Is this an acceptable way to bind.

[nedly05]

I like to bind into the tracks as shown in the pic, I have been told by guys that move equipment for a living that it is an acceptable way to bind as per DOT regs. They say the tracks are considered structural. Just wondering how you guys bind/ What you think of the way I bind. Do any of you bind like this? I do all four corners and one over the bucket at the end of the stick.

[Squizzy246B]

Hey Nedly..I dunno if that is acceptable or not but if I have to transport a machine I'm not familiar with...I reach under the seat, grab the manual from where its supposed to be stowed??...and always is...:rolleyes: and just bind of the points the manufacturer says I can.

[tylermckee]

Thats how we chain our machines down as well, i cant really see too good from you pic, but i try to make sure im binding from the middle of the grouser as it tends to not tweak them.

[Ford LT-9000]

That is the cheating way to-do it :yup

We can't do it that way as most of us use lever style binders not the ratchet binders. As for hooking to the track pads yes thats the way we do it or the larger machines have a hole in the center of the track pads we will hook there. Grabbing the edge of the pad is legal for us.

[Grader4me]

Does your machine have anchor points besides the tracks in which to tie it down? In the interpretation guide for cargo securement standard 10, the question was asked if you can use the tracks for anchor points.

The comments were that "the standard does not specifically prohibit the use of tracks as anchor points, however the manufacture should be consulted to ensure that this would be acceptable and in compliance to the standard"

So you probably are legal, but it wouldn't hurt to follow up (check your owners manual) and ask a few more questions just to be on the safe side :)

[Ford LT-9000]

My take on chaining stuff down is if the machine is going to slide of let it slide off its not going to take the truck with it.

There are many ways of chaining down a excavator some guys go over top of the tracks and most people cross chain it.

Excavators are easy to chain down its machines and trucks on rubber tires are a biatch to chain down. Rubber tired backhoes have to be the worst they bounce around you can feel them on the trailer doing the dance.

[nedly05]

I used to use lever style binders until one smacked me in the face and I had to have 6 stitches. The only machines we ever move on the trailer is the excavators and the dozer. We road our loaders and wheel-hoes. I have never had an issue but DOT sets up in our town quite a bit and I would rather not get put out of service if I dont have to :yup

[Ford LT-9000]

Lever style cinches are excellent dentist you want your teeth removed it can do it you want your nose redone it can do that too :laugh

Over the years I have been lucky I never been hit in the face been hit on my arms etc. I have seen cinche pipes fly though the air because the person lost their grip .

On face smashers those old Bee Bee winches they used to take out a forehead or two from the crank handle.

[2004F550]

Around town we just use the binders but if we have to go, say more then 10 miles, we will use chains and make an X pattern.

[tylermckee]

I was being stupid once and somehow managed to slip and let the cheater bar on a binder smack the bottom of my chin. Felt like I damn near bit my tounge off. took nearly 2 weeks before i could eat without it hurting. There was nothing wrong with me on the outside though so i hurried up and grabbed the bar and finished chaining down the machine before anyone noticed, i was just a little embarassed.

[Nac]

When I have my excavator moved they use the binders to the tracks also. Jesco the local john Deere dealer also moves his excavtors the same way. But we do not chain the boom down.

[dayexco]

ratchet binders side of lowboy frame to center of tracks, 4 corners, one chain, binder over stick....legal here

[LowBoy]

I like to bind into the tracks as shown in the pic, I have been told by guys that move equipment for a living that it is an acceptable way to bind as per DOT regs. They say the tracks are considered structural. Just wondering how you guys bind/ What you think of the way I bind. Do any of you bind like this? I do all four corners and one over the bucket at the end of the stick.

Hey nedly05, you're doing it right as far as NY regs are concerned. I move equipment every day for a rental company and for CAT direct, and I keep my wits sharp by logging on to FMCSA website, NY state regs, USDOT, etc. So far I've found the interpretation the same; "There shall be no lateral, forward, rearward, and vertical movement, using a minimum of 4 tiedowns." (from SEC.393.130 in the FMCSA regs.) I'd like to be able to show the DOT man that stopped me what the rulebook says, rather than have him tell me, with a good attitude, of course...:bouncegri

