1、Designation: D5728 12Standard Practices forSecurement of Cargo in Intermodal and Unimodal SurfaceTransport1This standard is issued under the fixed designation D5728; the number immediately following the designation indicates the year oforiginal adoption or, in the case of revision, the year of last
2、revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 These practices are intended to serve as a guide toshippers, carriers, and consignees for load planning, loading,blocking,
3、and bracing of intermodal and unimodal cargo insurface transport. The practices are referenced to a bibliogra-phy 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 practicesat th
4、is time.1.2 These practices shall apply to cargo in surface transporton flat bed, open top, box car, truck, van, and intermodalcontainers.1.3 The practices are intended to form a framework for thesafe and effective loading and unloading of cargo in intermodaland unimodal surface transport. They are
5、not intended toprovide comprehensive detail relating to specific types ofcargo, but will reference to source materials wherein suchdetail may be found.1.4 This standard does not purport to address all of thesafety concerns, if any, associated with its use. It is theresponsibility of the user of this
6、 standard to establish appro-priate safety and health practices and determine the applica-bility of regulatory limitations prior to use.2. Referenced Documents2.1 ASTM Standards:2D996 Terminology of Packaging and Distribution Environ-mentsD4675 Guide for Selection and Use of Flat StrappingMaterials2
7、.2 Association of American Railroads Standards:Pamphlet No. 41 Dictionary of Standard Terms3Manual of Standards and Recommended Practices, Sec-tion I3Circular No. 43 Rules Governing the Loading, Blockingand Bracing of Freight in Closed Trailers and Containersfor TOFC/COFC Service3Intermodal Loading
8、Guide for Products in Closed Trailersand Containers33. Terminology3.1 DefinitionsGeneral definitions for the packaging anddistributions environments are found in Terminology D996.3.2 Definitions of Terms Specific to This Standard:3.2.1 blockingrestraining the movement of lading viasecurement to or a
9、t the floor using wood, metal, or othermaterials.3.2.2 bracingrestraining the movement of lading via thesecurement above the floor using wood, metal, or othermaterials.3.2.3 break bulkboth a verb and a descriptive noun. As averb, means to unload and distribute a portion or all of thecontents of a co
10、ntainer or vehicle. As a noun, meaning a loadin a container which is packaged individually and is sometimesnot all of one type. Often used in reference to LCL (less thancontainer load) or LTL (less than truckload).3.2.4 bulk cargofreight not in packages.3.2.5 cargolading; the product or products bei
11、ng movedforward.3.2.6 carrierany common carrier, contract carrier, privatecarrier, or other transportation company.3.2.7 consigneethe company or person to whom articlesare shipped (also receiver).3.2.8 containersee intermodal container as differingfrom shipping container.3.2.9 distribution cyclethe
12、series of transportation andwarehousing events which occur during the movement of cargofrom point to point; includes points of shipment, loading,discharge, deconsolidation, storage, delivery, and consignment.1These practices are under the jurisdiction of ASTM Committee D10 onPackaging and are the di
13、rect responsibility of Subcommittee D10.25 on Palletizingand Unitizing of Loads.Current edition approved May 15, 2012. Published June 2012. Originallyapproved in 1995. Last previous edition approved in 2006 as D5728 00 (2006).DOI: 10.1520/D5728-12.2For referenced ASTM standards, visit the ASTM websi
14、te, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM website.3Available from Railinc,7001 Weston Pkwy., Ste, 200, Cary, NC 27513.https:/ ASTM International, 100 Barr Harbor D
15、rive, PO Box C700, West Conshohocken, PA 19428-2959, United States.3.2.10 dunnagetemporary material used in blocking,flooring or lining, racks, standards, strips, stakes or similarbracing, or supports not constituting a part of the carryingvehicle, used to protect and make freight secure in, or on a
16、carrying vehicle. (See loading in Terminology D996.)3.2.11 intermodala derivative of the word “modality,”meaning “type of ”; used to describe the movement of aparticular load of cargo via more than one “type of ” transport,that is, ocean, rail, and truck (see unimodal).3.2.12 intermodal containera r
17、eusable container manu-factured to standard dimensions intended to unitize cargo orfreight for shipping by one or more modes of transportationwithout the need for intermediate handling of the contents.(See container in Terminology D996.)NOTE 1Throughout these practices, “container” should be underst
