ASTM D5728-00
(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
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 and health practices and determine the applicability of regulatory limitations prior to use.
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Designation:D5728–00
Standard Practices for
Securement of Cargo in Intermodal and Unimodal Surface
Transport
This standard is issued under the fixed designation D 5728; 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 (e) indicates an editorial change since the last revision or reapproval.
1. Scope and Bracing of Freight in Closed Trailers and Containers
for TOFC/COFC Service
1.1 These practices are intended to serve as a guide to
Intermodal Loading Guide for Products in Closed Trailers
shippers, carriers, and consignees for load planning, loading,
and Containers
blocking, and bracing of intermodal and unimodal cargo in
surface transport. The practices are referenced to a bibliogra-
3. Terminology
phyofinformationconcerningtheabove.Hazardousmaterials,
3.1 Definitions—General definitions for the packaging and
bulk cargo, non-containerized break bulk in ocean carriage,
distributions environments are found in Terminology D 996.
and transport of cargo by air are not included in these practices
3.2 Definitions of Terms Specific to This Standard:
at this time.
3.2.1 blocking—restraining the movement of lading via
1.2 These practices shall apply to cargo in surface transport
securement to or at the floor using wood, metal, or other
on flat bed, open top, box car, truck van and intermodal
materials.
containers.
3.2.2 bracing—restraining the movement of lading via the
1.3 The practices are intended to form a framework for the
securement above the floor using wood, metal, or other
safeandeffectiveloadingandunloadingofcargoinintermodal
materials.
and unimodal surface transport. They are not intended to
3.2.3 break bulk—both a verb and a descriptive noun. As a
provide comprehensive detail relating to specific types of
verb, means to unload and distribute a portion or all of the
cargo, but will reference to source materials wherein such
contents of a container or vehicle. As a noun, meaning a load
detail may be found.
in a container which is packaged individually and is sometimes
1.4 This standard does not purport to address all of the
not all of one type. Often used in reference to LCL (less than
safety concerns, if any, associated with its use. It is the
container load) or LTL (less than truckload).
responsibility of the user of this standard to establish appro-
3.2.4 bulk cargo—freight not in packages.
priate safety and health practices and determine the applica-
3.2.5 cargo—lading; the product or products being moved
bility of regulatory limitations prior to use.
forward.
2. Referenced Documents 3.2.6 carrier—any common carrier, contract carrier, private
2 carrier, or other transportation company.
2.1 ASTM Standards:
3.2.7 consignee—the company or person to whom articles
D 996 Terminology of Packaging and Distribution Environ-
are shipped (also receiver).
ments
3.2.8 container—see intermodal container as differing
D 4675 Guide for Selection and Use of Flat Strapping
from shipping container.
Materials
3.2.9 distribution cycle—the series of transportation and
2.2 Association of American Railroads Standards:
warehousingeventswhichoccurduringthemovementofcargo
Pamphlet No. 41 Dictionary of Standard Terms
from point to point; includes points of shipment, loading,
Circular No. 43 Rules Governing the Loading, Blocking
discharge,deconsolidation,storage,delivery,andconsignment.
3.2.10 dunnage—temporary material used in blocking,
These practices are under the jurisdiction of ASTM Committee D10 on flooring or lining, racks, standards, strips, stakes or similar
Packaging and are the direct responsibility of Subcommittee D10.18 on Miscella-
bracing, or supports not constituting a part of the carrying
neous Packaging.
vehicle, used to protect and make freight secure in, or on a
Current edition approved Oct. 10, 2000. Published December 2000. Originally
carrying vehicle. (See loading in Terminology D 996.)
published as D 5728-95. Last previous edition D 5728-95.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
3.2.11 intermodal—a derivative of the word “modality,”
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
meaning “type of ”; used to describe the movement of a
Standards volume information, refer to the standard’s Document Summary page on
particular load of cargo via more than one “type of ” transport,
the ASTM website.
Available from Railinc, Cary, NC. that is, ocean, rail, and truck (see unimodal).
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.
D5728–00
3.2.12 intermodal container—a reusable container manu- sections provide a general outline which indicates which
factured to standard dimensions intended to unitize cargo or stresses are most prevalent during each type of transport.
freight for shipping by one or more modes of transportation 5.1.1 Highway Transportation Hazards—Vertical shocks
without the need for intermediate handling of the contents. caused by rough roads, bridge crossings, and other surface
(See container in Terminology D 996.) irregularities, are the primary hazard of this transport mode.
Longitudinal shocks, caused by impacts against loading docks,
NOTE 1—Throughout these practices, “container” should beunderstood
coupling impacts, braking, and accelerations are the secondary
as “intermodal container.”
hazard of this transport mode. Lateral and complex shocks
3.2.13 lading—freight which constitutes a load.
occur when one side of the vehicle encounters a curb or other
3.2.14 lateral—crosswise, or across the container. Lateral
abrupt surface irregularity. Turning and cornering impose
movement of lading describes a horizontal, side-to-side move-
centrifugal forces and lateral shocks. Pavement joints and the
ment of lading in the transport vehicle.
natural harmonics of vehicle suspension may create dangerous
3.2.15 load planning—a studied process whereby the goods
vibrations. Generally, the most severe shocks in highway
to be shipped, the methods to be used in shipment, the stresses
transport are vertical. Vibration input, particularly vertical, can
tobeencountered,andthevalueofthegoodsareallconsidered
be significant and sometimes greater than with other modes of
in the design of a plan to minimize the potential for damage.
transport. Road conditions, speed, and vehicle and cargo
3.2.16 longitudinal—lengthwise, or forward and back. Lon-
characteristics affect vibration input.
gitudinal movement of lading describes a horizontal, end-to-
5.1.2 Rail Transport Hazards—Rail transportation subjects
end movement of lading in the transport vehicle.
the cargo primarily to longitudinal shocks. These shocks occur
3.2.17 packaging material—see Terminology D 996. routinely when railcars are coupled, and as slack in railcar
3.2.18 rolling stock—a generic term used to describe rail- couplings is taken up during braking and acceleration. Trailers
cars. 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
same manner as highway transport. Physical characteristics of
container or vehicle.
