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Approved 1/6/14 by theDamage Prevention and

Freight Claim Committee

Closed Car Loading Guide

Part 1(formerly Pamphlet No. 14)

Minimum Loading Standards forFreight in General Purpose Boxcars

Copyright © 2014 by the Association of American Railroads (AAR)

425 Third Street SWWashington, DC 20024

All rights reserved, including the right to reproduce this book in any form. It is the AAR’s intention that this publication be used to promote the objectives of the AAR and its members for the safe, efficient, and uniform interchange of rail equipment in North America. To this end, only excerpts of a rule or specification may be reproduced by the purchaser for their own use in promoting this objective. No portion of this publication may be displayed or otherwise made available to multiple users through any electronic distribution media including but not limited to a local area network or the Internet. No portion may be sold or used for advertisement or gain by any entity other than the AAR and its authorized distributor(s) without written permission from the AAR.

Minimum Loading Standards for

FREIGHT

IN GENERAL PURPOSE BOXCARS

(Supersedes Pamphlet No. 14, Published December 1984;

Cancels G.I.S. Nos. 583, 701, 709, and 715

Issued: January 2014

Published byTransportation Technology Center, Inc.

55500 DOT RoadPueblo, CO 81001

(Printed in U.S.A.)© 2014

(This Page Left Blank Intentionally)

Closed Car Loading Guide—Minimum Loading Standards for Freight in General Purpose Boxcars TOC–i

TABLE OF CONTENTS1.0 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–1

1.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–11.2 Reference Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–11.3 Rail Transportation Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–2

2.0 Selection and Preparation of Car. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–12.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–12.2 Bulkhead Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–2

3.0 General Loading Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–13.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–13.2 Concentrated Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–13.3 Clearance at Side Bearing—Loaded Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–23.4 Maximum Load Weight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–23.5 Distribution of Weight Lengthwise in Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–23.6 Distribution of Weight Crosswise in Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–33.7 Center of Gravity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–4

4.0 Load Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–1

5.0 Unitizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–15.1 On Wooden Pallets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–15.2 Slip-Sheeted Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–35.3 Clamped Units. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–35.4 Stretch Wrap and Shrink Net Characteristics and Application. . . . . . . . . . . . . . . . . . . . . . .5–3

6.0 Blocking and Bracing Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–16.1 Steel Strapping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–16.2 Nonmetallic Strapping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–46.3 Web Strap Assemblies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–96.4 Cargo Nets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–106.5 Lumber. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–116.6 Nails and Nailing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–136.7 Pneumatic Dunnage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–146.8 Friction Mats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–16

7.0 Gates, Fillers, Separators, and Dividers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–17.1 Gates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–17.2 Fillers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–27.3 Separators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–87.4 Dividers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–97.5 Risers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–10

8.0 Load Securement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–18.1 Floor Blocking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–18.2 Anchored Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–28.3 Incomplete Layer Bracing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–3

9.0 Doorway Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–1

TOC–ii Closed Car Loading Guide—Minimum Loading Standards for Freight in General Purpose Boxcars


Closed Car Loading Guide—Minimum Loading Standards for Freight in General Purpose Boxcars Figures–iii

LIST OF FIGURES

Figure 2.1 Bulkhead doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–2Figure 3.1 Concentrated floor loading card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–2Figure 3.2 Distribution of weight full length of car . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–2Figure 4.1 Placing lifts in cars with staggered doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–1Figure 4.2 Placing lifts in cars with staggered doors using pneumatic dunnage . . . . . . . . . . . . 4–2Figure 4.3 Key sack method of loading bags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–2Figure 4.4 Brick wall method of loading bags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–3Figure 4.5 Use of lengthwise fillers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–3Figure 5.1 Using lengthwise filler to fill pallet underhang . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1Figure 5.2 Examples of maintaining vertical alignment of unitized containers . . . . . . . . . . . . 5–2Figure 5.3 Method of preparing a two-way pallet for placement crosswise in the doorway . . 5–2Figure 5.4 Taping slip sheet lips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3Figure 6.1 Crimp-type joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1Figure 6.2 Notch-type joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1Figure 6.3 Triple die-cut sealless joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–3Figure 6.4 Sealless joint with reverse die-cut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–3Figure 6.5 Threading a wire buckle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–6Figure 6.6 Threading a cordstrap CB buckle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–7Figure 6.7 Threading a ladder-type buckle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–7Figure 6.8 Threading a Tapex FCT-12 buckle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–8Figure 6.9 Attaching Type 1A, Grade 3, 4, or 5 strap to side-wall anchors . . . . . . . . . . . . . . . 6–8Figure 6.10 Web strap assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–9Figure 6.11 Sample web defects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–9Figure 6.12 Attaching cargo nets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–10Figure 6.13 Cargo net attachment —top view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–11Figure 6.14 Selecting wood blocking and bracing material . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–11Figure 6.15 Pneumatic dunnage installed vertically . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–15Figure 6.16 Pneumatic dunnage installed horizontally . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–15Figure 7.1 Divisional gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–1Figure 7.2 Center gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–1Figure 7.3 Methods of using fillers to square bowed end walls . . . . . . . . . . . . . . . . . . . . . . . . 7–2Figure 7.4 Lengthwise fillers in resilient lading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–2Figure 7.5 Lengthwise fillers in rigid lading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–3Figure 7.6 Reinforced lengthwise filler panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–4Figure 7.7 Lengthwise void fillers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–4Figure 7.8 Contour buffer pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–5Figure 7.9 Use of crosswise fillers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–6Figure 7.10 Examples of fillers used to fill crosswise space . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–7Figure 7.11 Lateral void fillers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–7Figure 7.12 Unitized double layer bag or bale loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–8Figure 7.13 Contour polyethylene foam pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–8Figure 7.14 Plywood divider sheets between different lading types . . . . . . . . . . . . . . . . . . . . . . 7–9Figure 7.15 Fiberboard divider sheets between similar lading types . . . . . . . . . . . . . . . . . . . . . 7–9Figure 7.16 Unitized double-layer pallet loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–9Figure 7.17 Riser strips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–10Figure 7.18 Riser pad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–10Figure 7.19 Risers used to break strata line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–12