I sometimes use ratchet binders to tracks and to trailer only, if going a short (10 miles or so,) distance. My personal opinion is that eliminates the weak link, namely the CHAIN link, when securing this way. They also want any accessory such as blade, boom, arm, etc. secured. That makes hauling a 307 with a blade a pain in the neck, with 6 stinkin' fasteners!!! OH well, better than getting an award from the Man with the Plan...
:nono

[DPete]

4 corners OK here in Ca. DP

[CascadeScaper]

Yep, I've seen this done and it's legal/safe here, but what we usually did with our 312 was the cross chain method. We would use (4) 10' chains with slip hooks only on one end, attach the slip hook to the grouser on the right side of the machine and bind it to the left side of the trailer. Some guys will run 1 chain through the undercarriage both front and rear and use 1 binder for a total of 2 chains and binders, but I don't think it's legal because more than likely the binder is only rated for 10K pounds and obviously if you do this twice it's not going to secure a 30K pound load. Using 4 chains and 4 binders or just 4 binders the DOT will never hassle you. My rule of thumb is to always have the working load limit of binders and chains be at least 20% over, when fully chained, to the weight of the machine it's bound to. It really doesn't even take that much longer either to secure all 4. We never bound the boom down, nobody ever gets that technical around here.

[minimax]

A friend of mine got nailed for using 3 chains and one binder last week by WSP.He puts two 4' 5/16 chains hooked to the blade on his mini-x and pulls the chain tight with the mini and then puts one 5/16 chain side to side across the track frame and binds it down,DOT sayed that he should of had 6 chain and 6 binders, one chain and binder for the boom. 4 chains and 4 binders for the four coners of the machine and the one that gets me is one chain and binder across the blade???. So he got a ticket for 3 missing chains and 5 missing binder at a cost of $250 for each missing binder or chain,3 chains + 5 binders = 8 missing things = A $2000ticket:mad: :mad :eek: :eek :Banghead
He is going ti fight it the machine manual shows using two chains over the track frame

minimax

[Squizzy246B]

In trying to nail the issue of wether I need to bind my machines when in the dump body (which I don't) I found this topic in our National Transport Guidlines where it says not to bind over the tracks unless no other point is provided by the Manu'f.

[Grader4me]

A friend of mine got nailed for using 3 chains and one binder last week by WSP.He puts two 4' 5/16 chains hooked to the blade on his mini-x and pulls the chain tight with the mini and then puts one 5/16 chain side to side across the track frame and binds it down,DOT sayed that he should of had 6 chain and 6 binders, one chain and binder for the boom. 4 chains and 4 binders for the four coners of the machine and the one that gets me is one chain and binder across the blade???. So he got a ticket for 3 missing chains and 5 missing binder at a cost of $250 for each missing binder or chain,3 chains + 5 binders = 8 missing things = A $2000ticket:mad: :mad :eek: :eek :Banghead
He is going ti fight it the machine manual shows using two chains over the track frame

minimax

Yeah...I think that I would fight this a bit. Okay, let's try to cipher this out a bit. First if the mini ex weight is less than 4500kgs then it is classed as a light vehicle. Regulations state that "a minimum of two(2) tie downs is required" one in the front and one in the rear.

I cannot find anything in the regulations about light vehicles with attachments, example tieing dowm the blade/boom etc. but...I would tie these down anyway just to make sure.

You have to make sure that if there are anchor points on the machine to use them.

This is my idea of how I would have secured this mini ex, presuming that it is classed as a light vehicle...One tie down in the front using a good anchor point, one in the rear doing the same using a binder for each chain. I would have chained down the boom & front blade using a binder on each.

It looks like they treated this as a "heavy vehicle" senerio.

In trying to nail the issue of wether I need to bind my machines when in the dump body (which I don't) I found this topic in our National Transport Guidlines where it says not to bind over the tracks unless no other point is provided by the Ma


I agree with you Squizzy...Your vehicle is "contained" so the same securement rules would not apply.

[Ford LT-9000]

I think the DOT has gone nuts in the states don't they know who pays for their wages ?

If they are giving fines to these guys that are trying to make a honest living while the DOT doesn't even like going outside when its raining :rolleyes:

On a mini with rubber tracks its harder to lash down because there is no place to hook on tracks. Its easier to go over top of the tracks then tuck the boom down and put a chain over the stick the machine isn't going to go anywhere.

I have no use for the DOT some of these guys are so fat they can't even get under a truck. Anytime they come to my area it costs the tax payer well over 1000 dollars a day for living out expenses and wages. I'am glad the B.C. gov't put a stop to them because they used to be here on a regular basis. They work till lunch time checking vehicals then head off to the local bar to go eat and they are done for the day.

