Load Locks vs Straps: Which Cargo Securement is Better?
Load lock bars and ratchet straps are the two most common cargo securement tools for enclosed trailers. Drivers argue about which is better, but the real answer is that each tool has a specific purpose — and the FMCSA does not care which you prefer. What matters is whether your chosen method prevents cargo from shifting under the forces specified in 49 CFR Part 393. This guide breaks down the real-world performance of both methods, explains when each is the right choice, and shows you when you need to use them together.
100-250 lbs
Load Lock Holding Force
3,300-5,400 lbs
Strap Working Load Limit
0.8g Forward
FMCSA Restraint Requirement
Both
Best Practice for Most Loads
O Trucking Editorial Team
Trucking Industry Experts
Fact-Checked by O Trucking Dispatch Team
5+ years managing cargo securement compliance for dry van and flatbed loads, coordinating with shippers on securement requirements, and handling FMCSA inspection documentation
Sources:
This article was written by the O Trucking editorial team with 9+ years of combined trucking industry experience. Learn more about us.
O TruckingLoad Locks vs Straps: Which Cargo Securement is Better? (2026)
Full Comparison: Load Locks vs Ratchet Straps
The following table compares load lock bars and ratchet straps across every metric that matters for daily cargo securement in dry van operations. The key takeaway: straps are stronger, load locks are faster. Neither replaces the other in all situations.
| Category | Load Lock Bars | Ratchet Straps |
|---|---|---|
| Holding force | 100-250 lbs | 3,300-5,400 lbs WLL |
| Direction of restraint | Forward/backward only | All directions (tied down) |
| Installation time | 30-90 seconds per bar | 2-5 minutes per strap |
| Requires anchor points | No (presses on walls) | Yes (E-track or D-rings) |
| Works on unpalletized freight | Yes (wall-to-wall barrier) | Difficult (needs anchor point) |
| Prevents tipping | Limited | Yes (top-over restraint) |
| Weight added to truck | 5-8 lbs per bar | 3-6 lbs per strap |
| Cost per unit | $20-$80 | $15-$50 |
| Lifespan | 6-24 months | 12-36 months |
| Can damage cargo | Low risk (no compression) | Medium risk (over-tightening) |
| FMCSA compliance for heavy loads | Supplemental only | Primary securement |
Load Lock Bars: Strengths and Limitations
Load lock bars are adjustable metal poles that press against the interior sidewalls of a trailer to create a barrier preventing cargo from sliding forward or backward. They are the go-to securement tool for dry van drivers because they are fast to install, require no anchor points, and create a wall-to-wall barrier that works with any cargo shape.
The critical limitation of load locks is holding force. A standard spring-loaded bar exerts 100 to 150 pounds of friction force against the trailer walls. A premium ratchet-style bar reaches 200 to 250 pounds. These forces are adequate for preventing light and medium cargo from sliding during normal driving, but they cannot restrain heavy loads during emergency braking.
Consider the physics: a 2,000-pound pallet decelerating at 0.8g (the FMCSA forward restraint requirement) generates 1,600 pounds of forward force. A single load lock bar with 150 pounds of holding force cannot even come close to stopping that pallet. You would theoretically need 10-11 bars behind a single 2,000-pound pallet to meet the forward restraint requirement — and that is impractical.
This is why load locks are most effective for light loads (cases of chips, paper goods, lightweight consumer products), partial loads where you need to compartmentalize the trailer, and as supplemental securement behind freight that is also strapped or braced against the trailer walls.
Ratchet Straps: Strengths and Limitations
Ratchet straps (also called tie-down straps or cargo straps) use a woven polyester webbing connected to a ratcheting tensioner. One end hooks to an anchor point on the trailer (E-track fitting, D-ring, or logistic track clip), the strap goes over or around the cargo, and the other end hooks to an anchor point on the opposite side. The ratchet mechanism tightens the strap until it applies significant downward and inward pressure on the freight.
The working load limit (WLL) of a standard 2-inch ratchet strap is 3,300 pounds, and a 4-inch strap is rated at 5,400 pounds. The WLL is the maximum force the strap should sustain during normal use — the breaking strength is typically double the WLL. This means a single 2-inch strap provides over 20 times the restraint force of a load lock bar.