Figures–iv Closed Car Loading Guide—Minimum Loading Standards for Freight in General Purpose Boxcars

Figure 8.1 Guide rails used for lateral bracing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–1Figure 8.2 Draping a car for an anchored load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–2Figure 8.3 Anchored load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–2Figure 8.4 Anchored load using web strap assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–3Figure 8.5 Incomplete layer bracing—rigid loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–3Figure 8.6 Incomplete layer bracing—paper roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–4Figure 9.1 Wood doorway protection for a single-layer load . . . . . . . . . . . . . . . . . . . . . . . . . . 9–1Figure 9.2 Steel strap doorway protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–1Figure 9.3 Conventional and belt-type strap applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–2Figure 9.4 Conventional key band doorway protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–3Figure 9.5 Figure-8 key band doorway protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–3Figure 9.6 Doorway protection for sliding or plug-door cars loaded with plywood . . . . . . . . . 9–4

Closed Car Loading Guide—Minimum Loading Standards for Freight in General Purpose Boxcars Tables–v

LIST OF TABLES

Table 3.1 Boxcar end wall strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–1Table 3.2 Length of load versus percentage of stenciled load limit . . . . . . . . . . . . . . . . . . . . . 3–3Table 3.3 Load weight as percentage of load limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–3Table 3.4 Load weight versus spring deflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–4Table 6.1 Steel securement straps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1Table 6.2 AAR approved steel band manufacturers and suppliers and assigned AAR ID. . . . 6–2Table 6.3 AAR approved high-strength Type I regular-duty package bands . . . . . . . . . . . . . . 6–2Table 6.4 Approved steel strapping sealless tool manufacturers (triple die-cut sealless joint) 6–3Table 6.5 Approved sealless tool for 114 in. steel strapping bands

(sealless joint with reverse die-cut). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–3Table 6.6 Approved Type IV polyester strapping. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–4Table 6.7 Approved Type 1A bonded polyester strapping . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–5Table 6.8 Approved Type 1A polyester strapping Grades 6 and 7. . . . . . . . . . . . . . . . . . . . . . 6–6Table 6.9 Standard thicknesses for yard lumber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–12Table 6.10 Species of wood most commonly used for bracing . . . . . . . . . . . . . . . . . . . . . . . . 6–12Table 6.11 Substitution guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–12Table 6.12 Common nails, power driven nails, and power driven staples . . . . . . . . . . . . . . . . 6–13Table 6.13 Lateral resistance of nails when driven through 2-in.-thick floor blocking

and into boxcar floor (lb) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–13Table 6.14 Substitution of power-driven nails or staples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–13Table 6.15 Performance level application guide. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–14Table 7.1 Minimum riser strip and pad sizes for rolls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–10Table 9.1 Substitution rate for nonmetallic strap as doorway protection . . . . . . . . . . . . . . . . . 9–2

Tables–vi Closed Car Loading Guide—Minimum Loading Standards for Freight in General Purpose Boxcars


INTRODUCTION

1.0 INTRODUCTION

1.1 Overview

1.1.1 The purpose of this guide is to relate basic good car loading procedures that have been developed through laboratory and field testing, engineering studies, and accumulated experience in rail transportation. Many commodities or packaging types, such as paper, prepared food, plywood, and intermediate bulk containers, are governed in greater detail in individual closed car loading guides. Commodity-specific guides will normally take precedence over these general guidelines. See the back cover for a complete listing of the Association of American Railroads’ (AAR) closed car loading guides.