3.2.20 shipper—the originator of a shipment (also con- the railcar suspension system and track structure produce
vibration, bounce, pitch, yaw, and roll. (Trailer on flat car
signor).
(TOFC) will produce various combinations.)
3.2.21 unimodal—the movement of a particular load of
5.1.3 Ocean Transport Hazards—Ocean transport subjects
cargo via only one type of transport, that is, ocean, rail, or
the cargo to lateral forces from vessel rolling. Rolls to 40° may
truck.
be experienced in severe seas. A container on board a vessel
3.2.22 vehicle—as opposed to an intermodal container,
may travel 70 ft with each complete roll, as often as 7 to 10
refers to a truck trailer or van, also, may be utilized in
times per minute.The sway, pitch, surge, yaw, and heave of the
intermodal transport, such as TOFC (trailer on flat car) or
vessel at sea also produce multi-directional forces. Vertical
COFC (Container on Flat Car).
shocks are produced when the container is rapidly lowered and
stacked, during vessel loading. It is important to remember that
4. Significance and Use
goods in ocean transport are subject to repeated stresses. Small
4.1 Numeroussourcesprovidedetailedinformationastothe
voids tend to become large voids due to repetition.
loading, blocking, bracing, and unloading of specific types of
5.1.4 Terminal Handling—The most severe shocks encoun-
cargo in unimodal and intermodal transport. Some of these
tered in terminal handling of intermodal containers are gener-
sources are proprietary, others are massive and complex in
ally vertical and occur during placement and movement during
scope, and none are consistently promulgated to shippers,
handling.
carriers, and consignees. Many of the losses experienced by
cargo in transport are due to the failure to practice proper basic
6. Intermodal Containerized Shipments
cargo handling and loading techniques. These practices are
6.1 Containerized carriage of international cargo usually
intended to outline those techniques in simple, clear, generic,
includes highway, railroad, and ocean transportation modes.
and easy to promulgate formats, including posters, slides,
The container may be handled by many varied types of
videotapes, and pamphlets, and are further intended to serve as
equipment, such as fork lifts, side loaders, straddle carriers and
the basis upon which a comprehensive cargo handling meth-
cranes. Each mode subjects the cargo to different, often severe,
odology may be built.
dynamicforces.Afundamentalunderstandingoftheseforcesis
4.2 Users of these practices should avail themselves of the
necessary to properly package and stow the cargo. The design
detailed resource information available. The practices as de-
criteria established by the International Organization for Stan-
fined are not sufficient to form a complete cargo handling
dardization(IPSO)arebasedonloadfactorswhichindicatethe
protocol.
most likely stresses to be applied to intermodal containers at
their corner fittings (see 6.2.3). While these factors do not
5. Shipping Environment
translateexactlytostressesoncargowithinthecontainers,they
5.1 General—Each method of transportation presents its do provide good indicators as to the degree and directions of
own stresses and hazards to cargo in transport. During the stress most likely to be encountered and can be helpful in load
design of a load plan, the types and degrees of stress most planning.
likely to be encountered should be considered. The following 6.2 Design Characteristics of Intermodal Containers:
D5728–00
6.2.1 Intermodal containers are manufactured to meet de- 6.3.4 Planning the load shall include adherence to limita-
sign criteria of the IPSO and classification societies such as the tions of container capacity and floor-weight concentrations.
American Bureau of Shipping (A.B.S.). Some containers, Highway weight-axle limitations, on both sides of ocean or rail
which operate only in rail and highway modes, are manufac- transport, shall also be determined because some containers
tured to similar specifications of the Association of American have total capacities that exceed local permissible limits.
Railroads (A.A.R.).
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 Cargo securing devices or permanent fixtures for the
Lateral 0.6
attachment of lashings, are optional under IPSO standards for
6.2.4 The end panels, doors, and side panels of general-
general purpose containers. If provided, they must meet
purpose containers are capable of withstanding only a fraction
minimum rated load capacity of 1000 kg, if located in the base
of the payload and are intended primarily to provide a
structure, or 500 kg if located in any part of the container other
weathertight enclosure. The IPSO Design Load Factors are 0.6
than the base structure.
and 0.4 for end walls (including doors) and side walls,
respectively. Uniform distribution of the load over the entire
7. General Guidelines
panel surface is assumed.
7.1 It is important to recognize that these guidelines are
6.2.5 General purpose dry containers, 20 and 40 ft, are the
generic, and will need to be adapted in accordance with
most common in intermodal service. Many specialized con-
intermodal container and cargo manufacturer’s specifications
tainers,includingopen-topandflat-racktypes,areavailablefor
(when appropriate and available), shipping environments to be
non-standard cargoes that may be oversized or require lashings
encountered, and specific standards as promulgated by various
which are not possible in general purpose containers.
shippers and carriers for particular types of lading.
6.3 Load Planning and Cargo Securement:
6.3.1 Improper stowage of cargo within the container often
NOTE 2—For example, shippers sending goods by truck might be able
causes damage to the cargo and the container. Extreme cases
to place less emphasis on blocking and bracing at the doors of a van than
have resulted in vehicle overturn, damage to other property,
when they ship via ocean or rail. Ocean transport rarely presents problems
with vibration, while truck and rail both present environments in which
and personal i
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