properly distribute the weight, then additional
bedding must be laid in the container prior
to loading.

The construction of containers requires that
any shoring must contact the structural
members (side rails) only, and the pressures
thus formed be distributed by additional
longitudinal members placed along the lower
sides. Any vertical shoring should be to
corners and roof rails only.

Aneffective method of immobilizing the piece
in the container is to bolt the skid through the
floor using “J” bolts where structural cross
members can be utilized without projecting
below the lowest extremity of the container.
An alternate system employs thru bolts and
spanner plates, as shown in the accompany-
ing diagram. The use of bolts will cause less
damage to the floor than spikes. Any holes re-
quired can be easily plugged after the
machinery is removed.

In securing machinery, it should be borne in
mind that a heavy piece with a high center of
gravity on a narrow skid will require more
securing than a similar piece ona wide skid.

Suggested Methods of Securing Bed
Timbers to Container

Bed Ter Under Cargo Stee’ Pate

fh

7a

Hardwood Cantsner Floor Container Stifeness

Soin Pate

IMPORTANT: This method can only be used
if the Transverse Stiffener on which the J Bolt
is secured is not as deep as other frames or stif-
feners. Thisis to prevent the J bolt from holing
the top of the container stowed below.

18



4. Issuance of certificate of loading setting forth
that the stowage of hazardous materials is
in accordance with the requirements of this
subchapter.

“b) A certificate of loading issued by
National Cargo Bureau, Inc., may be accepted
by the Coast Guard as prima facie evidence that
the cargo is stowed in conformity with the
requirements of this subchapter.’ (Reference
to “this subchapter” in section 176.18 refers to
Subchapter C, Hazardous Materials Regula-
tions of 49CFR, Parts 100-177. A similar “Assign-
ment and certification” section, 148,01-13, is also
in 46CFR (Parts 140-155), applicable to solid
hazardous materials in bulk.)

Stowage of Regular Size Boxes
The stowage of regular size boxes (including
fibreboard) is best accomplished by using the
“bonded block method”. To start the block two
tiers of boxes are used, one laid sideways and
the other lengthways. On starting the second
height, the first tier is laid lengthways on top
of the sideways tier, and the other is laid
sideways on the lengthways tier.

If the box size does not permit a tight stow, tier-
for-tier against the sides of the container, the
void space in each tier should be staggered with
the top tier being secured by filling the void
spaces with wooden dunnage, fibreboard filler
or other suitable materials to prevent its move-
ment. If boxes are filled with light density
material, it may be necessary to fill voids ontwo
top tiers.



CC SEZ eS

Example: some poison (6.1) Cyanide com-
pounds require specific segregation “away
from’ or “separated from’ acids. Class 6.1
poisons, however, have no general segregation
from class 8, Corrosives—which would
typically include acids.

Comparable requirements are indicated in
49CER, sect. 176.84 where column 10B
(Other stowage provisions’) of the HM
Table 172.101 are listed and explained

C. Anexception to the segregation regulations
applies if the hazmat commodity requiring
separation from the others is offered and
documented on the shipping papers as a
“limited quantity”. (“Ltd. Qty” is the
abbreviation permitted by DOT in 49CFR.)
Example: a class 3 flammable liquid and a
class 2.1 flammable gas are not permitted in
the same freight container because of the
general segregation requirements. If,
however, either the class 3 or the 2.1(orboth)
qualify as and are documented as being
“limited quantities”, then they are allowed
to be stowed in the same freight container.

D. Foodstuffs— broadly considered as any edi-
ble products intended for human or animal
(including pets) consumption, or for use as
aningredient in such — should generally not
be stowed in the same freight container with
chemicals, simply as a matter of sound
stowage practice. -

When hazardous materials/dangerous
goods are involved, then food-related com-
modities are obviously not to be stowed with
hazmat items bearing “Harmful —Stow Away
From Foodstuffs” labels or, either as primary
or subsidiary risk, a “Poison” label.

Less well known are the 49CFR (Part 176)
requirements to also stow foodstuffs away or
separated from hazmats packagings with
labeling as “Corrosive” or “Poison Gas”.
There is no regulatory segregation exception
for “limited quantities”, when foodstuffs
are concerned.

III STOWING and SECURING PACKAGED
HAZARDOUS MATERIALS WITHIN
the CONTAINER

A. Plan the stowage before starting the loading
operation. Consider the physical properties

22



. Select the right container for the job: Does
the cargo need refrigeration, ventilation,
special handling equipment, securing
devices or special dunnaging in the
container? Is it for exclusive use? If in
doubt, consult your ocean carrier or con-
tainer leasing firm.

You can usually use a General
Purpose Container...

GENERAL
PURPOSE

for special purposes, you may need a
particular type such as...
a s

VENTILATED

OPEN TOP
(Heavy, large or
awkward pieces, etc.)

~~” PORTABLE TANK
TANK CONTAINER
(Bulk Liquid)



Sizes and quantity of bolts, timbers and plates
will depend onthe weight and size of the piece
of machinery being secured.