1.1.2 Compliance with the “Minimum Loading Standards” contained herein will ensure conformance with Circular No. 42-K rules and provide adequate protection for lading from sources of damage in the normal railroad environment.

1.1.3 The general rules contained in Circular No. 42-K or supplements thereto issued by the AAR are formulated for the purpose of providing safe methods of loading boxcars and must be observed.

1.1.4 The loading rules and/or practices apply to shipments transported in the USA, Canada, and Mexico.

1.1.5 The loading methods in individual closed car loading publications issued by AAR’s Damage Prevention and Loading Services are minimum standards that have been evaluated and approved by the AAR Damage Prevention and Freight Claim Committee. The minimum standards offer practical guidelines on the subjects covered. Because these are minimum standards, it may be necessary to supplement the methods in some instances.

1.1.6 Securement standards in AAR closed car loading publications are intended for safe transit of the railcar from origin to destination and for the prevention of lading and equipment damage. The standards do not address unloading practices.

1.1.7 Loading and bracing methods not currently approved may receive consideration for approval and publication under the Damage Prevention and Loading Services General Information Bulletin, No. 2, “Procedures Governing Evaluation and Acceptance of New Closed Car Loading and Bracing Methods and Materials.” Submit requests to Director, Damage Prevention and Loading Services, Association of American Railroads, Transportation Technology Center, Inc., 55500 DOT Road, Pueblo, CO 81001.

1.1.8 CAUTION: Car rocking motion caused by lift equipment entering and/or exiting the railcar may cause unsupported packages or articles with a high center of gravity to fall to the floor. Minimize access to the car. Exercise caution when inside a partially loaded car. Lift operators should stay on lift equipment, whenever possible, while inside a partially loaded car.

1.2 Reference Documents

1.2.1 Circular No. 42-K (or supplements thereto)“General Rules Covering Loading of Carload Shipments of Commodities in Closed Cars”—These requirements must be observed in all closed car loading activities to ensure safe transit of the railcar from origin to destination, thereby eliminating hazard to railroad operation.

1.2.2 Circular No. 43-E (or supplements thereto)“Rules Governing the Loading, Blocking, and Bracing of Freight in Closed Trailers and Containers for TOFC/COFC Service”—This publication contains the requirements covering loads in trailers or containers.

Closed Car Loading Guide—Minimum Loading Standards for Freight in General Purpose Boxcars 1–1

INTRODUCTION

1.3 Rail Transportation Environment

1.3.1 There are inherent characteristics of the rail environment that must be understood to recognize the need for many of the requirements identified in this publication.

1.3.2 Forces encountered within the rail vehicle are induced by shock and/or vibration. In most instances, the force is a complex result of both shock and vibration. Force input due to shock is mainly a result of impacts during switching and train slack action (run-in and run-out during train movement). Force input due to vibration is a result of the movement of the railcar’s wheels on the rails. This vibration force can act either in a vertical or lateral plane. These forces are due to the movement of the car wheels on the rails, the truck geometry, rail joints, rail elasticity, nonuniformities of the rail and wheels, and overall track condition. When all these factors are acting on a rail vehicle, the resultant force is very complex.

1.3.3 The lading in a rail vehicle can also generate forces; for instance, in canned commodities, the metal cans can act as springs. For multilayer loads in the rail vehicle, any vertical force input in the bottom layers can be greatly amplified as it travels to the top layers. This is the transmissibility factor due to the harmonics of a particular stack or column of containers.

1.3.4 Uncontrolled movement and/or displacement of the lading in a rail vehicle can cause safety problems, equipment failure, damage, and unloading problems. The following minimum loading standards in conjunction with proper packaging will provide safe arrivals.

1–2 Closed Car Loading Guide—Minimum Loading Standards for Freight in General Purpose Boxcars

SELECTION AND PREPARATION OF CAR

2.0 SELECTION AND PREPARATION OF CAR

2.1 Overview

2.1.1 Be careful around railroad equipment. If you are unfamiliar with the proper way to operate equipment, check with your supervisor and obtain the proper training needed to safely do your job.

2.1.2 Railroads are responsible for supplying cars that are clean and have sound roofs, sides, and square end walls; smooth floors; and snug-fitting doors. Any exception is cause for rejection. Shippers are responsible for inspecting interiors of cars to see that they are suitable to carry lading safely and damage-free.

2.1.3 Before attempting to open the doors of any railcar, check to make sure that all hardware is intact so that the doors open safely. Check the door tracks to make sure they are equipped with stops on the ends so that the doors do not fall off when opened.

• It is critical to check locking bars and related hardware to make sure you can safely open plug doors.