Straps provide multi-directional restraint: they resist forward, backward, lateral, and vertical movement simultaneously. When properly routed over the top of cargo and anchored on both sides, a strap prevents sliding, tipping, and lifting. This multi-directional capability is what makes straps the primary securement method for heavy, tall, or unstable loads.
The limitations of straps: they require anchor points in the trailer (E-track, D-rings, or logistic track), they take longer to install than load bars, they can damage fragile cargo if over-tightened, and they do not create a wall-to-wall barrier like a load lock does. For loose or irregularly shaped freight without a clear top surface to strap over, straps can be difficult to use effectively.
FMCSA Cargo Securement Requirements
The FMCSA cargo securement rules (49 CFR Part 393, Subpart I) set performance-based standards. The regulations do not mandate specific equipment — they require that your chosen securement method prevents the cargo from shifting under specified forces:
FMCSA Force Requirements (49 CFR 393.102)
0.8g
Forward deceleration
80% of cargo weight
0.5g
Rearward deceleration
50% of cargo weight
0.5g
Lateral (side to side)
50% of cargo weight
Here is what those numbers mean practically: for a 2,000-pound pallet, your securement must resist 1,600 lbs forward, 1,000 lbs rearward, and 1,000 lbs laterally. One ratchet strap with a 3,300-lb WLL can handle the forward requirement alone (with margin). One load lock bar with 150 lbs of holding force cannot come close.
Load Locks Alone May Not Pass Inspection for Heavy Freight
When to Use Load Lock Bars
Load locks are the right primary securement tool in these situations:
Lightweight freight: Cases of chips, paper towels, toilet paper, bread, lightweight consumer goods, and any product where individual pallets weigh under 300 lbs. These loads generate low forces during braking and load locks provide adequate restraint.
Floor-loaded loose cargo: Boxes, bags, and loose items stacked floor to ceiling benefit from load bars that create a wall-to-wall barrier at multiple heights. Straps are impractical for hundreds of individual loose items.
Trailers without anchor points: Older trailers that lack E-track or D-rings cannot accept straps. Load locks are your only option, and you should use as many as needed to compensate for the lower holding force per unit.
Quick stops and multi-stop deliveries: When you make several deliveries per day and need to resecure the load quickly after each stop, load locks are faster to reposition than re-threading and re-tensioning straps.
When to Use Ratchet Straps
Straps are the right primary securement tool in these situations:
Heavy palletized freight: Beverages, canned goods, building materials, metals, chemicals, and any pallet weighing over 500 lbs requires straps for FMCSA-compliant forward restraint. Calculate: pallet weight times 0.8 equals the forward force you need to restrain.
Tall, unstable loads: A tall pallet stack that could tip over during cornering needs top-over restraint that only straps can provide. Load locks prevent sliding but do little to stop tipping.
Partial loads with lateral movement risk: When pallets do not fill the trailer wall-to-wall, they can slide sideways. Straps anchored to E-track on both sides prevent lateral shifting. Load locks only resist front-back movement.
High-value or fragile freight: Straps with edge protectors provide controlled, distributed pressure that keeps freight firmly in place. The precision of ratchet tension beats the fixed friction of load bars for delicate loads.
When You Need Both
Many experienced dry van drivers use both load locks and straps on the same load. This is not overkill — it is best practice. Each tool covers the other's weakness:
Straps over the top + load locks behind: The straps provide the primary restraint force (forward, lateral, and tipping resistance), while the load locks create a backup barrier that catches anything that might slip under or around the straps.
Mixed weight loads: When you have heavy pallets in the nose and light pallets in the tail, strap the heavy pallets and use load locks for the lighter ones. This gives you the right securement level for each cargo section without over-securing the light freight.
Multi-stop routes: Strap the first delivery's freight, use load locks to compartmentalize the remaining stops. As you deliver and remove straps, the load locks maintain order in the rest of the trailer.