Boxed and Crated Machinery

When stowing boxed or crated machinery, the
same guidelines relative to weight distribution
and total weight should be observed, as with
any containerized cargo.

As with unboxed machinery, all shoring or
bracing should bear on only the strength
members of the container.

Heavy crates or boxes should be stowed on the
bottom with lighter ones on top. Care should
be taken that any concentrated weights in the
upper tier are distributed by the generous use
of dunnage or plywood separation of sufficient
thickness. This is especially applicable when
it becomes necessary to stow units of smaller
base dimension over larger ones.

Particular care should be exercised to insure
that the machinery is well secured within its
individual package. Any void spaces between
cases should be filled or cases chocked to pre-
vent movement in any direction.

Stowage of Heavy
Concentrated Weight

When planning the stowage of heavy concen-
trated weights, careful consideration must be
given to the maximum permissible weight and
the floor loads allowed in the container. The
bedding required to properly spread the
weight should be arranged with weight
distribution factors in mind.

This bedding should consist of lumber of
sufficient thickness that will not deflect under
the planned load, with the bottom bearers
placed longitudinally in the container. The
cargo piece or pieces should be bolted to cross
members resting on the longitudinals. The
cross members must be adequately bolted or
fastened to the bottom pieces with backup
cleats placed where necessary.

If the outer longitudinals are not snug to the
lower side rails, they should be blocked to them

19


(and/or related information) are available
from the following sources:

AAR-Association of American Railroads,

and AAR Publications Service

50 F. Street, NW, Washington DC 20001, U.S.A.
Tel. (201) 639-2100

ANSI-American National Standards

Institute

1430 Broadway, Oakland CA 94607, U.S.A
Tel. (212) 642-4900

APL-American President Lines
1111 Broadway, New York NY 10048, U.S.A.
Tel. (510) 272-8387

ATA-American Trucking Association
2200 Mill Road, Alexandria VA 22314, U.S.A,
Tel. 1-800-ATA-LINE

DOT-Department of Transportation
RSPA, Nassif Bldg., Washington DC 20590-0001, U.S.A.
Attn.: International Standards Coord.

Tel. (202) 366-0656

GPO-US Government Printing Office
Superintendent of Documents, Washington DC 20402, U.S.A.

UL-Institute of International
Container Lessors

Box 605, Bedford NY 10506, U.S.A.
Tel. (914) 234-3696

IMO-International Maritime Organization
4 Albert Embankment, London SE 1 7SR, ENGLAND

1$0-International Organization
of Standardization
Case Postale 56, CH-1211, Geneva 20, SWITZERLAND

Lykes Bros. S.S. Line, Inc.
300 Poydras Street, New Orleans LA 70130, U.S.A.
Tel. (504) 528-1250

Matson Terminals Corporation

1001 New Dock Street, Terminal Island
Long Beach CA 09731, U.S.A.

Tel. (310) 519-6414

NCB-National Cargo Bureau, Inc.
(See inside front cover for details.)

Sea-Land Service, Inc.

P.O. Box 1050, Elizabeth NJ 07207, U.S.A
Bulk/Hazardous Commodities

Tel. (908) 820-7183

U.S. Coast Guard

Marine Technical & Hazardous Materials

Branch (G-MTH-1), Washington DC 20593-0001, U.S.A.
Tel. (202) 267-1577; Fax (202) 267-4816

Publications referred to in this brochure


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AN OVERVIEW

General Guidelines in Checklist Format for
THE CONTAINERIZATION Of Packaged

Hazardous Materials/Dangerous Goods

BASIC VISUAL INSPECTIONS prior to
packing (stuffing) the freight container:

A. Inspect the container to be used. Check for

structural defects, including door seals, holes
in roof, and projecting screws, nails or bolts
in floor; and check CSC Safety Approval
Plate (Convention for Safe Containers) on
container doors.

B. Remove remaining labels, marks and

placards that are no longer relevant for the
containers next load.

C. Make certain that there are no residues of

prior cargoes that may cause contamination,
odors, tainting, or health and safety risks for
stuffing personnel. The container should be
clean, dry, free of residue and odors and fit
for use when received from the container
lessor or carrier.

D. Check all hazmat items against shipping

Il.

papers and physigally examine all packages
tobe loaded. Check for damage, signs of leak-
ing orloss of contents, and verify marks and
labels on all hazmat commodities, as
required by hazmat regulations.

CHECK SEGREGATION
REQUIREMENTS prior to stuffing.

A. Determine if there is a general class segre-

gation requirement applicable to the various
hazard classes of the hazmat items. (Ref.
IMDG Code Segregation Table 15.1.16 in vol.
I, Section 15, pg. 0117—or the comparable
“General Segregation Table” table in 49CFR,
sect. 176,83(b).) If two different hazard labels
are ona package, then both of the hazards in-
volved must be considered in determining
if segregation is required.

