LOADING

With knowledge of shipping environments, materials, unitizing loads and the bracing methods just described, the reader is ready to load cargo into a transport unit. This section will serve as a general guide to loading, showing the reader what to look for in the preloading inspection of transport equipment, how to create and use a load plan, and how to use dunnage. Additionally, solutions to special loading patterns such as dense loads, less-than truckload (LTL), and double deck sections are described. Finally, preferred loading patterns for some typical loads are illustrated.

Remember, GOOD LOAD PLANNING IS IMPORTANT. Experience has shown that proper preplanned load patterns and restraint systems not only reduce damage and loss, but are much more efficient to install. IMPLEMENTATION OF A GOOD LOAD PLAN will minimize load shifting in transit.

Pre-trip Inspection of Equipment

The first question to ask yourself: “Is this the correct container/vehicle for the product to be loaded?”

49 CFR 176.27 and IMDG 5.4.2 requires the container and the container/vehicle unit should be inspected inside and outside before it is loaded. If the equipment appears severely damaged, it should not be loaded and the carrier/operator should be contacted with a view to obtaining a replacement. The following checklist may be used as a guide to inspecting the container/vehicle before loading.

PRE-TRIP ORDERING/INSPECTION CHECKLIST

Ordering Container/Vehicle

• Determine size and type of container/vehicle needed.

• Advise supplier of container/vehicle the nature of the goods to be shipped.

• Advise supplier of special requirements (e.g. temperature controls, etc.)

Inspection-Exterior

• Did we receive the correct container/vehicle for this shipment?

• Is there obvious damage to main framework:

• Corner Posts and Doors?

• Corner Fittings?

• Do doors and locks operate properly and can receive a security device - gaskets and seals in good condition?

• Is there a Safety Approval Plate (SAP) (49 CFR 451.21 Subpart C - Appendix C – Container Safety Approval Plate).

• Have old hazardous material placards been removed?

• Check vehicle lights, brakes, tires, etc. for proper operation.

Inspection-Interior

• Is light visible from inside closed unit? Check floors, walls, and ceiling for holes and other visible signs of

leakage.

• Is floor solid and clear of all bolts, nails, or material, which could damage packages and/or cause injury to personnel? Are cargo tie-downs (D - Rings) and door posts in good condition?

• For wall mount restraint systems - check for wall/panel cleanliness and soundness.

• Are the side-wall panels securely fastened to the wall and free of protruding objects?

• Is unit free from residue or odor from previous lading?

REJECT UNITS WHICH DO NOT MEET THESE CRITERIA OR MAKE THE NECESSARY CORRECTIONS.

PLANNING THE LOAD – GENERAL GUIDELINE

Container or Trailer loading Do’s and Don’ts

DO

1. Keep within the load limits of the unit and meet both Federal and Local weight restriction limits. Never overload. See the Bridge Formula.

2. Distribute the weight evenly on floor of container or over the axles of the vehicle. Special weight distribution requirements must be considered for dense cargo.

3. Load hazardous materials in accord with applicable regulation: See the Segregation Chart “Regulation” section. If export, check International Maritime Organization (IMO) segregation chart. It may be different.

4. Load ALL cargo tightly to prevent shifting which could damage cargo or container/vehicle.

5. Observe special handling instructions - such as “This side up”; “Do not drop”; or “Fragile”.

6. Separate cargo with sharp corners/protrusions using dividers, slip sheets, and cushioning materials, as necessary

7. Load lighter cargo on top of heavier cargo and load dry goods cargo over liquid cargo wherever possible.

8. Beware of environmental (i.e. condensation/pressure) problems that may develop due to changes in temperature/humidity/altitude.

9. If an export shipment is to be made where wood is used to secure the load, check the agriculture requirements of the destination country for possible restrictions (ISPM 15). www.ippc.int

10. Arrange the load with blocking and bracing such that labels and markings are visible to inspectors.

11. Use approved cargo securement methods based on the lading, mode of transportation, and trailer/container utilized.

DO NOT

1. Do not load damaged/leaking cargo or cargo with external contamination (including water).

2. Do not load without a plan.

3. Do not ship without proper labels and/or placards.

4. Do not ship until doors are properly closed / sealed.

5. Do not load more than 60% of load weight in half length of equipment.

Do not ship without utilizing approved cargo securement methods.

PLANNING THE LOAD - (DETAILED)

Example - This discussion follows the actual load plan from the next page.

The project: The Shipping Department has just received a Bill of Lading to move 78 drums of a flammable liquid weighing 500 pounds each (gross). The Traffic Department has routed the load by Container On Flatcar (COFC) to a port. A 20-foot container on chassis (on 5 axles) will be used over the road to the rail loading facility. The state of origin has an allowable axle limit of 34,000 pounds, and permits a total gross of 80,000 lbs. (Tractor, chassis, container & packages).

Check Equipment Tare: Tractor 16,000 lbs.

Chassis 6,000 lbs.

Container 6,000 lbs.

28,000 lbs.

Note that loads to 52,000 pounds can be carried (80,000 - 28,000). Checking state regulations - axle weight limit is 34,000 pounds. Since this load is 39,000 pounds (78 drums x 500 lbs.) and tare is 28,000 pounds for a total of 67,000 pounds on 5 axles, axle weight limit is not a problem.

Select Method - We decided to use Method D - ‘T’ Gates for a Double Layer Drum Load in a 20’ Container. This is acceptable for all modes. Three modes will be used in this shipping ... road, rail, and ocean. Six “T” bar units, 3 for each layer, will be used (39,000/6,700 = 5.82). Load Plan - We lay out on a sketch the load plan and determine materials required. Specify Package Protection (dunnage and restraint) - Plywood; ½ " between layers or AAR approved equivalents ½ ” for load facing, lumber – 2x6” for “T” bars and 2x4” for spacer bars.

