ASTM D5728-12(2020)
(Practice)Standard Practices for Securement of Cargo in Intermodal and Unimodal Surface Transport
Standard Practices for Securement of Cargo in Intermodal and Unimodal Surface Transport
SIGNIFICANCE AND USE
4.1 Numerous sources provide detailed information as to the loading, blocking, bracing, and unloading of specific types of cargo in unimodal and intermodal transport. Some of these sources are proprietary, others are massive and complex in scope, and none are consistently promulgated to shippers, carriers, and consignees. Many of the losses experienced by cargo in transport are due to the failure to practice proper basic cargo handling and loading techniques. These practices are intended to outline those techniques in simple, clear, generic, and easy to promulgate formats, including posters, slides, videotapes, and pamphlets, and are further intended to serve as the basis upon which a comprehensive cargo handling methodology may be built.
4.2 Users of these practices should avail themselves of the detailed resource information available. The practices as defined are not sufficient to form a complete cargo handling protocol.
SCOPE
1.1 These practices are intended to serve as a guide to shippers, carriers, and consignees for load planning, loading, blocking, and bracing of intermodal and unimodal cargo in surface transport. The practices are referenced to a bibliography of information concerning the above. Hazardous materials, bulk cargo, non-containerized break bulk in ocean carriage, and transport of cargo by air are not included in these practices at this time.
1.2 These practices shall apply to cargo in surface transport on flat bed, open top, box car, truck, van, and intermodal containers.
1.3 The practices are intended to form a framework for the safe and effective loading and unloading of cargo in intermodal and unimodal surface transport. They are not intended to provide comprehensive detail relating to specific types of cargo, but will reference to source materials wherein such detail may be found.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
General Information
Relations
Standards Content (Sample)
This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
Designation: D5728 − 12 (Reapproved 2020)
Standard Practices for
Securement of Cargo in Intermodal and Unimodal Surface
Transport
This standard is issued under the fixed designation D5728; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope D996 Terminology of Packaging and Distribution Environ-
ments
1.1 These practices are intended to serve as a guide to
D4675 Guide for Selection and Use of Flat Strapping Ma-
shippers, carriers, and consignees for load planning, loading,
terials
blocking, and bracing of intermodal and unimodal cargo in
2.2 Association of American Railroads Standards:
surface transport. The practices are referenced to a bibliogra-
Pamphlet No. 41 Dictionary of Standard Terms
phyofinformationconcerningtheabove.Hazardousmaterials,
Manual of Standards and Recommended Practices, Sec-
bulk cargo, non-containerized break bulk in ocean carriage,
tion I
and transport of cargo by air are not included in these practices
Circular No. 43 Rules Governing the Loading, Blocking and
at this time.
Bracing of Freight in Closed Trailers and Containers for
1.2 These practices shall apply to cargo in surface transport
TOFC/COFC Service
on flat bed, open top, box car, truck, van, and intermodal
Intermodal Loading Guide for Products in Closed Trailers
containers.
and Containers
1.3 The practices are intended to form a framework for the
safeandeffectiveloadingandunloadingofcargoinintermodal
3. Terminology
and unimodal surface transport. They are not intended to
3.1 Definitions—General definitions for the packaging and
provide comprehensive detail relating to specific types of
distributions environments are found in Terminology D996.
cargo, but will reference to source materials wherein such
3.2 Definitions of Terms Specific to This Standard:
detail may be found.
3.2.1 blocking—restraining the movement of lading via
1.4 This standard does not purport to address all of the
securement to or at the floor using wood, metal, or other
safety concerns, if any, associated with its use. It is the
materials.
responsibility of the user of this standard to establish appro-
3.2.2 bracing—restraining the movement of lading via the
priate safety, health, and environmental practices and deter-
securement above the floor using wood, metal, or other
mine the applicability of regulatory limitations prior to use.
materials.
1.5 This international standard was developed in accor-
3.2.3 break bulk—both a verb and a descriptive noun. As a
dance with internationally recognized principles on standard-
verb, means to unload and distribute a portion or all of the
ization established in the Decision on Principles for the
contents of a container or vehicle. As a noun, meaning a load
Development of International Standards, Guides and Recom-
in a container which is packaged individually and is sometimes
mendations issued by the World Trade Organization Technical
not all of one type. Often used in reference to LCL (less than
Barriers to Trade (TBT) Committee.
container load) or LTL (less than truckload).
2. Referenced Documents
3.2.4 bulk cargo—freight not in packages.
2.1 ASTM Standards:
3.2.5 cargo—lading; the product or products being moved
forward.
These practices are under the jurisdiction of ASTM Committee D10 on 3.2.6 carrier—any common carrier, contract carrier, private
Packaging and are the direct responsibility of Subcommittee D10.25 on Palletizing
carrier, or other transportation company.
and Unitizing of Loads.