B. If there are noclass (ie., general) segregation

requirements, check the individual pages of
the respective hazmat commodities to see if
a specific segregation requirement may
apply. If so, it has precedence.

21


Palletized packaging units of hazardous
cargoes, if overpacked, should have their
hazard class labels and other required mark-
ings visible through the overpack material. If
they are not, then the U.S. regulations require
that those applicable labels and markings be
applied also to the exterior of the overpack
materials. (49CFR, 173.25)

Stowage of Wet and Dry;
Heavy and Light Cargo

Wet and Dry Cargo

When the container is to be stowed with both
packaged wet and dry cargo, the wet goods
should never be stowed above the cargo that
is liable to damage from moisture or leakage,
nor in an adjacent position where leakage
might spread along the floor. The dry goods
should either be stowed over the wet or, if on
the same level, raised off the floor by an extra
layer of dunnage. Leakage is most likely to
occur in cargoes of barreled or drummed
goods. Due care must always be given to pro-
per stowage and securing of drums to prevent
movement within the container. (See section
on Stowage of Drums)

Heavy and Light Cargo :
Improper stowage of heavy and light cargo
together causes crushing and damage to
contents. Heavy packages, such as cases of
machinery parts and heavy, loose or skidded
pieces, should always be stowed on the bottom
or floor of the container with lighter goods
on top.

Each tier should be kept as level as possible.
Lateral crushing should be avoided by carry-
ing the stow out to the sides and ends of the
container and filling void spaces with dunnage
or an adequate substitute.

Chafing damage is likely to occur due to the
motion or vibration of the truck, train or ocean
vessel, if packages are loosely stowed. They can
rub against each other and against boundaries
of the container unless secured from move-
ment. Cargo with little or no covering is
especially susceptible to chafing damage. A

16



safely in place. This is a traditionally seafaring
word meaning to make things ready for sea—to
prepare and place cargo and equipment pro-
perly for the sea voyage. “Load”, as used by the
railroad and trucking industries, is generally
synonymous with “stow”.

Whatever you callit, “STOW” your cargo pro-
perly in the correct freight container and secure
it well. (“Stow” and “secure” are two distinct
operations you'll note.)

Weight Distribution and
Space Utilization

IMPORTANT: Pre-plan the stowage of the
cargo in container. The weight should be
spread evenly over the entire length and width
of the floor of the container.

For example, if you have a 40’ container with
a cargo capacity of 55,000 pounds and a cubic
capacity of 2090 cubic feet, and your cargo
weighs 55,000 pounds but measures only 1000
cubic feet, it should be stowed about half the
height of the container over the entire floor,
rather than to the top for one half the length.

If you are stowing cargoes of uniform density
(other than heavily concentrated packages),
then a proper, even weight distribution is not
a problem. Cargoes of various densities are
more of a problem.

Compatibility of Cargoes

If the container is loaded with packages of
various commodities, give careful attention to
their proper segregation and stowage. The
commodities physical characteristics (such as
weight, size, density) must be considered, as
well as whether they are liquids or solids.

Cargo can be of high density, physically hard-
to-damage commodities such as galvanized
metal sheets, or low density —butalso hard-to-
damage goods such as mineral wool. Cargoes
canbe high density, easily damaged electronic
components or low density items such as lamp
shades. There are numerous possibilities.


pressures will be exerted on the end walls
when the vessel is pitching. (See previous il-
lustration of vessel motions.) The side walls of
the container will undergo extreme pressure
internally because the vessel may roll 40° from
side to side through arcs of 70 ft. several times
a minute.

Thus, pressure will be exerted on the sides of
the container at the low point of the roll when
the vessel then starts its return to an upright
position. If the container is stowed crossways,
so its length is at right angles to the vessel’s
length (“athwartships”), then the pressure will
be against the end wall and doors of the con-
tainer. The cargo must be block-stowed, if in
uniform packaging units, or thoroughly
secured within the container to withstand
that pressure.

The inside of the typical, modern container is
smooth. If your cargo units are also smooth-
surfaced, you must use rough dunnage paper
or similar course material to prevent them from
sliding. It may also be necessary to distribute
the pressure away from the sidewalls of the
container by the use of lumber extending to its
top and bottom strength members.

Orr passenger ships, the staterooms located
where there is the least motion are the more
expensive ones. However, space ona container
ship is not booked like a passenger ship, thus
all cargo in containers should be stowed
for the most extreme conditions they may
encounter. On the fully containerized ship,
approximately 1/3 of the cargo is on deck above
the rolling center and subject to greater
accelerations than cargo on general cargo,
non-containerized vessels.

Container Condition

Check your container when it arrives: Is is the

type you ordered? Examine it for:

(a) Cleanliness. Is it odor free? Is it weather-
proof? If it happend to be raining (or there
is melting snow on top) that’s a good time
tocheck for leaks. Otherwise a visual check
can be made by inspecting the freight con-
tainer from within. If any light enters, then

5


2. Check what the container will hold in
volume and weight, and to what standards
it has been constructed. (Several major
carriers have such information available in
booklet form.)