• Make sure the doors are operating correctly before fully opening them. There is always the possibility that material or lading may be leaning against the inside doors or is applying pressure.

• Use extreme care when opening any type of railcar door to protect against injury.

2.1.4 Always check the car to see if water entry is possible. Make sure that the car is watertight. Look for light leaks or evidence of new or large amounts of rust, which may indicate recent water entry into the car. Check the car floors for any holes or rough surfaces that may result in leakage or damage to the product.(Note to customers: Notify appropriate carriers immediately if railcars are received with water damage to ensure that the car is shopped and repaired before the car is used again.)

2.1.5 Inspect the cars for any protrusions or rough, broken, or bent surfaces that could result in damage to the product. It is important that cars are clean and free from nails, brads, staples, fragments of steel, and dunnage remnants. To prevent damage, cover projections of lining or anchor devices with protective materials taped in place or otherwise adequately secured.

2.1.6 Check the end walls to make sure they are not bowed. If the end wall is severely bowed, reject the car. If the end walls are bowed and you need to use the car, use materials of appropriate size and strength to bring the end walls back to square. This will help to ensure that the load remains tight during its journey. See Figure 7.3.

2.1.7 If the car supplied is not suitable for loading and the shipper elects to load the car rather than reject it, it is the shipper’s responsibility to properly prepare the car.

2.1.8 Cover rough surfaces with fiberboard sheets or other suitable materials. Do not use kraft paper.

2.1.9 In refrigerator cars, cover floor racks with at least a single thickness of corrugated fiberboard, placing the corrugations lengthwise of the car to prevent rolling or bunching. Abut sheets on the floor and do not overlap. Make the interior end wall adjacent to the motor compartment flush with the end walls by adding several thicknesses of corrugated fiberboard.

2.1.10 When plug doors do not provide a flush surface with the car’s side walls, use protective material such as corrugated fiberboard.

2.1.11 The loading methods illustrated in this guide have a proven track record of success in specific car types. Please note the type of car for which each method is used. Failure to use the proper loading method in the proper type of equipment will result in damage to the product and a dissatisfied customer (i.e., if a loading method is shown for use in a cushion equipped car, use that loading method only in cushion equipped cars).


SELECTION AND PREPARATION OF CAR

2.2 Bulkhead Doors

2.2.1 When cars are equipped with bulkhead doors, inspect the doors to determine if they can be moved safely, then move the doors to approximately where they will be located under load. Engage the locking mechanisms to make certain they are operational. Inspect for full extension all locking pins at the top and bottom of the bulkhead doors. Locking pins must penetrate the tracks a minimum of 12 in. Tapered locking pins must penetrate the tracks a minimum of 12 in. beyond the taper (see Figure 2.1).

Figure 2.1 Bulkhead doors

2.2.2 Weight of cargo restrained by each bulkhead must not exceed one-half of the load limit stenciled on the car sides.

2.2.3 Examine all bulkhead doors before loading. This cannot be emphasized too strongly. Before moving a bulkhead door, inspect the overhead assembly to determine if it is in good condition so the door can be moved safely.

2.2.4 Inspect locking handles to determine if they function properly. Inspect locking pins to make sure they penetrate into the holes of the overhead and floor locking tracks. If locking pins do not penetrate, DO NOT LOAD.

2.2.5 After cargo is loaded, place the door squarely (straight up and down) and snugly against the load, and lock into place. If the face of the load is not flush, use filler material to make it flush. If the door’s surface is not smooth, protect the product with fiberboard.

2.2.6 Inspect the locking pins to make sure they have penetrated the overhead and floor locking tracks a minimum of 12 in.

MINIMUM

LOCKING PINS MUST PENETRATE THE FLOOR AND CEILING LOCKING TRACKS A MINIMUM OF 1/2 IN.

1/2 IN.



GENERAL LOADING INFORMATION

3.0 GENERAL LOADING INFORMATION

3.1 Overview

3.1.1 This section reprints mandatory rules contained in AAR Circular 42-K. For the most up-to-date rules, see Circular 42-K or supplements thereto.

3.1.2 Load, block, or brace commodities tightly lengthwise and crosswise to eliminate all void spaces that are primary reasons for damage. Take up any void spaces remaining in a car. Use blocking, fillers, and other suitable materials, and secure them in accordance with the methods outlined in this guide and other guides listed on the back cover of this book.

3.1.3 Load and secure lading to permit unloading from either side of the railcar, except when dimensions of individual units of freight prohibit unloading from either side of the car.

3.1.4 When loading, segregate and protect commodities that may cross contaminate.

3.1.5 The ends of boxcars are designed to withstand a horizontal force induced by the lading without exceeding the yield strength of the material (see Table 3.1).