You know these guys give the tow trucks operators fines while they are on a accident scene pulling a truck out of a ditch. They are looking over the tow truck while the guy is pulling the vehical out of the ditch :mad:

They gave one of the local tow truck guys a fine for drive tires that were past the wear bars while he was pulling a truck out of the ditch. The tow truck driver said what is this the DOT said you have bald tires. The tow truck driver had new tires sitting at home that were going on the truck the next day he knew the tires needed changing. He was so PO'ed that the DOT was checking over his truck.

In B.C. you can contest violation fines if you feel they are not justified and 90% of the time you won't have to pay the fine. The DOT has nailed guys with a ripped drivers seat :spaz

If the DOT stopped me and said I needed all that stuff that minimax said I would be contesting that. You contest a ticket the gov't has to pay the DOT officers wages to come to court and usually the fine is dropped.

In the case minimax friends machine the back of the machine could have been cross chained a chain over the tracks and one over the boom and that is frigging plenty. Cross chain the back it keeps the machine from sliding side to side one over top of the blade keeps the front down and a chain over the stick on the machine keeps the house from swinging.

I sure would like these guys that make up these stupid securement rules have some years in the field.

[Steve Frazier]

If the DOT stopped me and said I needed all that stuff that minimax said I would be contesting that. You contest a ticket the gov't has to pay the DOT officers wages to come to court and usually the fine is dropped.

You are aware that the government's only source of revenue is from you, the public, are you not? If you think you're sticking it to the government by dragging public officials into court, you're fooling yourself. Their wages come out of your pocket, and on overtime no less.

[Ford LT-9000]

The officer that gave you the fine doesn't show up 90% of the time so the ticket gets revoked. One of my cousins is in the court systems she always says if you don't feel a ticket is right contest it. You need to use common sense when contesting a ticket or a fine because if you know it was grossly illegal then you get what you got.

The only thing you can not contest is a notice of inspection if the DOT finds a mechanical problem with your truck they will make you go have it repaired. If the problem is serious enough they take your license plates off your truck and the truck is condemed on the spot. A leaking or dripping steering box is one of them if the DOT officer feels its dripping too much your truck is pulled out of service. Call in a heavy tow truck your getting pulled off the road and your bank account is going to take a hit.

The two trucks that will get away with the DOT is garbage trucks and honey wagons the DOT officers will rarely crawl under either one of those trucks. If its raining you won't see the DOT doing roadside inspections or if its frosty and cold. I have to laugh about the inspector that does school busses he is so overweight he can't get on the floor on a creeper.

[atgreene]

The first time I ever got checked was on a causeway in a neighboring town. Wind was comeing off the lake on a 20 degree November morning. DOT guy told me to get a sticker on the trailer, up my regitered weight and drive careful. He was shaking so bad I almost asked him if he wanted to get in the cab while he went over the paperwork.

Sometimes you get lucky by showing up at court, but I firmly belive that a good attitude when dealing with them beside the road will get you further.

[Ford LT-9000]

The first thing I was told about dealing with the DOT is never pizz them off when they pull you over be nice. If you have a vehical with hydraulic brakes the first thing they ask you do to is put the emergency brake on leave the transmission in neutral and get out of the vehical. If the emergency brake doesn't work you better have a crying towel because they start searching.

The DOT knows the most neglected item is the E brake now its well that doesn't work lets start looking. If your truck looks clean and doesn't look like a wreck they usually be pretty easy.

Right now my truck is illegal because my license plates are on the wrong end of the truck. The plate without the sticker is supposed to be on the back and the one with the sticker on the front. My truck is over 12,000lb gvw that is a 288 dollar fine and any RCMP can give me that fine. If you don't have a license plate light thats 196 dollar fine if your license plates are dirty another 196 dollars each. I get in the habit of getting the windex out and washing the license plates.

The big thing the RCMP or DOT catches contractors or regular citizens on is if you change the color or body on your truck and don't change the registration you get a 109 dollar fine. Say your truck is a flatdeck and you made it dump the registration has to say the dump truck.

[Countryboy]

I get in the habit of getting the windex out and washing the license plates.

