Are dock wheel chocks required by OSHA?

Yes. OSHA 29 CFR 1910.176(k) requires positive restraint of any trailer separated from its tractor at a loading dock when powered industrial trucks board it. Wheel chocks are the most common compliance method, though dock-locks and trailer-restraint systems also satisfy the rule.

What size dock chock do I need for a semi-trailer?

A minimum 8-inch-tall, 11-inch-long, 80,000-pound-rated chock for a level approach. Bump to 10 to 12 inches tall and 14 to 16 inches long for any apron grade above 1 percent or for refrigerated or tanker trailers running over 70,000 pounds gross.

Where should dock chocks be placed on a trailer?

On the rear-facing side of the curbside rear tire of the rearmost axle, snug against the tire. For dual-tire axles, place a second chock against the streetside rear tire. Single chocks on dual axles are a leading cause of trailer creep failures.

How often should dock chocks be inspected?

Weekly visual inspection per OSHA 1910.178(p)(1). Replace any chock that is glazed, cracked, missing more than 1/2 inch of contact surface, or has lost its anti-skid backing. Most rubber chocks need replacement every 3 to 5 years.

Can I use a wood block as a dock chock?

Hardwood blocks like oak or hickory can be used for low-cycle docks, but they wear quickly, can split under shock loads, and lose grip when wet. For active loading docks, OSHA inspectors increasingly expect engineered chocks with documented load ratings rather than improvised wood blocks.

Dock Wheel Chocks: OSHA Loading Dock Specs

Dock Wheel Chocks: The Last Line of Defense Against Trailer Creep

A dock wheel chock is a wedge-shaped device placed against the rear tires of a parked trailer to prevent it from rolling away from the dock during loading. OSHA 29 CFR 1910.176(k) requires that all trailers separated from a tractor at a loading dock be physically restrained, and dock chocks remain the most common compliance method on facilities without dock-locks. Trailer creep, also called dock walk, can pull a trailer 12 to 18 inches off a dock seal in minutes, and a 60-pound forklift operator working between dock and trailer is the casualty when restraint fails.

This guide focuses on dock-rated chocks specifically. For aviation, RV, and roadside chocks, see our broader wheel chock guide.

What Does OSHA Require for Dock Wheel Chocks?

OSHA 29 CFR 1910.176(k) states that "the brakes of highway trucks, trailers, semi-trailers, or similar vehicles shall be set and the wheels chocked or other recognized positive protection provided whenever these vehicles are boarded with powered industrial trucks." The standard does not specify chock dimensions. It requires positive restraint. Three rules govern compliance in practice:

The trailer landing gear must be set and parking brake engaged before the chock is placed.
The chock must be rated for the gross vehicle weight of the loaded trailer (typically 80,000 pounds for a Class 8 semi).
The chock must be placed against the rear-facing side of the trailer's rear tire, on the side closest to the dock.

For our OSHA wheel chock requirements breakdown, including violation citations and penalty ranges, see the dedicated article. The Federal Motor Carrier Safety Regulations at 49 CFR 392.20 also require chocking of unattended commercial vehicles on grades.

What Size Chock Does a Loading Dock Need?

Dock chocks for Class 7 and Class 8 trailers should meet these dimensional minimums:

Dimension	Minimum	Recommended
Height	8 inches	10 to 12 inches
Length	11 inches	14 to 16 inches
Width	8 inches	10 inches
Weight rating	80,000 lbs	100,000 lbs
Weight (per chock)	8 lbs	12 to 18 lbs

A 10-inch chock against a standard 22.5-inch dual tire gives roughly 45 percent tire contact, which is the practical threshold for resisting roll on a level dock approach. The Industrial Truck Association recommends 12-inch chocks for facilities with any approach grade greater than 1 percent.

Why Do Dock Chocks Fail?

Three failure modes account for nearly all dock-creep incidents:

Single Chock on a Dual-Tire Axle

A single chock placed under the inner tire only allows the outer tire to walk. Dock chock placement standards from the National Safety Council require chocking the outer tire of the curbside dual on rear axles.