3.2 Concentrated Loads

3.2.1 Boxcars used for loading and transporting heavy concentrated weight (e.g., metal) must be inspected by the originating carrier (either before they are placed for loading or at loading point) for suitability to safely carry such loads to their destination.

3.2.2 When ordering boxcars for loading concentrated weights of heavy commodities, shippers are responsible for notifying serving carriers of the heavy-weight conditions and if the cars were not inspected by the originating carrier for these conditions.

3.2.3 Observe the concentrated load restrictions stenciled on the side of the car adjacent to the doors; e.g., 50K or 75K, which indicate the maximum front axle load for lift trucks entering the railcar.

3.2.4 Boxcars furnished for loading and transporting heavy concentrated weight (e.g., tin plate, copper anodes, lead ingots, cathodes, zinc slabs, spelters, and all other high-density commodities) must meet the following requirements:

3.2.4.1 Cars must be stenciled 25K, 50K, 70K, or 80K adjacent to door opening, indicating floor loading capacity.

3.2.4.2 Wood floors must be 2¼ in. thick in sound condition supported by at least three metal floor stringers on each side of the center sill the full length of the car.

3.2.4.3 If equipped with sliding sill underframe, wood floors must be 2¼ in. thick in sound condition supported by at least two metal floor stringers on each side of the center sill the full length of the car.

Table 3.1 Boxcar end wall strength

Nominal Capacity of Car (ton)

Total Force on End Wall (lb)

Percentage of Total Force Uniformly Distributed

Top Half Bottom Half

50 100,000 35–45 65–55

70 220,000 35–45 65–55

100 (263,000 lb) 260,000 35–45 65–55

100 (286,000 lb) 284,000 35–45 65–55



3.2.4.4 If equipped with steel floors or special-type wooden flooring the full length of the car, the overall strength of the floor must be not less than that of a floor with three stringers as specified above.

3.2.4.5 Boxcar must be checked by the shipper to see that the floors and supporting structure are in good condition. If the shipper has any doubts concerning the condition of the car, the serving railroad should be contacted.

3.2.4.6 Shippers have the responsibility of attaching a concentrated floor loading card, shown in Figure 3.1, to the routing or placard board on each side of the boxcar loaded with metals with densities exceeding 400 lb/ft3 and/or 800 lb/ft2 floor-bearing area.

Figure 3.1 Concentrated floor loading card

3.2.4.7 Loads occupying less than the total floor space that could cause unbalanced distribution within the car must be secured to prevent movement.

3.3 Clearance at Side Bearing—Loaded CarsFor cars not equipped with constant-contact-type side bearings (zero clearance normal), clearance must be maintained at side bearings to permit free curvature of trucks.

3.4 Maximum Load Weight

3.4.1 Load weight in the car must not exceed the load limit stenciled on the car.

3.4.2 Load weight on one truck must not exceed one-half of the load limit stenciled on the car.

3.5 Distribution of Weight Lengthwise in Cars

3.5.1 For all boxcars, except for those with staggered double-doors built before 1966, the percentages of stenciled load limits shown in Figure 3.2 must not be exceeded for loads located between truck centers, measured to full length of the car, unless car owners have otherwise noted in the Official Railway Equipment Register.

Figure 3.2 Distribution of weight full length of car



3.5.2 For staggered double-door boxcars built before 1966, the percentages listed in Figure 3.2 are as follows:

If the maximum load is 40% of stenciled load limit, the provisions in paragraphs 3.4.1 and 3.4.2 would not apply.

3.5.3 Weight of material loaded in either end between truck centers and end of car must not exceed 15% of stenciled load limit for boxcars built before January 1, 1966, and 25% for cars built after January 1, 1966.

3.5.4 When crosswise bearing pieces are used, the distance between the outside bearing pieces (center-to-center) must exceed the minimum distances specified in paragraphs 3.5.1 and 3.5.2 for that percentage of the stenciled load limit being loaded and be in sufficient number to ensure uniform distribution of lading on the car floor.

3.5.5 Bearing pieces lengthwise of the car, extending beyond the lading, may be used to spread weight distribution over a greater area. In such cases, “Length of Bearing Pieces” is substituted for “Length of Load” in paragraphs 3.5.1 and 3.5.2. Bearing pieces must be of suitable strength in relation to percentages stated and must be continuous and in sufficient number to ensure uniform distribution of lading on the car floor.

3.5.6 When the length of load is less than the distance between truck centers, and the load is not located in the center of the car, the center of load weight must not be nearer to either truck center than that shown in Table 3.3:

3.6 Distribution of Weight Crosswise in Cars

3.6.1 The load must be located so that the weight along both sides of the car is approximately equal for the entire length of the load.

3.6.2 When the load is such that it cannot be placed to obtain equal distribution of weight crosswise of the car, use properly secured and suitable ballast to equalize the weight.

