ASTM D5728-00(2006)
(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
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.
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 and health practices and determine the applicability of regulatory limitations prior to use.
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Designation:D5728–00 (Reapproved 2006)
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 Pamphlet No. 41 Dictionary of Standard Terms
Circular No. 43 Rules Governing the Loading, Blocking
1.1 These practices are intended to serve as a guide to
and Bracing of Freight in Closed Trailers and Containers
shippers, carriers, and consignees for load planning, loading,
for TOFC/COFC Service
blocking, and bracing of intermodal and unimodal cargo in
Intermodal Loading Guide for Products in Closed Trailers
surface transport. The practices are referenced to a bibliogra-
and Containers
phyofinformationconcerningtheabove.Hazardousmaterials,
bulk cargo, non-containerized break bulk in ocean carriage,
3. Terminology
and transport of cargo by air are not included in these practices
3.1 Definitions—General definitions for the packaging and
at this time.
distributions environments are found in Terminology D996.
1.2 These practices shall apply to cargo in surface transport
3.2 Definitions of Terms Specific to This Standard:
on flat bed, open top, box car, truck, van, and intermodal
3.2.1 blocking—restraining the movement of lading via
containers.
securement to or at the floor using wood, metal, or other
1.3 The practices are intended to form a framework for the
materials.
safeandeffectiveloadingandunloadingofcargoinintermodal
3.2.2 bracing—restraining the movement of lading via the
and unimodal surface transport. They are not intended to
securement above the floor using wood, metal, or other
provide comprehensive detail relating to specific types of
materials.
cargo, but will reference to source materials wherein such
3.2.3 break bulk—both a verb and a descriptive noun. As a
detail may be found.
verb, means to unload and distribute a portion or all of the
1.4 This standard does not purport to address all of the
contents of a container or vehicle. As a noun, meaning a load
safety concerns, if any, associated with its use. It is the
in a container which is packaged individually and is sometimes
responsibility of the user of this standard to establish appro-
not all of one type. Often used in reference to LCL (less than
priate safety and health practices and determine the applica-
container load) or LTL (less than truckload).
bility of regulatory limitations prior to use.
3.2.4 bulk cargo—freight not in packages.
2. Referenced Documents 3.2.5 cargo—lading; the product or products being moved
2 forward.
2.1 ASTM Standards:
3.2.6 carrier—any common carrier, contract carrier, private
D996 Terminology of Packaging and Distribution Environ-
carrier, or other transportation company.
ments
3.2.7 consignee—the company or person to whom articles
D4675 Guide for Selection and Use of Flat Strapping
are shipped (also receiver).
Materials
3.2.8 container—see intermodal container as differing
2.2 Association of American Railroads Standards:
from shipping container.
3.2.9 distribution cycle—the series of transportation and
warehousingeventswhichoccurduringthemovementofcargo
These practices are under the jurisdiction of ASTM Committee D10 on
Packaging and are the direct responsibility of Subcommittee D10.25 on Palletizing
from point to point; includes points of shipment, loading,
and Unitizing of Loads.
discharge,deconsolidation,storage,delivery,andconsignment.
Current edition approved April 1, 2006. Published April 2006. Originally
3.2.10 dunnage—temporary material used in blocking,
approved in 1995. Last previous edition approved in 2000 as D5728 – 00. DOI:
flooring or lining, racks, standards, strips, stakes or similar
10.1520/D5728-00R06.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
bracing, or supports not constituting a part of the carrying
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
the ASTM website. Available from Railinc,7001 Weston Pkwy., Ste, 200, Cary, NC 27513.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.
D5728–00 (2006)
vehicle, used to protect and make freight secure in, or on a 5. Shipping Environment
carrying vehicle. (See loading in Terminology D996.)
5.1 General—Each method of transportation presents its
3.2.11 intermodal—a derivative of the word “modality,”
own stresses and hazards to cargo in transport. During the
meaning “type of ”; used to describe the movement of a
design of a load plan, the types and degrees of stress most
particular load of cargo via more than one “type of ” transport,
likely to be encountered should be considered. The following
that is, ocean, rail, and truck (see unimodal).
sections provide a general outline which indicates which
3.2.12 intermodal container—a reusable container manu-
stresses are most prevalent during each type of transport.
factured to standard dimensions intended to unitize cargo or
5.1.1 Highway Transportation Hazards—Vertical shocks
freight for shipping by one or more modes of transportation
caused by rough roads, bridge crossings, and other surface
without the need for intermediate handling of the contents.
irregularities, are the primary hazard of this transport mode.
(See container in Terminology D996.)
Longitudinal shocks, caused by impacts against loading docks,
coupling impacts, braking, and accelerations are the secondary
NOTE 1—Throughout these practices, “container” should beunderstood
hazard of this transport mode. Lateral and complex shocks
as “intermodal container.”
occur when one side of the vehicle encounters a curb or other
3.2.13 lading—freight which constitutes a load.
abrupt surface irregularity. Turning and cornering impose
3.2.14 lateral—crosswise, or across the container. Lateral
centrifugal forces and lateral shocks. Pavement joints and the
movement of lading describes a horizontal, side-to-side move-
natural harmonics of vehicle suspension may create dangerous
ment of lading in the transport vehicle.
vibrations. Generally, the most severe shocks in highway
3.2.15 load planning—a studied process whereby the goods
transport are vertical. Vibration input, particularly vertical, can
to be shipped, the methods to be used in shipment, the stresses
be significant and sometimes greater than with other modes of
tobeencountered,andthevalueofthegoodsareallconsidered
transport. Road conditions, speed, and vehicle and cargo
in the design of a plan to minimize the potential for damage.
characteristics affect vibration input.
3.2.16 longitudinal—lengthwise, or forward and back. Lon-
5.1.2 Rail Transport Hazards—Rail transportation subjects
gitudinal movement of lading describes a horizontal, end-to-
the cargo primarily to longitudinal shocks. These shocks occur
end movement of lading in the transport vehicle.
routinely when railcars are coupled, and as slack in railcar
3.2.17 packaging material—see Terminology D996.
couplings is taken up during braking and acceleration. Trailers
3.2.18 rolling stock—a generic term used to describe rail-
or containers may be carried in backwards or in reverse
cars.
direction. Vertical and lateral shocks are produced in much the
3.2.19 securement—methods used to secure lading within a
same manner as highway transport. Physical characteristics of
container or vehicle.
the railcar suspension system and track structure produce
3.2.20 shipper—the originator of a shipment (also con-
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
goods in ocean transport are subject to repeated stresses. Small
4. Significance and Use
voids tend to become large voids due to repetition.
4.1 Numeroussourcesprovidedetailedinformationastothe
5.1.4 Terminal Handling—The most severe shocks encoun-
loading, blocking, bracing, and unloading of specific types of
tered in terminal handling of intermodal containers are gener-
cargo in unimodal and intermodal transport. Some of these
ally vertical and occur during placement and movement during
sources are proprietary, others are massive and complex in
handling.
scope, and none are consistently promulgated to shippers,
carriers, and consignees. Many of the losses experienced by
6. Intermodal Containerized Shipments
cargo in transport are due to the failure to practice proper basic
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
D5728–00 (2006)
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-
ery and other heavy items should be crated or boxed, but
6.2 Design Characteristics of Intermodal Containers:
provided with skids to permit proper handling and stowage.
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
Lateral 0.6
6.3.7 Cargo securing devices or permanent fixtures for the
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
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