3.2.7 consignee—the company or person to whom articles
Current edition approved Oct. 1, 2020. Published October 2020. Originally
approved in 1995. Last previous edition approved in 2012 as D5728 – 12. DOI:
are shipped (also receiver).
10.1520/D5728-12R20.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
Standards volume information, refer to the standard’s Document Summary page on Available from Railinc,7001 Weston Pkwy., Ste, 200, Cary, NC 27513.
the ASTM website. https://www.aarpublications.com/
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
D5728 − 12 (2020)
3.2.8 container—seeintermodalcontainerasdifferingfrom cargo in transport are due to the failure to practice proper basic
shipping container. cargo handling and loading techniques. These practices are
intended to outline those techniques in simple, clear, generic,
3.2.9 distribution cycle—the series of transportation and
and easy to promulgate formats, including posters, slides,
warehousingeventswhichoccurduringthemovementofcargo
videotapes, and pamphlets, and are further intended to serve as
from point to point; includes points of shipment, loading,
the basis upon which a comprehensive cargo handling meth-
discharge,deconsolidation,storage,delivery,andconsignment.
odology may be built.
3.2.10 dunnage—temporary material used in blocking,
4.2 Users of these practices should avail themselves of the
flooring or lining, racks, standards, strips, stakes or similar
detailed resource information available. The practices as de-
bracing, or supports not constituting a part of the carrying
fined are not sufficient to form a complete cargo handling
vehicle, used to protect and make freight secure in, or on a
protocol.
carrying vehicle. (See loading in Terminology D996.)
3.2.11 intermodal—a derivative of the word “modality,”
5. Shipping Environment
meaning “type of ”; used to describe the movement of a
particular load of cargo via more than one “type of ” transport, 5.1 General—Each method of transportation presents its
that is, ocean, rail, and truck (see unimodal). own stresses and hazards to cargo in transport. During the
design of a load plan, the types and degrees of stress most
3.2.12 intermodal container—a reusable container manu-
likely to be encountered should be considered. The following
factured to standard dimensions intended to unitize cargo or
sections provide a general outline which indicates which
freight for shipping by one or more modes of transportation
stresses are most prevalent during each type of transport.
without the need for intermediate handling of the contents.
5.1.1 Highway Transportation Hazards—Vertical shocks
(See container in Terminology D996.)
caused by rough roads, bridge crossings, and other surface
NOTE 1—Throughout these practices, “container” should be understood
irregularities, are the primary hazard of this transport mode.
as “intermodal container.”
Longitudinal shocks, caused by impacts against loading docks,
3.2.13 lading—freight which constitutes a load.
coupling impacts, braking, and accelerations are the secondary
3.2.14 lateral—crosswise, or across the container. Lateral
hazard of this transport mode. Lateral and complex shocks
movement of lading describes a horizontal, side-to-side move- occur when one side of the vehicle encounters a curb or other
ment of lading in the transport vehicle.
abrupt surface irregularity. Turning and cornering impose
centrifugal forces and lateral shocks. Pavement joints and the
3.2.15 load planning—a studied process whereby the goods
natural harmonics of vehicle suspension may create dangerous
to be shipped, the methods to be used in shipment, the stresses
vibrations. Generally, the most severe shocks in highway
tobeencountered,andthevalueofthegoodsareallconsidered
transport are vertical. Vibration input, particularly vertical, can
in the design of a plan to minimize the potential for damage.
be significant and sometimes greater than with other modes of
3.2.16 longitudinal—lengthwise, or forward and back. Lon-
transport. Road conditions, speed, and vehicle and cargo
gitudinal movement of lading describes a horizontal, end-to-
characteristics affect vibration input.
end movement of lading in the transport vehicle.
5.1.2 Rail Transport Hazards—Rail transportation subjects
3.2.17 packaging material—see Terminology D996.
the cargo primarily to longitudinal shocks. These shocks occur
3.2.18 rolling stock—a generic term used to describe rail-
routinely when railcars are coupled, and as slack in railcar
cars. couplings is taken up during braking and acceleration. Trailers
or containers may be carried in backwards or in reverse
3.2.19 securement—methods used to secure lading within a
direction. Vertical and lateral shocks are produced in much the
container or vehicle.
same manner as highway transport. Physical characteristics of
3.2.20 shipper—the originator of a shipment (also con-
the railcar suspension system and track structure produce
signor).
vibration, bounce, pitch, yaw, and roll. (Trailer on flat car
3.2.21 unimodal—the movement of a particular load of
(TOFC) will produce various combinations.)
cargo via only one type of transport, that is, ocean, rail, or
5.1.3 Ocean Transport Hazards—Ocean transport subjects
truck.