3.6.3 In boxcars, lading must be secured to prevent tipping or moving toward the sides of the car where the vacant space across the car exceeds the following:

• An aggregate of 18 in. crosswise of car• Vacant crosswise space of less than 18 in. as may be specified in guides covering methods

for loading, bracing, and blocking carload shipments of individual commodities

Table 3.2 Length of load versus percentage of stenciled load limit

Length of Load

Inside Length of Car

40 ft 50 ft

10 ft to 20 ft 40% 35%

20 ft 1 in. to 24 ft 45% 40%

24 ft 1 in. to truck centers 75% 75%

Truck centers to full length of car 100% 100%

Table 3.3 Load weight as percentage of load limit

50% of load limit or less Any place between truck centers

60% One-sixth distance between truck centers

66.6% One-fourth distance between truck centers

75% One-third distance between truck centers

87% Three-sevenths distance between truck centers

90% Nine-twentieths distance between truck centers



3.7 Center of Gravity

3.7.1 Combined center of gravity of railcars and contents must not exceed 98 in. above top of rail. In closed cars, there is no practical possibility of exceeding this center of gravity limitation, except in cars that exceed Plate C dimensions. Railcar plate dimensions can be found in the Official Railway Equipment Register.

3.7.2 Cars exceeding Plate C dimensions may extend to 17 ft above top of rail. Certain lading, such as rolled paper loaded two layers high, may result in excessive combined center of gravity dimensions. Shippers must calculate the combined center of gravity of the railcar and contents whenever any part of the load will exceed 11 ft 8 in. (140 in.) in height above the car floor. Shipper’s tender of billing information for such cars to the origin carrier will signify compliance with this rule. Any questions on loading limitations in cars exceeding Plate C dimensions should be handled with the Mechanical Department of the origin carrier.

3.7.3 Use the following formula to calculate the combined center of gravity:

3.7.4 Combined center of gravity (CG)

3.7.5 The following table may be used as a guideline when determining A in the above formula:

A=Height of car floor above top of rail in inches

B=Empty center of gravity of railcar above top of rail in inches, obtainable from car owner (empty center of gravity may be stenciled on the railcar)

C=Center of gravity of load above car floor in inches

D=Height of center of gravity of load above top of rail, equal to A + C

E=Lightweight of railcar in pounds

F =Weight of load in pounds

Table 3.4 Load weight versus spring deflection

Weight of Load (lb) Spring Deflection (in.)

122,000–137,000 1.00

138,000–164,000 1.25

165,000–191,000 1.50

192,000–207,000 1.75

B E D F +E F+

--------------------------------------------=



3.7.6 EXAMPLE: Roll Paper

NOTE: When loads consist of multiple sections or units having different unit heights and weights, such as (a) and (b) above, each section or unit must be taken separately when calculating the CG of the load.

Load:(a) 9 rolls (stacks) @ 13,000 lb each 151 in. wide (high)(b) 9 rolls (stacks) @ 7,600 lb each 76 in. wide (high)

A = 44 in.B = 58 in.C = (a) 151 in./2 = 75.5 in.

(b) 76 in./2 = 38 in.D = (a) 75.5 in. + 44 in. = 119.5 in.

(b) 38 in. + 44 in. = 82 in. E = 72,800 lbF = (a) 9 × 13,000 lb = 117,000 lb

(b) 9 × 7,600 lb = 68,400 lb

Combined CG B E D a F a D b F b + +E F a F b + +

--------------------------------------------------------------------------------------------------------=

58 72 800 119.5 117 000 82 68 400 + +72 800 117 000 68 400+ +

--------------------------------------------------------------------------------------------------------------------------------=

92.23 in. above top of rail (ATR)=





LOAD PLANNING

4.0 LOAD PLANNING

4.1 Inspect lading before loading car. Do not load damaged lading.

4.2 Stow shipping containers in the position to best utilize the constructed strength of each shipping container.

4.3 Handle and stow all lading according to the shipper’s printed directions; e.g., “This Side Up,” “Do Not Drop,” and “Clamp Here.”

4.4 Separate irregular lading from regular lading by blocking and bracing.

4.5 Load longest dimension of narrow-base items lengthwise of the car.

4.6 Evenly distribute the weight of loads from side-to-side and end-to-end in the car and to a uniform height of lading insofar as lading permits. Place lighter shipping containers on top of heavier containers. Use separating material as needed between layers. Stow like-sized shipping containers in stacks, and use divider material between stacks of different-sized shipping containers and shipping containers of different densities.

4.7 Plan load so that crosswise space is minimized without exceeding an aggregate of 18 in., unless additional appropriate bracing is used. Maintain vertical alignment to prevent crosswise movement.