Worn or Glazed Chocks

Polyurethane and rubber chocks glaze over after 200 to 400 placement cycles. A glazed chock can slide on a wet asphalt apron under as little as 800 pounds of trailer push-back. Inspect chocks weekly per OSHA 1910.178(p)(1).

Wrong Chock for the Slope

A 1-degree slope toward the dock generates approximately 1,400 pounds of forward push on a fully loaded 80,000-pound trailer. Chocks rated only for static restraint will skip on glazed asphalt. Slopes greater than 2 percent require integrated dock-locks or wheel-restraint barriers per ANSI MH30.2.

What Materials Work Best for Dock Chocks?

Material	Lifespan	Best Use	Industry Baseline Range
Solid rubber (recycled)	3 to 5 years	Indoor docks, mild climate	$25 to $60
Urethane	5 to 8 years	Heavy daily use, oil resistance	$60 to $140
Aluminum	7 to 12 years	Hot climates, fleet yards	$80 to $200
Hardwood (oak, hickory)	1 to 3 years	Budget, low-cycle docks	$20 to $45
Steel	10+ years	Cold climates, mining, ports	$120 to $300

Industry Baseline Range for a single OSHA-compliant dock chock: $25 to $300 depending on material.

These figures reflect published industry averages. Current market pricing varies significantly and actual quotes may fall well outside these ranges based on site-specific conditions, material costs, and project complexity.

Current Market Reality

Recycled rubber chocks have risen 15 to 25 percent since 2024 due to tire-feedstock shortages, and urethane formulations are tracking petroleum prices. Steel and aluminum chocks held more stable but freight surcharges add $8 to $20 per unit on Oregon deliveries.

How Should Dock Chocks Be Placed?

Proper placement turns a $40 chock into a real safety device. The procedure used by Cojo's striping crew when re-painting dock-zone hashing at a Tualatin warehouse in February 2026 (32 dock doors, 14,200-square-foot apron):

Driver pulls the trailer flush against the dock bumpers.
Driver sets the parking brake and lowers the landing gear.
Yard worker places one chock against the rear curbside tire of the rearmost axle, snug against the leading edge.
Worker places a second chock against the rear streetside tire of the rearmost axle.
Worker activates the dock light system to indicate restraint is in place.

Painted chock-placement boxes on the apron, 4 inches wide in OSHA safety yellow, give the yard worker a visual target. We stripe these as part of every dock-zone job.

Dock Chock vs Dock Lock: When Is a Chock Enough?

A chock is a passive restraint. A dock lock is an active mechanical restraint that engages the trailer's rear impact guard (RIG bar) and signals the dock door interlock system. Two questions decide which you need:

Is the dock approach grade greater than 1 percent? If yes, dock locks are recommended.
Does the facility load with powered industrial trucks (forklifts) inside trailers? If yes, OSHA increasingly cites facilities relying on chocks alone.

For grades under 1 percent, single-shift, low-volume docks, properly placed chocks remain compliant and cost-effective. For a Salem fulfillment center we surveyed in 2026, replacing 22 chocks with dock locks ran approximately $4,800 per door installed, vs $80 to $140 per chock for redundant chocking.

Where Should Dock Chocks Be Stored?

A chock that's not at the dock when the trailer arrives is the same as no chock. Store chocks in a wall-mounted rack within 8 feet of the dock door, painted in safety yellow with a stenciled "CHOCK STORAGE" label. We stencil these as part of dock-zone striping packages across the Portland metro and Willamette Valley.

Get the Right Chock and Stripe the Apron Right

Dock wheel chocks are cheap insurance against a six-figure OSHA citation and a fatality investigation. The right chock for your facility depends on slope, climate, trailer mix, and placement discipline. Cojo installs dock-zone striping, painted chock-storage rectangles, and apron repair on facilities across Oregon, and we coordinate with your safety officer on chock specification. Contact Cojo for a dock-safety striping assessment, or learn more about our asphalt maintenance services.