So now you have clean license plates that are in the wrong spot :rolleyes: . Why not skip a cleaning and move them to the right spot? :Pointhead

[Ford LT-9000]

I haven't had a chance the dealer put them on the wrong end of the truck when I bought it last week. I will probably do it tommorow and go see the sign company about getting my name put on the truck they do laser cut vinyl lettering.

The RCMP is more interested in speeders right now than getting after commercial trucks. The max speed limit throughout the area is 60km/h 37 mph. If you get caught doing 10km/h 6 mph over the limit you get a 138 dollar fine then if your doing over 21km/h 13mph over you get a 196 dollar fine.

[Squizzy246B]

This aussie publication gives some advice re-lashing over the tracks:

Open the PDF from the link and scroll down to pages 156 to 161. The page numbers are in the blue strip down the left or right of the page.

The information contained in that section appears clear enough but seems to contradict some from earlier in the publication. It always seems an average numbskull like me has to read it about 7 times to get the info in:Banghead

http://www.ntc.gov.au/FileView.aspx?page=A02206503300790020

[Grader4me]

Squizzy, your requlations are very clear in regards to using tracks as anchor points and very clear about running the chain over the track. Ours don't specifiy that at all. So we can use tracks as anchor points, but we cannot run a chain(one side to another) over the tracks.
I am a little surprised that you can run two chains into one anchor point. Our regulations are not completely clear on this issue, but from my understanding, I don't think that we can, so I think I will do a double check on this.

[Squizzy246B]

Squizzy, your requlations are very clear in regards to using tracks as anchor points and very clear about running the chain over the track. Ours don't specifiy that at all. So we can use tracks as anchor points, but we cannot run a chain over the tracks.
I am a little surprised that you can run two chains into one anchor point. Our regulations are not completely clear on this issue, but from my understanding, I don't think that we can, so I think I will do a double check on this.

They are not too badly written but (re; the one point thingy) you have to go back to the start on what loads can be applied, tensions etc...so it depends on the weight of the machine and the strength of the securing point. As long as the point is up to the combined loads its OK. Pretty obviously most towing points are going to be up to the job....less you got a 30 foot long cheater bar hanging off the tensioner. What is the no no is where the chain is run through from one side to the other without a shackle, so the machine can still move sideways.

[Grader4me]

They are not too badly written but (re; the one point thingy) you have to go back to the start on what loads can be applied, tensions etc...so it depends on the weight of the machine and the strength of the securing point. As long as the point is up to the combined loads its OK. Pretty obviously most towing points are going to be up to the job....less you got a 30 foot long cheater bar hanging off the tensioner. What is the no no is where the chain is run through from one side to the other without a shackle, so the machine can still move sideways.

Your right about the towing point being strong enough. Here is what really gets me...In our regulations they talk about having the proper chains, tightners, having the correct WLL on the chains and tightners, make sure that you have all the calulations done properly so that you are in compliance.

There is no specifications on the strength or construction of your anchor points! What good is it to have all of the proper and legal tie downs etc. and your anchor points are iffy?:beatsme

[Squizzy246B]

Your right about the towing point being strong enough. Here is what really gets me...In our regulations they talk about having the proper chains, tightners, having the correct WLL on the chains and tightners, make sure that you have all the calulations done properly so that you are in compliance.

There is no specifications on the strength or construction of your anchor points! What good is it to have all of the proper and legal tie downs etc. and your anchor points are iffy?:beatsme

Well, this is a cop out but: Not withstanding the fact that a machine bound on the tracks can still roll forward or backward and losen the bindings; if you refer to the operators manual and use the manu'f tie down points then I think you can safely assume they are up to the job.

I have a problem here with all the uncertified/unstamped gear coming into the country. I refer mainly to shackles.....you can get anything you like stamped on a shackle in China...just as you can tyres.

I have tie down points on my big trailer and I know these were inadequate when I bought the trailer (so I beefed them up). DOT man checked all my chain, shackles and D-rings but didn't stick his head under the tray to see if the attachment points were adequate.

At the end of the day its not as a precise science as we would like to think it is...and if it gets anymore regulated and complicated a numbskull like me wont know what the hell to do.

The marine guys have this issue well covered...if you ever get the chance try and get your hands on a merchant ship's "Cargo Securing Manual" or if you get really keen look for LASHING AND SECURING OF DECK CARGOES
By Captain JR Knott, FNI ISBN: 1 870077 18 0

Note author's name:rolleyes:

[Grader4me]

I have tie down points on my big trailer and I know these were inadequate when I bought the trailer (so I beefed them up). DOT man checked all my chain, shackles and D-rings but didn't stick his head under the tray to see if the attachment points were adequate.
:

I should have clarified a bit better. These are the anchor points that I am refering to. The ones on the equipment that are built to the manufacturers specifications would be fine.