4.8 Plan loads so that a combination of end wall fillers, separators, and center bracing will facilitate unloading lengthwise lifts from both sides of cars equipped with staggered doors.

4.9 Center bracing, as shown in Figures 4.1 and 4.2, may be either wood bracing or disposable inflatable dunnage. When dunnage is composed of wood blocking, use both vertical and horizontal members of sufficient strength to ensure dunnage does not collapse or become dislodged when experiencing dynamic conditions en route.

Figure 4.1 Placing lifts in cars with staggered doors

CENTER BRACING


LOAD PLANNING

Figure 4.2 Placing lifts in cars with staggered doors using pneumatic dunnage

4.10 In hand-stowed shipments, use key sack or brick wall loading patterns for bag loads (see Figures 4.3 and 4.4). In the key sack arrangement, the key bags are loaded in the lengthwise direction of the car. Bags located on top of the key bags are in the crosswise position.

Figure 4.3 Key sack method of loading bags

PNEUMATIC DUNNAGE AND FILLER PANELS

KEY SACKS

LINE CAR WALLS WHERE NECESSARY


LOAD PLANNING

Figure 4.4 Brick wall method of loading bags

4.11 Stow lading in a manner to prevent contact with doorposts.

4.12 Fill all lengthwise space with lading and with lading and filler material, or appropriately block and brace, unless a floating load method is used. See Figure 4.5.

Figure 4.5 Use of lengthwise fillers

4.13 When there is a possibility of lading falling or rolling out of the doorway or coming in contact with sliding or plug-type side doors, openings must be protected with wood doorway protection, steel straps, or other material of sufficient strength and number, and be adequately secured. Cars equipped with plug-type doors loaded with cylindrical items, such as rolls of paper or drums, require doorway protection unless specifically exempted by applicable commodity guides. See paragraph 9.0, Doorway Protection.

4.14 Observe all restraining capacities for specially equipped cars.

4.15 Apply temporary bracing in partly loaded or unloaded cars that will be switched during the process of loading or unloading.

ALTERNATE LAYER PATTERN FOR EACH SUCCESSIVE LAYER

SPACE FILLED NOT TO EXCEED 8 IN. IN ANY ONE LOCATION


LOAD PLANNING



UNITIZING

5.0 UNITIZING

Unitizing shipping containers is an efficient means of handling, storing, loading, transporting, and unloading, which contributes to efficient utilization of carrier equipment. The following guidelines suggest ways to obtain the best stack stability in unit loads.

5.1 On Wooden Pallets

5.1.1 Stack individual pallet loads of shipping containers by bonded block or other interlocking methods.

5.1.2 Ensure that pallets are of sufficient strength for the type of product handled and are in good condition with no broken boards or protruding objects.

5.1.3 When loading, provide palletized units with unit-to-unit contact with minimum overhang of shipping containers on pallets.

5.1.4 No pallet under-hang, lengthwise of the railcar, is permitted except when filled with approved filler material. Figure 5.1 shows a method of filling under-hang on pallets by using expanded corrugated honeycomb fiberboard with glued facings of single-wall corrugated fiberboard.

Figure 5.1 Using lengthwise filler to fill pallet underhang

5.1.5 Filler construction: lengthwise void fillers must be of uniform strength over the face of the void filler and capable of withstanding a load of 1,500 lb/ft2 (test full-dimension filler sheet).

5.1.6 Make the height and width dimensions of the faces of the filler material as near as possible to the dimensions of the faces of the units they will be separating.

5.1.7 Do not reuse filler material if it has been damaged and is no longer capable of filling the intended void, or if there is any evidence of creasing or damage to the core, which might reduce the compression strength of the filler.

5.1.8 Do not use lengthwise void filler material as a bulkhead or in lieu of a bulkhead.

SPACE FILLED NOT TO EXCEED 8 IN.


UNITIZING

5.1.9 Maintain vertical alignment of shipping containers on wooden pallets by using fillers, corrugated sleeves, corner protectors and strapping, stretch wrapping, shrink wrapping, spot gluing, taping, or other methods proven by shipment. See Figure 5.2.

Figure 5.2 Examples of maintaining vertical alignment of unitized containers

5.1.10 Use load-restraining devices or filler material to take up all lengthwise voids between pallets.

5.1.11 Load as many units across the car as practical, as long as units are loaded in a straight line lengthwise in the car. Use filler material (see Figures 7.10 and 7.11) to maintain vertical alignment and prevent crosswise movement of lading.

5.1.12 In double-layer pallet loads, have units equal in height to ensure pallet contact both longitudinally and laterally. If this is not the case, separate stacks of units with suitable divider sheets (see Figures 7.14 and 7.15).

5.1.13 Load and brace lading to permit unloading from either side of railcar. Use four-way entry pallets in doorway, if possible.