18、oodas “intermodal container.”3.2.13 ladingfreight which constitutes a load.3.2.14 lateralcrosswise, or across the container. Lateralmovement of lading describes a horizontal, side-to-side move-ment of lading in the transport vehicle.3.2.15 load planninga studied process whereby the goodsto be shippe
19、d, the methods to be used in shipment, the stressesto be encountered, and the value of the goods are all consideredin the design of a plan to minimize the potential for damage.3.2.16 longitudinallengthwise, or forward and back. Lon-gitudinal movement of lading describes a horizontal, end-to-end move
20、ment of lading in the transport vehicle.3.2.17 packaging materialsee Terminology D996.3.2.18 rolling stocka generic term used to describe rail-cars.3.2.19 securementmethods used to secure lading within acontainer or vehicle.3.2.20 shipperthe originator of a shipment (also con-signor).3.2.21 unimodal
21、the movement of a particular load ofcargo via only one type of transport, that is, ocean, rail, ortruck.3.2.22 vehicleas opposed to an intermodal container,refers to a truck trailer or van, also, may be utilized inintermodal transport, such as TOFC (trailer on flat car) orCOFC (Container on Flat Car
22、).4. Significance and Use4.1 Numerous sources provide detailed information as to theloading, blocking, bracing, and unloading of specific types ofcargo in unimodal and intermodal transport. Some of thesesources are proprietary, others are massive and complex inscope, and none are consistently promul
23、gated to shippers,carriers, and consignees. Many of the losses experienced bycargo in transport are due to the failure to practice proper basiccargo handling and loading techniques. These practices areintended to outline those techniques in simple, clear, generic,and easy to promulgate formats, incl
24、uding posters, slides,videotapes, and pamphlets, and are further intended to serve asthe basis upon which a comprehensive cargo handling meth-odology may be built.4.2 Users of these practices should avail themselves of thedetailed resource information available. The practices as de-fined are not suf
25、ficient to form a complete cargo handlingprotocol.5. Shipping Environment5.1 GeneralEach method of transportation presents itsown stresses and hazards to cargo in transport. During thedesign of a load plan, the types and degrees of stress mostlikely to be encountered should be considered. The follow
26、ingsections provide a general outline which indicates whichstresses are most prevalent during each type of transport.5.1.1 Highway Transportation HazardsVertical shockscaused by rough roads, bridge crossings, and other surfaceirregularities, are the primary hazard of this transport mode.Longitudinal
27、 shocks, caused by impacts against loading docks,coupling impacts, braking, and accelerations are the secondaryhazard of this transport mode. Lateral and complex shocksoccur when one side of the vehicle encounters a curb or otherabrupt surface irregularity. Turning and cornering imposecentrifugal fo
28、rces and lateral shocks. Pavement joints and thenatural harmonics of vehicle suspension may create dangerousvibrations. Generally, the most severe shocks in highwaytransport are vertical. Vibration input, particularly vertical, canbe significant and sometimes greater than with other modes oftranspor
29、t. Road conditions, speed, and vehicle and cargocharacteristics affect vibration input.5.1.2 Rail Transport HazardsRail transportation subjectsthe cargo primarily to longitudinal shocks. These shocks occurroutinely when railcars are coupled, and as slack in railcarcouplings is taken up during brakin
30、g and acceleration. Trailersor containers may be carried in backwards or in reversedirection. Vertical and lateral shocks are produced in much thesame manner as highway transport. Physical characteristics ofthe railcar suspension system and track structure producevibration, bounce, pitch, yaw, and r
31、oll. (Trailer on flat car(TOFC) will produce various combinations.)5.1.3 Ocean Transport HazardsOcean transport subjectsthe cargo to lateral forces from vessel rolling. Rolls to 40 maybe experienced in severe seas. A container on board a vesselmay travel 70 ft with each complete roll, as often as 7
32、to 10times per minute. The sway, pitch, surge, yaw, and heave of thevessel at sea also produce multi-directional forces. Verticalshocks are produced when the container is rapidly lowered andstacked, during vessel loading. It is important to remember thatgoods in ocean transport are subject to repeat
33、ed stresses. Smallvoids tend to become large voids due to repetition.5.1.4 Terminal HandlingThe most severe shocks encoun-tered in terminal handling of intermodal containers are gener-ally vertical and occur during placement and movement duringhandling.6. Intermodal Containerized Shipments6.1 Contai
34、nerized carriage of international cargo usuallyincludes highway, railroad, and ocean transportation modes.The container may be handled by many varied types ofequipment, such as fork lifts, side loaders, straddle carriers andcranes. Each mode subjects the cargo to different, often severe,dynamic forc