Recheck General Guidelines (Section IV) - Note: All Do’s and Don’ts are met.

THIS IS THE PLAN BY WHICH THE LOAD IS TO BE MADE. IT IS IMPORTANT TO TAKE THE TIME TO DO THIS WORK CAREFULLY. IN MOST LOCATIONS MANY LOADS WILL BE REPETITIVE AND IF

THE PLAN IS DONE CAREFULLY IT CAN BE REUSED.

LOAD PLANNING FORM

Note: This form is set up for an 80,000 lb. gross 20 ft. intermodal container. Make suitable adjustments for other equipment.

Step 1: Check tares to assure the load is legal.

Tractor: 16,000

Trailer or Chassis Tare: 6,000

Container: 6,000

Total: 28,000

Good for up to 52,000 lbs. Allowable Weight is 80,000 – (Tare) 28,000

Step 2: Select restraint system: METHOD 4 “T” GATES (Section IV, Method 4B

Anchor type: Door post slots or vertical brace slots.

Step 3: Lay out load approximately to scale. Follow the Rules.

T” gate assembly requires 7-3/4 inches

In this load 2-1/4 inch void should be filled with appropriate dunnage.

Step 4: Specify lading protection. Bulkhead, protectors, cushioning at gate.

“T” bars & dunnage. Appropriate dunnage for this load may be “cut to size” 2X4” boards placed between plywood and “T” gates to fill void. Detail of other material requirements is found in method description.

Step 5: Recheck key loading rules. All General Guidelines are met

SPECIAL CAUTIONS

While the example just given is relatively simple, many loads are more complex. Some additional cautions are:

• Where goods of regular shape and size are concerned, a tight load from wall-to-wall should be sought. However,

in many instances some void spaces occur. If the spaces are too large, then the load should be completed by using filler dunnage, i.e., honeycomb, folded corrugated board, air bags or other suitable means.

• Cargo weight should be evenly distributed over the floor of the container or the axles of the vehicle. Where the cargo items of varying weight are to be loaded onto a container, or where the container will not be full (either because of insufficient cargo or because the maximum weight allowed will be reached before the container is full) then the load should be arranged and secured so that the approximate center of the weight of the cargo is close to the mid-point of the container. In no case should more than 60 percent of the load be in less than half of the length of the container.

• If an export shipment is to be made, be certain that all wood in the container complies with agriculture regulations - some countries have wood treatment requirements.

• In a mixed load with more than one barrier, with a fragile freight section such as glass case goods, always put the more fragile freight in the door section (the last bay loaded).

• In a load made up with a single barrier the more fragile packages should be in the center of the load.

• Less Than Truckload (LTL) Shipments should be given special consideration. By regulation, the load must

be secure before leaving your site. Remember that all packages should be secured from falling or shifting in

transit. Load locks, air bags, plywood, 2 x 4’s or 2x 6’s, fillers, etc. should be used for this purpose.

USING DUNNAGE

The important thing to remember is that voids should be filled to prevent packages from shifting or falling.

DO’S AND DON’TS

DO

• Use strong dunnage such as bulkheads across the container (to fill longitudinal voids) for rail movement - minimum load capability - 1,500 lb./sq.ft.

• Size it to fit the section of load to be protected. Width and height as near as possible to face of packaging or unit load.

• Use vertical separator sheets such as corrugated, fiber kraft laminated veneer or plywood to segregate sections of load.

• Use AAR approved or equivalent divider sheets as decking when load sections are layered - e.g., boxes over drums, drums over drums, other cargo over rigid intermediate bulk containers, etc.

DO NOT

• Reuse damaged filler - crushed honeycomb or broken pallets, etc. They will cause damage.

• Use cushioning or fillers as a bulkhead.

REMEMBER - CUSHIONING AND FILLERS ARE NOT BULKHEADS. BULKHEADS ARE STRONG, RIGID SEPARATORS DESIGNED AS PART OF A GATE OR BARRIER OR SOMETIMES AS A STRONG VOID FILLER.

Special Considerations

Risers

Risers may be used to elevate alternate rows of cylindrical packages to minimize chafing and damage. Risers are used with open head drums having locking ring closure. The elevation of alternate rows will minimize the contact of the locking ring closure. Caution: Transverse risers are acceptable for rail movement but should not be nailed in place.

Rubber Mats

Rubber Mats have been approved and tested for rail shipments (ref. Association of American Railroads “Intermodal Loading Guide for Products in Closed Trailers and Containers”). Method E-7 “Closed Head Steel Drums In a 3-4-3 Pattern on Rubber Matting with Steel or Polyester Cord Strap” describes this method. This rubber matting method should be considered for over the road vehicles as well.

Partial Second Layer Loads

A partial second layer is often necessary to obtain maximum load in the container/vehicle.

There are several solutions to this problem.

Guideline

• Apply Ty-Gard as shown in Method C.

• Load cargo tightly to nose and alternate bottom/second layer cargo with divider sheets as decking.

• Add dunnage/filler as required.

• Secure Ty-Gard.

• Recheck load plans for compliance with axle weight restrictions.

• Partial Second Deck - Heavy cargo such as drums (to meet axle weight restrictions)

Procedure:

First secure last row of partial second tier and then secure last row of lower deck.

Apply horizontal divider sheets/decking when Section A-B is loaded and then load second layer of cargo. Be sure to

utilize appropriate separator material between tiers of cargo.

Loose Loaded Bags

Trailer should be lined with a heavy duty liner paper to protect bags from abrasion. Layers of each unit should have bags lengthwise and crosswise in manner illustrated.

Location of lengthwise bag staggered by layers to bind bags in lower layers