Load securement statistics show how recorded U.S. enforcement violations vary by defect, tiedown condition, cargo immobilization, and working-load-limit compliance. The figures below cover calendar years 2022 through 2025, a 2026 year-to-date snapshot, and selected FMCSA and NTSB evidence with clearly defined populations and limits.
Key Load Securement Statistics
The most useful headline figures are:
- In the United States, 1,034 loose-or-unfastened-tiedown violations were recorded in CY 2022.
- In the United States, 1,067 loose-or-unfastened-tiedown violations were recorded in CY 2023.
- In the United States, 624 loose-or-unfastened-tiedown violations were recorded in CY 2024.
- In the United States, 229 loose-or-unfastened-tiedown violations were recorded in CY 2025.
- In the United States, 81 loose-or-unfastened-tiedown violations were recorded in CY 2026 year-to-date.
- In the United States, 283 cargo-not-immobilized-or-secured violations were recorded in CY 2022.
- In the United States, 247 cargo-not-immobilized-or-secured violations were recorded in CY 2023.
- In the United States, 133 cargo-not-immobilized-or-secured violations were recorded in CY 2024.
- In the United States, 20 cargo-not-immobilized-or-secured violations were recorded in CY 2025.
- In the United States, 209 insufficient-aggregate-working-load-limit violations were recorded in CY 2022.
- In the United States, 155 insufficient-aggregate-working-load-limit violations were recorded in CY 2023.
- In the United States, 109 insufficient-aggregate-working-load-limit violations were recorded in CY 2024.
- In the United States, 47 insufficient-aggregate-working-load-limit violations were recorded in CY 2025.
- In the United States, 633 damaged-securement-system or tiedown violations were recorded in CY 2022.
- In the United States, 636 damaged-securement-system or tiedown violations were recorded in CY 2023.
- In the FMCSA CSA operational-model test, 25.1% of test carriers exceeded the Loading/Cargo Securement BASIC threshold after 12 months.
- In the same CSA test, 47.0% of control carriers exceeded the Loading/Cargo Securement BASIC threshold after 12 months.
- FMCSA says revised cargo-securement requirements began applying to interstate motor carriers on January 1, 2004.
Contents
- Load securement violation trends
- Tiedown damage and loose-securement data
- Cargo immobilization and load-shift indicators
- Working-load-limit and tiedown requirements
- Rules, crash evidence, and compliance outcomes
Load Securement Violation Statistics and Enforcement Trends
FMCSA’s national MCMIS traffic-enforcement table records violations observed in enforcement activity; it does not estimate the share of all trips carrying insecure loads. The national totals below are displayed totals for the United States, and 2026 is year-to-date rather than a completed year.
| Violation category | CY 2022 | CY 2023 | CY 2024 | CY 2025 | CY 2026 YTD |
|---|---|---|---|---|---|
| Inadequate or damaged securement devices/systems, 393.104A | 225 | 215 | 100 | 11 | 6 |
| Damaged securement systems or tiedowns, 393.104B | 633 | 636 | 345 | 113 | 39 |
Source: Traffic Enforcement Violations.
The 393.104A category fell from 225 recorded violations in CY 2022 to 215 in 2023, 100 in 2024, 11 in 2025, and 6 in the 2026 year-to-date snapshot. The 393.104B category was nearly unchanged between 2022 and 2023, moving from 633 to 636, before the table showed 345 in 2024, 113 in 2025, and 39 in 2026 year-to-date.
These counts should be read as enforcement records, not an incidence rate. The 2025 values can be revised by later reporting, and the 2026 values are not comparable with completed-year totals as full-year measures.
Tiedown Damage and Loose-Securement Data
The table separates damage to cargo-securement devices from damage to vehicle structures or anchor points. That distinction matters because a damaged tiedown, a cargo-damaged tiedown, and a damaged anchor point represent different recorded enforcement categories.
| Category and regulation | CY 2022 | CY 2023 | CY 2024 | CY 2025 | CY 2026 YTD |
|---|---|---|---|---|---|
| Cargo-damaged securement device/tiedown, 393.104BC | 0 | 30 | 197 | 327 | 199 |
| Damaged vehicle structure or anchor point, 393.104C | 33 | 18 | 12 | 2 | 3 |
Source: Traffic Enforcement Violations.
The 393.104BC series rose from 0 recorded violations in CY 2022 to 30 in 2023, 197 in 2024, and 327 in 2025, followed by 199 in the 2026 year-to-date snapshot. A zero recorded value does not prove that no such event occurred; it means none was recorded in this enforcement table.