[Ford LT-9000]

Thats funny that contractors like Squizzy are not allowed to hook to the tracks of a machine. Then you look at the pictures on the link Squizzy posted looks like the chains are raked back quite far. Any time I or the other contractors I work with strap down a excavator the chains are closer to the tracks.

Excavators are the easiest thing to strap down the worst is rubber tired backhoes, wheel loaders and articulated trucks.

[richardcatdaddy]

Your boomers look good,if you chain your boom you can move it okay,I add one more chain.The tie down points under the rear of the machine will let you chain from one more point.As far as rubber tire backhoes go.Two tie down points are on the front of most hoes,I chain pulling to the front on each side then move to the rear.On the Cat hoes beside the pivot point on the rear boomis 2 more tie down points,I cross chain there pulling to the rear.I also lay down the boom as low as I can on the trailer and then chain it also.DOT says one chain,strap or binder every ten feet.Chaining like that will satisify that requirement.I have never had a problem crossing the scales with a backhoe secured in that manner.:usa

[LowBoy]

Here's a shot or 2 of "this week's DOT/FMCSR acceptable way to bind a track machine," provided you use acceptable rated chains and binders, and enough of them. This TimberKing feller buncher weighed 64,000 lbs. I threw a chain over the dipper, and 2 over the cutting head to make sure I was OK crossing Virginia scales, headed to IronMart in Lexington, SC from Hopkinton, NH. ScaleMaster commended my efforts, and that's all that counts...:notworthy

[Grader4me]

That puppy ain't gonna move! Good stuff :thumbsup

[thejdman04]

Here's a shot or 2 of "this week's DOT/FMCSR acceptable way to bind a track machine," provided you use acceptable rated chains and binders, and enough of them. This TimberKing feller buncher weighed 64,000 lbs. I threw a chain over the dipper, and 2 over the cutting head to make sure I was OK crossing Virginia scales, headed to IronMart in Lexington, SC from Hopkinton, NH. ScaleMaster commended my efforts, and that's all that counts...:notworthy

That is the way to do it. I guarentee you can chain it down properly in the time it takes for ad ot man to write you a ticket or the tiem it takes to lift it back on the trailer when it falls off

[LowBoy]

You said a mouthful there, jdman. The concept is too simple...secure it so it's safe, and go along with no worries.

I have (even recently,) been in a little bit of a pucker and to save 2 minutes, I've jumped in the truck and headed off with minimal chains. Within a couple of miles, however, my conscience starts to bother me and I'm stopped again putting the RIGHT amount of stuff on. The time savings was "ZERO. NONE. NADA." Had to do it again anyways. As the old saying sometimes applies..."Never have time to do it right, always have time to do it over..." I try not to apply that adage very often if possible.

I had a 725 Cat articulated dumptruck on recently that I had four 1/2" "man-killer" chains and binders on, 4 point contact, pulling opposite each other. It still felt a little "spongy" as I was moving, so I stopped again and threw one more 3/8" chain across the articulating pin area. That solidified the rocking sensation completely, and from there on out it was,"Get outa the way...madman on the loose...":guns

[Ford LT-9000]

Wow thats more chains than what we put on bunchers here even 300 excavators get 4 chains on the tracks and one over the dipper. The lowbeds here are a little wider pretty rare swing outs and planks are used.

Over chaining is better than arguing with some DOT guy on a power trip who prolly never run a piece of heavy equipment in he or she's life.

[rcn11thacr]

What a great website for someone new, I have a new found wealth of info. Thanks to all.

[RollOver Pete]

Loosing a load on a freeway has a way of changing the way a driver does things.
I learned this the hard way at the young age of 18. :rolleyes:
Lucky for me, no one was hurt and I was able to drive/drag the load off the freeway, down the frontage road and right into Johnson Tractor in Riverside.

Some smooth talking and some cash scored me a forklift to undo what should have never happened had I taken the time to look things over. :professor

Now, weather I'm hauling equipment, pulling a flatbed or anything that has to do with securing a load, I chain it down then chain it down some more.
:exactly

I'll never take a load of anything that has been tied down by someone else.