Strength Standards

International uniform strength standards for
construction and testing of containers were
developed and approved by the Container
Safety Convention. The International Organ-
ization of Standardization (ISO) recommends
that they be constructed so that:

(1) The floor of the freight container should
be capable of withstanding a uniformly
distributed load of not less than the
maximum gross weight of the container.

(2) Each end should be capable of with-
standing distributed load of not less than
0.4 times the maximum payload.

(3) Each side (length dimension) should be
capable of withstanding a uniformly
distributed load of not less than 0.6 times
the maximum payload.

CAUTION: Some containers in use may not
be constructed to as high a strength standard.
Unless adequately designed and maintained,
the ends, doors, or side walls of container
should not be relied on to prevent the shifting
of loads. (See AAR Bureau of Explosives
Pamphlet 6c and circulars no. 43B and 45.)

Stresses Encountered On Wheels
Your container must be properly stowed so that
the cargo will not shift. Acceleration and
deceleration and railcar “humping” may put
extreme pressure on the container ends.
Traveling around curves at high speeds will
probably cause pressure on the container’s
sides, Vibration can cause your cargo to “walk”
within the container, witha resulting damage
to the cargo’s packaging that could result in
release of cargo.

On Board Ship

If the container is stowed fore and aft, (i.e., so
the container length parallels the ship's length)

4



cushioning material should be used to protect
against this type of damage.

Stowage of Heavy Machinery

Unboxed Machinery

There are too many different sizes and types

to offer a particular procedure to cover all

machinery. However, the following infor-
mation must be obtained on each shipment:

1. Overall size and weight of the piece.

2. Maximum allowable load, cubic capacity
and internal dimensions of the available
freight containers.

3. Availability of special handling equipment
to get the machinery properly into the con-
tainer (at the loading location) and out of
it (at the ultimate destination) without
damage.

4. Selection of the suitable container, as
based on review of freight container
specifications available from ocean carriers
and container leasing firms.

Crosspieces

Crosspiece Backup Cleats
AAR ILLUSTRATION

In order to distribute weight of the piece, it
must be bolted ona skid made of heavy timbers
bolted together so that the lower members ex-
tend ina fore and aft direction in the container.
If the skid is constructed so that it just fits
through the container door, it will be easier to
chock it to the container side frames (and/or
steel container walls) and will afford better
weight distribution. If the shape of the piece
is such that it cannot be skidded as above to

7


OO  ——

ocean shipments of containerized cargoes. Be
sure that the cargo is so packaged that it can
not move or be damaged within the package.
Package design and construction should also
ensure that the bottom tier of packages will not
be crushed during transportation, when stack-
ed about eight feet high in the freight container.

Recognized symbols of the American National
Standards Institute (ANSI) for marking
liquids, sensitive instruments, etc., should
be used.

(If cargo consists of DOT regulated hazardous
materials or IMO covered dangerous goods
requiring hazard labels, see the “Hazardous
Cargoes” section in this pamphlet for pack-
age labeling and container placarding
requirements.)

Ventilated or Refrigerated Cargo

Cargoes requiring ventilation or refrigeration
need specially constructed containers that
meet their environmental requirements
during all phases of transportation.

The shipper must state those special ventila-
tion and temperature requirements when
ordering freight containers from the container
lessor and when booking the cargo with the
ocean carrier. Loading such cargoes can pre-
sent many complexities which experienced
personnel are well aware of. This subject is not -
covered in this brief overview. Additional
information may be found in other references
such as American President Lines’ “Handbook
On Shipping Perishable Commodities” and
Sea-Land’s “Shipping Guide for Perishables.”

About Stowing and “Stuffing”

Inasense, the shipper is now stowing the ship
because a container ship is loaded with hun-
dreds of small portable cargo “compartments”
(ie., freight containers) offered by numerous
shippers of many containerized cargoes.

“Stuffing” has become a commonly used term
for the loading of cargo into freight containers.
That operation is referred to as “packing” by
the International Maritime Organization, IMO.
“Stow” is to place or arrange compactly and put

7



Iv

and chemical characteristics of the various
commodities as well as the type packaging
used.

Calculate, as closely as possible, the total
weight of the intended cargo and verify that
it is within the permitted payload weight,
according to the containers CSC Safety
Approval Plate.

Weight should be evenly distributed over
the entire floor area. Drums should be stow-
ed upright, normally not on their sides.
Liquids should be always stowed upright ac-
cording to the package orientation marks or
arrows on the packaging units. Gas cylinders
must have steel safety caps over the valves.