For 393.104C, the recorded count declined from 33 in 2022 to 18 in 2023, 12 in 2024, and 2 in 2025, with 3 recorded in 2026 year-to-date. These observations describe enforcement activity, not the condition of every securement system in service.
Cargo Immobilization and Load-Shift Indicators
Cargo immobilization statistics provide a direct view of several ways tiedowns can fail to meet the recorded requirement. Knotted tiedowns and loose or unfastened tiedowns are separate FMCSA categories, so their values should not be combined as if they measured one outcome.
| Violation category | CY 2022 | CY 2023 | CY 2024 | CY 2025 | CY 2026 YTD |
|---|---|---|---|---|---|
| Knotted tiedown, 393.104F1 | 77 | 95 | 46 | 15 | 13 |
| Loose or unfastened tiedown, 393.104F3 | 1,034 | 1,067 | 624 | 229 | 81 |
Source: Traffic Enforcement Violations.
Recorded knotted-tiedown violations were 77 in CY 2022 and 95 in CY 2023, then 46 in 2024 and 15 in 2025. The 2026 year-to-date table shows 13, but that partial-year figure should not be treated as a forecast or a full-year result.
Loose-or-unfastened-tiedown violations were the larger of these two categories in every listed completed year: 1,034 in 2022, 1,067 in 2023, 624 in 2024, and 229 in 2025. The 81 recorded in 2026 year-to-date remain a snapshot of reported enforcement activity.
Working-Load-Limit and Tiedown Requirement Statistics
Working-load-limit data addresses whether the aggregate capacity of the securement arrangement was sufficient, while edge protection concerns whether cargo edges were protected as required by the applicable category. Both measures are recorded violations, not a national compliance survey.
| Requirement category | CY 2022 | CY 2023 | CY 2024 | CY 2025 | CY 2026 YTD |
|---|---|---|---|---|---|
| Cargo without edge protection, 393.104F4C | 0 | 1 | 22 | 52 | 34 |
| Insufficient aggregate working-load limit, 393.106D | 209 | 155 | 109 | 47 | 19 |
Source: Traffic Enforcement Violations.
The edge-protection category moved from 0 recorded violations in 2022 to 1 in 2023, 22 in 2024, and 52 in 2025, with 34 in the 2026 year-to-date snapshot. As with other zero values, the 2022 figure is not proof that no event occurred outside the recorded enforcement activity.
Insufficient aggregate working-load-limit violations totaled 209 in 2022, 155 in 2023, 109 in 2024, and 47 in 2025. The table reports 19 in 2026 year-to-date, with later reporting potentially changing the snapshot.
Load Securement Rules, Crash Evidence, and Compliance Outcomes
FMCSA says interstate motor carriers had to comply with revised cargo-securement requirements beginning January 1, 2004. Its current rule page also states that paper-roll securement rules apply when paper rolls individually or together weigh at least 2,268 kilograms (5,000 pounds), a category-specific threshold rather than a general-cargo rule.
Source: Cargo Securement Rules.
The national table recorded cargo-not-immobilized-or-secured violations under 393.106B as follows:
- 283 violations in CY 2022 in the United States.
- 247 violations in CY 2023 in the United States.
- 133 violations in CY 2024 in the United States.
- 20 violations in CY 2025 in the United States.
- 6 violations in CY 2026 year-to-date in the United States.
Source: Traffic Enforcement Violations.
The FMCSA CSA 2010 operational-model evaluation found that 25.1% of test carriers and 47.0% of control carriers still exceeded the Loading/Cargo Securement BASIC threshold after 12 months. For the Improper Loading/Cargo Securement BASIC, 35.6% of test carriers and 49.9% of control carriers still exceeded the threshold after 12 months.
These percentages describe the FMCSA evaluation’s test and control groups, not national violation prevalence. Source: Evaluation of the CSA 2010 Operational Model Test.
The NTSB’s investigation of an August 15, 2024 crash in Swanton Township, Ohio, described one investigated shipper’s SOP requiring load-securement measures at least every second pallet row, or every 8 feet. The report states that FMCSA cargo-securement regulations are in 49 CFR Parts 393.100–114 for commercial motor vehicles.
The NTSB spacing figure is evidence from one investigated operation, not an industry-wide adoption rate. Likewise, the FMCSA violation series measures recorded enforcement observations, while the CSA percentages measure threshold exceedance in an evaluation; neither establishes the prevalence of insecure loads across all commercial trips.