the cargo to lateral forces from vessel rolling. Rolls to 40° may
3.2.22 vehicle—as opposed to an intermodal container, re- be experienced in severe seas. A container on board a vessel
fers to a truck trailer or van, also, may be utilized in intermodal may travel 70 ft with each complete roll, as often as 7 to 10
transport, such as TOFC (trailer on flat car) or COFC (Con- times per minute.The sway, pitch, surge, yaw, and heave of the
tainer on Flat Car). vessel at sea also produce multi-directional forces. Vertical
shocks are produced when the container is rapidly lowered and
4. Significance and Use
stacked, during vessel loading. It is important to remember that
goods in ocean transport are subject to repeated stresses. Small
4.1 Numeroussourcesprovidedetailedinformationastothe
loading, blocking, bracing, and unloading of specific types of voids tend to become large voids due to repetition.
cargo in unimodal and intermodal transport. Some of these 5.1.4 Terminal Handling—The most severe shocks encoun-
sources are proprietary, others are massive and complex in tered in terminal handling of intermodal containers are gener-
scope, and none are consistently promulgated to shippers, ally vertical and occur during placement and movement during
carriers, and consignees. Many of the losses experienced by handling.
D5728 − 12 (2020)
6. Intermodal Containerized Shipments 6.3.2 During rail carriage, containers may be oriented in
eitherlongitudinaldirectionforalloraportionoftheirjourney.
6.1 Containerized carriage of international cargo usually
Normaltransportationforcesmayshiftunsecuredloadorcause
includes highway, railroad, and ocean transportation modes.
the cargo to exert excessive pressure against the front panel,
The container may be handled by many varied types of
doors, or side panels.Therefore, it is imperative that containers
equipment, such as fork lifts, side loaders, straddle carriers and
moving in rail service be loaded in compliance with general
cranes. Each mode subjects the cargo to different, often severe,
rules published by Railinc in Circular No. 43. AAR Pamphlet
dynamicforces.Afundamentalunderstandingoftheseforcesis
No. 45, found inAAR Intermodal Guide, includes illustrations
necessary to properly package and stow the cargo. The design
for various methods of blocking and bracing.
criteria established by the International Organization for Stan-
6.3.3 It is the shipper’s duty to properly package, identify,
dardization(IPSO)arebasedonloadfactorswhichindicatethe
and mark the cargo. Poorly packaged cartons, crates or other
most likely stresses to be applied to intermodal containers at
shipping units and cargo lacking handling instructions cannot
their corner fittings (see 6.2.3). While these factors do not
be expected to survive the normal hazards of transportation,
translateexactlytostressesoncargowithinthecontainers,they
which may include transload from one container to another,
do provide good indicators as to the degree and directions of
during the distribution cycle. Generally, packages shall be
stress most likely to be encountered and can be helpful in load
capable of being stacked up to 8 ft (2.43 m) in height and to
planning.
withstand lateral pressures up to 70 % of their weight. Machin-
6.2 Design Characteristics of Intermodal Containers:
ery and other heavy items should be crated or boxed, but
6.2.1 Intermodal containers are manufactured to meet de-
provided with skids to permit proper handling and stowage.
sign criteria of the IPSO and classification societies such as the
6.3.4 Planning the load shall include adherence to limita-
American Bureau of Shipping (A.B.S.). Some containers,
tions of container capacity and floor-weight concentrations.
which operate only in rail and highway modes, are manufac-
Highway weight-axle limitations, on both sides of ocean or rail
tured to similar specifications of the Association of American
transport, shall also be determined because some containers
Railroads (A.A.R.) Manual of Standards and Recommended
have total capacities that exceed local permissible limits.
Practices, Section I.
6.3.5 Weights should be equally distributed to avoid con-
6.2.2 Containers are designed to carry a specified weight
centrations at one side or one end. Heavy items should be
spread evenly over the entire surface of the floor. Design also
placed at the bottom, with lighter items on top. Heavy items
contemplates concentrated loads, up to 12 000 lb, imposed by
with relatively small base may require placement on dunnage
the load wheels of forklifts and similar equipment during
members to distribute the weight over a larger area.
loading operations.
6.3.6 Void spaces must be blocked, braced, or otherwise
6.2.3 Intermodal containers are handled and secured by
filled. Blocking may be necessary to properly secure the cargo
their corner fittings. Containers are designed to withstand the
and distribute potential loads to the container structure. The
forces of their maximum payload, multiplied by a design load
method used depends largely on the type of cargo and how it
factor. The following table sets forth IPSO Design Load
is packaged. Numerous commercial products, including air
Factors, used to establish the load acting through corner
bags, bulkheads, separators, cushioning materials, strapping,
fittings:
anti-skid mats, and other products available to fill void spaces
Vertical (downward) 1.8
are available.
Longitudinal 2.0
6.3.7
...
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