. A tight stow from wall to wall should be

attempted to minimize the potential for shif-
ting or movement during transit— especially
for an ocean voyage. When securing packag-
ed, containerized cargoes with use of air
bags, do not use them at the door end.
Note, especially, the requirements of
49CFR, Part 176, Carriage by Vessels, sect.
176.76 which includes, for example, re-
quirements to: (1) secure all packages in the
container to prevent movementin any direc-
tion, (2) use dunnage to the level of the cargo,
if cargo doesn't extend to the sides or ends
of the container, (3) secure dunnage to the
floor when cargo consists of “dense materials
or heavy packages”, (4) slack spaces between
packages must be filled with dunnage.

PLACARDING THE FREIGHT
CONTAINER

Placards are the enlarged version (10.8"x 10.8")
of the smaller (approx. 4" x 4") diamond-
shaped labels applied to the hazmat packag-
ing units. The placards are to be applied to
both sides and both ends of the container.
They are to correspond to the hazard class
labeling on the hazmat packaging units in-
side the container, but 49CFR Placarding
Tables 1 and 2in section 172.504 should also
be consulted.

Placarding requirements are found in 49CFR,
Part 172, Subpart EF, starting with section
172.500 which states that DOT placarding re-
quirements in subpart F do not apply to:

23



L
|

Shippers’ Guide

for

Proper Stowage
of Intermodal
Containers for

Ocean Transport

©
U.S. Department
of Transportation

Maritime
Administration


goods within the same or adjacent containers
is regulated. Compatability with other hazar-
dous commodities (and certain nonregulated
cargoes) must be in compliance with general
and sometimes also specific segregation re-
quirements. (See “Hazardous Cargoes” section
that follows.)

Hazardous Cargoes

The U.S. regulations applicable to the transpor-
tation of packaged hazardous materials are
contained in Title 49, Code of Federal Regula-
tions, Parts 100-178. Those regulations apply to
all modes.

The international recommendations for such
shipments, but as applicable only to the water
mode, are published in the International
Maritime Dangerous Goods Code. That MDG
Code takes on the force of regulations in each
of the countries that have adopted the IMDG
Code into their own laws. Thus it should be
regarded as a set of international “regulations”.

The above-referenced U.S. regulations, usually
referred to as “49CFR”, apply to packaged
hazardous materials for all modes of transpor-
tation. Regulations specifically applicable to
“Carriage by Vessel” are contained in Part 176
of 49CFR, Parts 100-177.

Both the 49CFR and the IMDG Code specify
the regulatory requirements for packaged
hazardous materials (the U.S. term) and
dangerous goods (the international term) with
regard to their:

1. Classification by specific hazard class, or
class and division numbers, as applicable.
(Examples: class 3.3, for high flashpoint, 3.2
for medium flashpoint, 3.1 for low flashpoint
flammable liquids; class 6.1 for poison li-
quids and solids; class 8 for corrosive liquids
and solids.)

2. Description by selection of appropriate
“proper shipping names”, hazard classes,
four-digit UN numbers and packaging
group numbers (for purposes of documen-
tation, package markings and labeling, plus
freight container placarding.)

10


A shipper should be aware of previous com-
modities stuffed in the container, especially if
foodstuffs are to be in it.

Improper stowage can cause damage to any
cargo, including so-called hard-to-damage
commodities. For an extreme example, heavy
machinery and television tubes would not be
considered compatible in the same container.
That combination would be risky even if each
group was well secured and thoroughly
protected from the other by proper blocking,
bracing, dunnage or cargo separation devices.

Cargo can be damaged by contamination or
taint, either by contact with oil, dirt or dust or
by taint or moisture absorbed from other cargo
nearby. Damage claims are likely as the result
of failure to clean a freight container that
previously carried dirty or odorous cargo. Dust
from bagged cargo suchas cement, sulphur or
chemicals, or the use of unclean, green or wet
dunnage could also result in damage claims.
The mixed stowage of bagged flour and tires
would not be considered compatible because
it would result in rubber-flavored bread. If an
insecticide could contaminate a food-related
commodity, for example, the result could be
illness and even death. Watch for packaging,
units bearing ‘Corrosive’, “Poison” or
“Harmful—Stow Away From Foodstuffs”
labels. They are hazardous commodities that
must be segregated from foodstuffs; i.e.,
any edible commodity used for human or
animal consumption.

Each commodity must be considered on the
basis of its characteristics and properties when
planning its packaging and stowage in con-
tainers for shipment. The commodity’s com-
patibility with other cargo in the same
container must always be considered.

Inorder to achieve the proper cube utilization,
a compatible configuration of cargo packaging
units is also essential. Exposure to damage by
chafing, crushing, odor or fume taint and
wetting by condensed moisture or leakage
must be avoided too.

Segregation of hazardous materials/dangerous



water will. (If in doubt, spray it with a hose.)

Take particular note of the door gaskets and

how well the doors close. This is often a

vulnerable point.

(b) Ifitis fitted with cargo restraint devices, are
they in good condition and in sufficient
supply?

(c) Examine the container carefully for
physical condition just as if you were buy-
ing it. (Youare, inasense—even if only for
one trip.) Has it been repaired? If so, does
the repair quality restore the original
strength and weather-proof integrity? Con-
tainer repair guides are available from the
TICL (see back cover).