Build a Securement Kit for Every Load Type
Cost Comparison
The following table breaks down the true cost of each securement method, factoring in purchase price, lifespan, and replacement frequency for a driver making 200-250 loads per year.
| Cost Factor | Load Lock Bars | Ratchet Straps |
|---|---|---|
| Initial kit cost | $200-$500 (10-12 bars) | $90-$200 (6 straps) |
| Average lifespan | 6-12 months | 12-24 months |
| Annual replacement cost | $200-$500 | $60-$150 |
| Cost per load (approx.) | $0.80-$2.00 | $0.30-$0.80 |
| Time cost (install/remove) | 5-10 min per load | 10-20 min per load |
On a per-load basis, both methods are inexpensive compared to the cost of a cargo damage claim (average $5,000-$25,000) or an FMCSA out-of-service violation (lost revenue plus potential fines). The real cost difference is in time: load locks are faster to install and remove, which adds up over hundreds of loads per year. For a driver making 250 loads per year, the 5-10 minutes saved per load with load locks versus straps translates to 20-40 hours per year — roughly a full work week.
The bottom line: do not choose between load locks and straps based on cost alone. Choose based on what your freight requires for safe, FMCSA-compliant securement. The cheapest option is always the one that prevents a cargo claim.
How Our Team Approaches Cargo Securement
At O Trucking LLC, we treat cargo securement as a planning step, not an afterthought:
Load-specific securement planning
Before dispatching a driver to a shipper, we communicate the freight type, weight per pallet, and any shipper-specific securement requirements. If the load calls for straps, we confirm the driver has adequate straps and the trailer has E-track before they depart. If load locks are sufficient, we confirm the driver has enough bars in good condition.
FMCSA compliance verification
We calculate the minimum securement required for each load based on FMCSA force requirements. For heavy freight, we specify the number and type of straps needed. For light freight, we confirm load lock bars are adequate. Our drivers never leave a shipper without securement that meets or exceeds FMCSA standards.
Load Locks vs Straps FAQ
Common questions about cargo securement methods, compliance, and best practices
Are load locks FMCSA compliant?
Yes, load locks are FMCSA compliant as a cargo securement device. However, they only provide 100 to 250 pounds of holding force per bar, which is far less than the 0.8g forward restraint requirement for heavy freight. For lightweight cargo under 300 pounds per pallet (chips, paper goods, bread), load locks are sufficient as primary securement. For heavier freight, load locks should be used as supplemental securement alongside ratchet straps that provide 3,300 to 5,400 pounds of working load limit. Using only load locks on heavy pallets can result in an out-of-service violation during a DOT inspection.
How many load locks do I need per trailer?
For a partial load, you need a minimum of 2 load lock bars positioned behind the freight to prevent forward sliding. For a full trailer load, use 3 to 4 bars spaced evenly along the length of the cargo to compartmentalize and prevent shifting. On multi-stop loads, add a load lock bar after each delivery section so remaining freight stays secure as you unload. Most experienced dry van drivers carry 10 to 12 load lock bars on every truck to handle any load configuration they encounter.
Can I use load locks instead of straps for flatbed?
No, load locks are designed exclusively for enclosed trailers (dry vans and reefers). They work by pressing against the interior sidewalls of the trailer to create a barrier. Flatbed trailers have no walls, so there is nothing for a load lock bar to press against. Flatbed cargo securement requires ratchet straps, chains, binders, and edge protectors that anchor to the flatbed deck and restrain the load from all directions. Using load locks on a flatbed is not physically possible and would not meet any FMCSA securement requirement.
What is the working load limit of a load lock bar?
A standard spring-loaded load lock bar has a working load limit of 100 to 150 pounds of friction force against the trailer walls. A premium ratchet-style load lock bar reaches 200 to 250 pounds. Some heavy-duty models rated for up to 500 pounds exist but are less common. Compare this to a standard 2-inch ratchet strap with a working load limit of 3,300 pounds and a 4-inch strap at 5,400 pounds. The key takeaway is that load locks provide roughly 20 to 30 times less holding force than straps, which is why they are best suited for lightweight or supplemental securement applications.
Need a Dispatch Team That Gets Cargo Securement Right?
Our dispatchers plan securement before every pickup — load locks, straps, or both. Proper securement means zero cargo claims and zero FMCSA violations.