [National Safety Code]
Standard 10 defines an integral locking device as ‘a device that is
designed and used to restrain an article of cargo by connecting and
locking attachment points on the article to anchor points on the
vehicle,’” the bulletin reads.
“There are numerous twist-lock and pin-lock designs. In general,
pin-locks connect when the pin is inserted into the container’s casting
and lock when the handle is held in position by a latch, gate or similar
mechanism. Pin-locks are typically integrated with a bolster holding
the lower front of the container. Similarly, twist-locks connect when
the pin head is twisted within the container’s casting and lock when the
handle is held in position by a latch, gate or similar mechanism.
Twist-locks are found in all positions on a container chassis. Many
integral locking devices rely on gravity or spring mechanisms to aid in
holding the latch, gate or handle in position.”
The standard also requires containers to be restrained from moving forward, backward, vertically, or left or right.
There are some differences between the Canadian standard and its U.S.
counterpart. Canada allows chain or wire rope to secure the corner of
an intermodal container, but only to replace a defective integral
Twist-locks and pin-locks normally include a latch or gate mechanism
that should be engaged during inspectionsm, CVSA adds. While some
carriers attach plastic or wire tie-wraps to a latch or gate handle,
that is not required under regulations on either side of the border.
“In all cases, when the latch, gate or similar mechanism that keeps
the integral locking device from becoming unintentionally unfastened is
broken, ineffective or missing, a temporary method can be used,” the
bulletin reads. “This may consist of a tie-wrap. As noted, this type of
temporary locking method is not required when the integral locking
device is working as designed and intended by the manufacturer.”
Inspectors are being encouraged to download the latest information at www.cvsa.org.
“We want to ensure all inspectors are conducting roadside inspections
using the most up-to-date version of each bulletin,” the organization
Changes and updates were also introduced for identifying long-stroke brake chambers, inspecting Antilock Brake Systems, the procedures for inspecting hydraulic brakes and trailers, and inspecting vehicles with EPA07 or later engines.
A previous bulletin governing container chassis, as well as Express
Brake International segmented brake linings, and Trailer Body Controller
on a 2005 Super Duty Vehicle were repealed.
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