(d) Look at the sides. Examine them carefully
to see if any rivet heads have popped. Isthe
container racked (twisted) or out of line?
Ifso, ithas been misused and will probably
be inadequate for the safe carriage of your
cargo. (Distorted containers are unlikely to
fit properly with chassis and handling
equipment that must lock into all corner
fittings.) Have all placards and markings
applicable to previous hazardous cargoes,
precautions or destinations been re-
moved from sides and doors?

If it doesn’t pass these tests, call for another
container.

Remember: If you do not give your cargo
the right start, it has little chance of arriving in
good condition.

(Note: If the containerized cargo is to be class 1
explosives, then U.S. Coast Guard requirements must
also be met. [See 49CFR, sections 176.170 and 176.172]
National Cargo Bureau is regularly requested to inspect
and verify the acceptable condition of freight containers
for such cargoes.)

Packaging and Marking

Details for packaging and marking motorized
freight are contained in National Motor Freight
Classification ATA 111, and those for railroad
movement are in the Uniform Freight
Classification Rating, Rules and Regulations.

Those packaging details are sufficient for motor
freight and rail but are not always adequate for

6


with long timbers placed asa filler pieces along
the lower container side to distribute the
pressure.

Where cargoes have high centers of gravity,
they should be either lashed or banded —if
padeyes are available or the bedding is bolted
through the container floor—as discussed
under “Stowage of Heavy Machinery.”

Flat pieces with low centers of gravity should
be floored off and chocked using steel banding,
if necessary, for securing.

The same principles of securing can be adapted
to side-loading containers, or flats for cargo that
does not require protection from the weather.

Securing

Fill it or secure it. Use dunnage or retainers in
box. Block it out. Leave no void spaces or loose
packages on top. Smooth metal-to-metal con-
tact should be avoided as this causes a slippery
surface. The slogan, “Stickit tight to ride right,”
isa good one. Remember, typical trucking and
railroad cargo securing guides stress stowing
to prevent the longitudinal movement in the
container. For ocean transport, however, the
same rules should be applied to prevent addi-
tional sideways movement.

Avoid direct pressure on doors, use a proper
fence or gate to fill any void space. (See AAR
Pamphlet 6C, and Circulars nrs. 43B & 45.)

When stowing or loading the cargo in the con-
tainer, you have a regulatory responsibility to
do it right. The securing techniques and
materials used should be more than just “ade-
quate”, when ocean shipments are involved.

Check that package hazards labels and con-
tainer placards, if required, have been applied.
(See “Hazardous Cargoes” section.)

Finally, secure the doors, lock and seal them,
note the seal numbers for insertion on the Bill
of Lading.

National Cargo Bureau, Inc. is available to help
you in such matters.

20


CE ee

The freight container will be lifted from the
pier and lowered into position on board a
vessel. On a sea passage, it will be subjected
to six distinct, basic ship motions: rolling,
pitching, yawing, heaving, sway, and surge.
(See illustration.) A ship’s movement at sea can
be a single motion or a complex combination
of all of those motions, not duplicated by the
other surface modes.

wit

ROLUNG

Upon arrival at the final discharge port, the
container is again lifted, lowered and then
subjected to a repetition of motions associated
with the land modes.

Why

Traditionally, trucks and trailers have been

loaded so the cargo will not shift forward or -
to the rear. From the previous reference to a

ship’s motion at sea, it is apparent that con-

tainerized cargoes loaded for ocean transport

must be so loaded (stowed) that the cargo can

not move in any direction.

To properly utilize containerization in inter-
modal transport, it is necessary for the ship-
per not only to see that his cargo is properly
packaged for containerization, but also that
it is properly stowed and secured in the con-
tainer. Ifitis not, there may be damage to cargo,
container, the vessel or perhaps the
carrier's equipment.

The key person is the shipper and/or the
person responsible for loading (packing/
stuffing) the container. They should:

2



Where boxes are stowed in vertical tiers, a floor
of plywood dunnage or its equivalent should
be laid at half height in the container and the
stow continued as before. This is particularly
important when stowing small fibreboard or
smooth-sided boxes to solidify the stow. It is
also necessary in many cases to protect the
boxes from crushing.

When boxes are made of a smooth material,
rough dunnage paper or similar course
material should be used between tiers to pre-
vent them from moving, especially under the
top tier. Itis also important to prevent crushing,
and chafing.

Stowage of Bags and Bales

The stowage of bagged and baled cargo in con-
tainers requires the use of the “cross tier”
method in order to minimize pressure on the
sides and ends of the container and also to
unitize the surface friction against the bottom.

The “cross tier” method is accomplished by
alternating the direction in which the suc-
cessive tiers are laid. In this manner each tier
binds the tier below it and the whole block is
formed into a unit.

When bales or bags are uneven in size, the tiers
should be separated by dunnage or a suitable
equivalent to maintain an even stow.