In fact, I wont visit, talk, accept help or have anything to do with anyone while I'm securing a load.

Many people get by with 99%
But its the 1% that you overlooked that could change your life for ever. :my2c
:cool2

[Squizzy246B]

Here's a shot or 2 of "this week's DOT/FMCSR acceptable way to bind a track machine," provided you use acceptable rated chains and binders, and enough of them. This TimberKing feller buncher weighed 64,000 lbs. I threw a chain over the dipper, and 2 over the cutting head to make sure I was OK crossing Virginia scales, headed to IronMart in Lexington, SC from Hopkinton, NH. ScaleMaster commended my efforts, and that's all that counts...:notworthy


G,day Lowboy. I'm not nit picking cause I think you did a good job....but how do you think that arrangement would go if someone was to calculate the required fore and aft restraint on your rules. It looks like you got lateral well covered.

[nedly05]

As long as it is bound like that on both ends fore and aft are covered as well as latterally.

[Ford LT-9000]

That buncher isn't going to move anywhere its been over-chained which is good. That machine starts to go anywhere it will pull the truck and trailer over with it. With that kind of weight the truck isn't going to stop on a dime so there is no way a hard brake application (Panic stop) will get that machine to shift forward.

Seen one of the lowbeds in the area the couple days ago carrying a 98,000lb excavator which is 12' wide they had the tracks cross chained front and back with the boom chained down. No problems moving the machine 100 kilometers to the site they were going to. I know where they came from and they already encountered 2 10% down grades the rest of them are 7% grades. Highway has twists and turns then they get to here more grades but the road is narrower. With the machine being 12' wide they are well over the center line to using up the northbound side of the road to make the corners.

I think I mentioned this before but anybody that runs a lowbed is a different breed of truck driver. One thing they have more skill driving heavy trucks.

You have more worries about these large trucking companies that have inexperienced or not so brite drivers. The company pays so low a good experienced driver won't work for them.

[RollOver Pete]

You have more worries about these large trucking companies that have inexperienced or not so brite drivers. The company pays so low a good experienced driver won't work for them.

And that is a scary reality.
:cool2

[Ford LT-9000]

The trucking industry has gotten so bad that good drivers don't want to drive anymore so large companies are scraping the bottom of the barrel for drivers.

There is one large company in B.C. I won't mention the name but some of their drivers are holy crap how did they get a class 1 (A) license :eek:

All they do is Van work there is no way they could do flatbedding or any other kind of freight.

[Grader4me]

G,day Lowboy. I'm not nit picking cause I think you did a good job....but how do you think that arrangement would go if someone was to calculate the required fore and aft restraint on your rules. It looks like you got lateral well covered.


Question for ya Squizzy..In your regulations you're not allowed to use the tracks as anchor points, if I remember correctly. The machine in the picture doesn't look like it has anything else except the tracks to anchor to. How would you tie this type of machine down in order to meet the fore and aft restraint rules? I know that like me you would probably never be near a machine like this let lone haul one. Just curious...:)

[LowBoy]

G,day Lowboy. I'm not nit picking cause I think you did a good job....but how do you think that arrangement would go if someone was to calculate the required fore and aft restraint on your rules. It looks like you got lateral well covered.









No nit picking detected here, Squizz. If you analyze the photos closely, you'll see there are a set of 1/2" chains diagonally across front and rear of tracks to a D-ring. In addition, there are ALSO a set of 3/8" chains in the same configuration. I added THREE 3/8" chains to secure the cutting head and stick, which would exceed the chain rating maximum requirement of 30,000 lbs. for the 3 chains being used.

Fore & aft movement is virtually eliminated by the degree of angle in which the chains are pulling away in both directions from the trackframe and/or pads themselves.Thus, shooting holes in the fore & aft movement issue.

Where we have to be careful here in the states, is in WHERE we secure the end of the chain or binder, meaning the hook, to. I've been informed that by going from the beam of the trailer with a hook, whether it's a chain or binder, will reduce the working load capacity by 50%...Poppycock in my opinion, but my opinion carries NO weight (no pun intended,) with the authorities I have found in the past.

That big 'ol gal had four 1/2" mankiller chains diagonally binding it down, plus four 3/8" chains diagonally binding it down, PLUS three 3/8" chains holding the stick and cutting head. If it were to want to come off that float mate, believe me when I tell you, it was taking me with 'er...:drinkup