35、es.Afundamental understanding of these forces isD5728 122necessary to properly package and stow the cargo. The designcriteria established by the International Organization for Stan-dardization (IPSO) are based on load factors which indicate themost likely stresses to be applied to intermodal contain
36、ers attheir corner fittings (see 6.2.3). While these factors do nottranslate exactly to stresses on cargo within the containers, theydo provide good indicators as to the degree and directions ofstress most likely to be encountered and can be helpful in loadplanning.6.2 Design Characteristics of Inte
37、rmodal Containers:6.2.1 Intermodal containers are manufactured to meet de-sign criteria of the IPSO and classification societies such as theAmerican Bureau of Shipping (A.B.S.). Some containers,which operate only in rail and highway modes, are manufac-tured to similar specifications of the Associati
38、on of AmericanRailroads (A.A.R.) Manual of Standards and RecommendedPractices, Section I.6.2.2 Containers are designed to carry a specified weightspread evenly over the entire surface of the floor. Design alsocontemplates concentrated loads, up to 12 000 lb, imposed bythe load wheels of forklifts an
39、d similar equipment duringloading operations.6.2.3 Intermodal containers are handled and secured bytheir corner fittings. Containers are designed to withstand theforces of their maximum payload, multiplied by a design loadfactor. The following table sets forth IPSO Design LoadFactors, used to establ
40、ish the load acting through cornerfittings:Vertical (downward) 1.8Longitudinal 2.0Lateral 0.66.2.4 The end panels, doors, and side panels of general-purpose containers are capable of withstanding only a fractionof the payload and are intended primarily to provide aweathertight enclosure. The IPSO De
41、sign Load Factors are 0.6and 0.4 for end walls (including doors) and side walls,respectively. Uniform distribution of the load over the entirepanel surface is assumed.6.2.5 General purpose dry containers, 20 and 40 ft, are themost common in intermodal service. Many specialized con-tainers, including
42、 open-top and flat-rack types, are available fornon-standard cargoes that may be oversized or require lashingswhich are not possible in general purpose containers.6.3 Load Planning and Cargo Securement:6.3.1 Improper stowage of cargo within the container oftencauses damage to the cargo and the conta
43、iner. Extreme caseshave resulted in vehicle overturn, damage to other property,and personal injury. Proper stowage is the duty of the shipperor other party placing the cargo into the container. Liability fordamages attributed to improper stowage may be imposed onthe responsible party.6.3.2 During ra
44、il carriage, containers may be oriented ineither longitudinal direction for all or a portion of their journey.Normal transportation forces may shift unsecured load or causethe cargo to exert excessive pressure against the front panel,doors, or side panels. Therefore, it is imperative that containers
45、moving in rail service be loaded in compliance with generalrules published by Railinc in Circular No. 43. AAR PamphletNo. 45, found in AAR Intermodal Guide, includes illustrationsfor various methods of blocking and bracing.6.3.3 It is the shippers duty to properly package, identify,and mark the carg
46、o. Poorly packaged cartons, crates or othershipping units and cargo lacking handling instructions cannotbe expected to survive the normal hazards of transportation,which may include transload from one container to another,during the distribution cycle. Generally, packages shall becapable of being st
47、acked up to 8 ft (2.43 m) in height and towithstand lateral pressures up to 70 % of their weight. Machin-ery and other heavy items should be crated or boxed, butprovided with skids to permit proper handling and stowage.6.3.4 Planning the load shall include adherence to limita-tions of container capa
48、city and floor-weight concentrations.Highway weight-axle limitations, on both sides of ocean or railtransport, shall also be determined because some containershave total capacities that exceed local permissible limits.6.3.5 Weights should be equally distributed to avoid con-centrations at one side o
49、r one end. Heavy items should beplaced at the bottom, with lighter items on top. Heavy itemswith relatively small base may require placement on dunnagemembers to distribute the weight over a larger area.6.3.6 Void spaces must be blocked, braced, or otherwisefilled. Blocking may be necessary to properly secure the cargoand distribute potential loads to the container structure. Themethod used depends largely on the type of cargo and how itis packaged. Numerous commercial products, including airbags, bulkheads, separator