When cottonis carried, it is important to fully
comply with 49CFR, Part 176 (“Carriage by
vessel”) sections 176.900 through 176.904,
which include, for example, requirements for
fire fighting systems such as COz, steam
smothering or water sprinkler type in each
hold or compartment in which cotton or fibers
are stowed. Ventilation spark screens and
numerous other precautions are also called for.

In the case of baled products, care should be
exercised to prevent metal bands from chafing,
either on each other or on the metal portions
of the container. Such chafing can be a poten-
tial source of fire, especially when the bales
consist of rags, waste paper, fibers or similar
combustible or flammable products.

B



AAR Pamphlet No. 4 for Recommended
Methods of Loading Drums and Kegs.)

Stowage of Palletized

Cargo Unit Loads

Handling of palletized cargo or unit loads of
bags, boxes or packages of uniform size is a
rapid method of stowing a container, butit may
not attain maximum cube space utilization,
depending upon the commodity being loaded.

Cargo should not overhang the pallets. Only
flush pallets should be used. The cargo on
pallets should bear on the container’s ends and
sides to minimize void spaces.

The cargo must be securely strapped,
shrinkwrapped or overpacked strongly to the
pallet to prevent chafing and to keep the stow
from shifting. The weight of the cargo on the
pallet should not be relied on to hold the pallet
in place during transport.

There are a variety of ways in which the unit
package can be stowed. The ideal situation
would require a pallet size that would fit the
allotted space with a minimum of chocking. In
practice, the pallets should be stowed along
each side of the container in rows from front
torear. Any void spaces between should be fill-
ed or chocked with suitable material. (For ex-
ample, high density palletized firebricks can
be stowed in two rows inside the container, one
down each side. The rows should be shored
apart by inner fencing and cross-shoring.)

The importance of filling void spaces in the
stowage of palletized packages, not only
between pallets, but between the entire unit,
cannot be overstressed.

Palletized cargo can be tiered in the container
according to the density of the packages.
However, if irregular, soft or bagged goods are
in the lower tier, plywood dunnage is re-
commended to level off the top of the lower tier.
It may be necessary to construct an in-
termediate deck or floor to protect delicate or
similar cargoes from crushing.

15


This Guide

has been prepared in an effort to further the
successful intermodal carriage of cargo in
answer to the requests of shippers. This
method of shipping has numerous advantages
but like everything else, it has to be done right.
We believe if care is taken, claims can be re-
duced significantly and in many cases
eliminated. This booklet has been compiled as
ageneralized approach to intermodal transport
and door-to-door shipments which include
rail, highway and ocean.

Whenever the word “container” appears in this
publication, it is a reference to an intermodal
freight container. The same principles of
stowage outlined for such containers may be
applied to typical highway trailers that are
carried on a roll-on/roll-off ship.

If cargo is shipped in any way other than
door-to-door, or if the cargo is to be container-
ized at some point enroute, use complete
export packing.

The Goals

(1) The safe shipment of cargoes is a primary
objective, of course. This is especially
important when hazardous cargoes
are carried.

2

A related goal is the delivery of the
cargo in complete, clean and undamaged
condition. The information in this booklet
may help to assure that outturn.

How

This requires informed action by all, starting
with the shipper who initially offers the cargo
for transportation. The shipper should realize
that the container will be subject to a variety
of motions and forces. (Protection from ex-
treme weather conditions, including ice, snow
and a driving rain is effective in a closed con-
tainer in good condition.) When shipped by
highway or rail, cargo may be especially sub-
jected to longitudinal impacts associated with
rail car “humping”.



(1) Infectious substances, (2) ORM-D classed
hazardous materials, (3) Limited Quantities,
when properly identified on shipping papers, (4)
“small quantities”, as covered in 173.4, (5)
Combustible liquids in non-bulk packagings.

Section 8 of the IMDG Code provides IMO
placarding-related information. The
minimum dimensions of IMO size placards
are 10” x 10", which is about 3/4 inch small
than the DOT size. Note, however, that
placarding of containers moving under
IMDG Code provisions in the U.S. isallowed
by the DOT in 49CER, sections 171.12(b),
172.502(b) amd 172.519(f).

(The 49CFR Subpart F illustrates placards
butnotin color. DOT's label and placard chart
#10 is expected to be available in the Fall of
1993.)

. Although often referred to as a placard, the

container marking requirement as “Marine
Pollutant” must also be applied near each
hazard placard when dangerous goods
qualifying as such are in the container in any
quantity. Such marking requirements in the
IMDG Code (Section 74) will also become
DOT requirements on October 1, 1993.

When all of the container’s packaged
dangerous goods consist “of a single com-
modity” which “constitute a fullload”, then
the UN number should also be displayed
either in the lower half of the placard or on
an orange rectangular panel near the placard,
as detailed in 7.4.4 of the IMDG Code, page
0027. (Not applicable to explosives.)

Suggested references.:

.

IMDG Code, vol. I, para 12.3, Container
Packing & Certification and especially 12.3.7
“IMO/ILO Guidelines for Packing Cargo in
Freight Containers or Vehicles” (included in
IMDG Code “Supplement” volume)
49CFR, Sect. 176.76

“Shipper’s Guide to Loading and Securing
of Packaged Hazardous Materials in Inter-
modal Equipment-— Rail, Highway, Water”,
1986, Delvalco

Recycled
Recystable

24



Disclaimer

This brochure is disseminated under the sponsorship of the
Department of Transportation in the interest of information
exchange. Both the United States Government and the
National Cargo Bureau assume no liability for its contents
or use thereof. Neither the United States Government nor
the National Cargo Bureau endorse products or
manufacturers. Trademarks or manufacturers’ names
appear herein only because they are considered essential to
the objective of this brochure.

All of the technical information contained in this publication
was prepared by the National Cargo Bureau, Inc., New
York. The Maritime Administration wishes to express its
gratitude to the National Cargo Bureau for its assistance in
the production of this booklet.

Maritime Administration
400 Seventh Street SW
Washington DC 20590

Tel: (202) 366-5517
Fax: (202) 366-5522

National Cargo Bureau, Inc.
30 Vesey Street
New York NY 10007

Tel: (212) 571-5000
Fax: (212) 571-5005

The National Cargo Bureau, Inc. is a non-profit,
membership organization dedicated to the safe
stowage, securing and unloading of cargo and the
safety of shipboard cargo handling gear aboard
vessels.

Cargo Surveyors Since 1820



CO ————

3. Packaging in accordance with DOT packag-
ing specifications and/or conformance to
UN (United Nations) performance stan-
dards. (Effective Jan. 1, 1991, U.S. exports of
packaged dangerous goods to “IMO coun-
tries” had to meet UN packaging standards
and be so marked.)

4. Marking and labeling of packaging units to
indicate the proper shipping name, UN
number and other required information —
plus hazard class(es) of their contents.
(Numerous materials may have more than
one hazard to be identified during their
transportation.)

5. Stowage, segregation and securing of hazar-
dous materials/dangerous goods within the
freight container and aboard ship. (Ref.
49CFR, Part 176, “Carriage by Vessel” and
IMDG Code, volume I, Sections 14 and 15.
Note, especially, the IMO Container Pack-
ing Certificate requirements in para 12.3.7.)

6. Placarding of freight containers and tank
containers to indicated hazard class(es) of
their contents. (49CFR and IMDG Code also
require that tank containers/portable tanks
be marked with the UN identification
number of their contents. The IMDG Code
also calls for such UN number markings on
freight containers having a single hazardous
commodity asa full container load. Note too,
that containers may also require markings
to indicate “Marine Pollutants” and/or “In-
halation Hazard” type contents.)

In 49CFR the “Carriage by Vessel’ part (Part

176) is of particular importance. It also includes

a section naming National Cargo Bureau, Inc.

as being authorized to assist the Coast Guard.

That “Assignment and certification” section,

176.18 states:

“a) National Cargo Bureau, Inc. is authoriz-
ed to assist the Coast Guard in administering
this subchapter with respect to the following:
1. Inspection of vessels for suitability for

loading hazardous materials;

2. Examination of stowage of hazardous
materials;

3. Making recommendations for stowage re-
quirements of hazardous materials cargo;
and

1



Stowage of Drums

The following recommendations should be
noted when metal drums are loaded in freight
containers.

Avoid metal-to-metal contact of the rims of
drums with floor and sides of containers and
between tiers. The use of soft dunnage or
plywood is generally suitable for floor
and sides.

Four standard 55-gallon drums across the con-
tainer in one row will normally fit tight against
both sides. If slack space remains at one side,
drums can be loaded alternately against sides
in a recessed pattern. Dunnage or other
chafing-preventive materials can be used to fill
voids in space between drums and sides of con-
tainer. There are some cases where the weight
of the contents of the drum is too great to per-
mit the above stowage. In such cases, the
stowage will depend on the distribution of the
weight on the floor of the container.

Ifastandard containeris used for the transport
of drums, it is recommended that drums be
loaded one high, and the second tier be filled
out with other suitable cargo, if available.
Otherwise, drums can be loaded twotiers high
using wood dunnage (honeycomb ‘board,
ideally) or plywood lengthwise between tiers
and extending beyond the last row.

CAUTION: Dor'’t overload. Check lifting
capacity of container. (Itis required to be mark-
edon the container doors.) In any case, the se-
cond tier of drums should not be loaded so as
to cause the container to be unduly heavy at
one end.

If only a few drums are loaded in the second
tier, they may be blocked off with other suitable
cargo using plywood against drums to protect
other cargo. (Note: drums should be stowed
upright, not on their side.)

Alldrums should be inspected prior to loading.
Any showing signs of leakage or significant
damage should not be shipped.

Any special instructions on handling of drums
and contents should be attached inside the
container. (For further information refer to

4