5.1.14 Use four-way entry pallets in doorway area to facilitate unloading. See Figure 5.3 for a method of preparing two-way entry pallets for placement in doorway area of car.

Figure 5.3 Method of preparing a two-way pallet for placement crosswise in the doorway

CORNER POSTS AND STRAPPING(CORNER POSTS MAY BE LAMINATED

PAPER, MULTIWALL CORRUGATED, OR OTHER SUITABLE MATERIAL)

CORRUGATED FIBERBOARD SLEEVES

SPOT GLUING OF CONTAINERS(DOUBLE-DASHED LINES REPRESENT GLUE LINES)

STRETCH, SHRINK, OR NET WRAPPING

NORMAL 48 IN. × 40 IN. TWO-WAY PALLET WITH THREE RUNNERS

ADDITIONAL 2 IN. × 4 IN. PIECES NAILED TO BOTTOM OF PALLET


UNITIZING

5.2 Slip-Sheeted Units

5.2.1 Match slip-sheet strength to the weight of the load. For lightweight cases, use corrugated slip sheets (with corrugations running lengthwise to load), lightweight solid fiber, or plastic slip sheets. For heavyweight cases and bagged or baled products, use heavyweight solid-fiber slip sheets to avoid tearing the lips.

5.2.2 Use the same size stacking surface of the slip sheet as the unit load.

5.2.3 Tape or secure slip-sheet lips to prevent damaging adjacent units and to facilitate unloading. See Figure 5.4.

Figure 5.4 Taping slip sheet lips

5.2.4 Have units provide unit-to-unit contact lengthwise in car.

5.2.5 To facilitate unloading, double sheet the doorway units so that a lip under each unit faces each car door.

5.3 Clamped Units

5.3.1 When cars are clamp-loaded and side voids exist, apply fillers along both side walls in the car and in the center void.

5.3.2 In the doorway area, use fiberboard divider sheets adjacent to each side of the doorway units to facilitate unloading.

5.4 Stretch Wrap and Shrink Net Characteristics and Application

5.4.1 Stretch Wrap• Minimum of 1 mil, low-density (0.92 g/cc) polyethylene with a stretch range of 150% to

200% or equivalent.• Three successive layers of film applied to cube weights of 1,000 lb or less, and four

successive layers of film applied to cube weights of over 1,000 lb. Tension should not crease products but should be sufficient to stretch film 150% to 200%.

• Stretch film must encompass all layers of each unit, including the full pallet.

5.4.2 Shrink Net• Use woven polypropylene with a density of 1.29 oz/yd2, with four strands per inch in the

machine direction and three strands per inch in the cross direction, with a shrink range of 12% to 15%.

• Use netting to encase all layers of the product, including the full pallet.


UNITIZING



BLOCKING AND BRACING MATERIALS

6.0 BLOCKING AND BRACING MATERIALS

6.1 Steel StrappingSee Tables 6.1 through 6.3. For the latest updates to these tables, go to TTCI’s Web site at http://www.aar.com/standards/open_top_loading_approvals.php

6.1.1 Unless otherwise specified in commodity guides, make the combined joint strength of the number of steel straps for rigid braced loads in each longitudinal impact direction greater than or equal to the weight of the lading being secured.

6.1.2 Use the proper combination of steel straps, seals, sealing tools, crimps, or notches to provide the minimum joint strength for sizes listed in Table 6.1. Figures 6.1 and 6.3 show crimp- and notch-type joints.

Note: Apply a sufficient number of seals to accommodate the proper number of pairs of notches or crimps.

6.1.3 The number of notches or crimps shown in Table 6.1 is based on current general recommendations of high tension strapping manufacturers on the basis that tensioning and sealing tools are in proper operating condition. A lesser number of notches or crimps may be used provided the shipper can demonstrate that the joint has the minimum strength shown in Table 6.1 under the column labeled “Minimum Joint Strength 75% of MBS (lb).”

Table 6.1 Steel securement straps

Width and Thickness

(in.)

Width and Thickness

(mm)

Minimum Breaking Strength

(lb)

Minimum Joint

Strength 75%of MBS

(lb)

Minimum No. Pairs of Notches on Joint

Minimum No. Pairs of Crimps on Joint

Surface Finish All Types

Surface Finish

Not Waxed Waxed

Securement Bands Std. Grit Grit

11/4 × .029 31.75 × .75 4,750 3,565 2 3 3 4

11/4 × .031 31.75 × .79 4,750 3,565 2 3 3 4

11/4 × .035 31.75 × .89 4,750 3,565 2 3 3 4

11/4 × .044 31.75 × 1.12 6,750 5,065 4 4 4 4

11/4 × .050 31.75 × 1.27 6,750 5,065 4 4 4 4

11/4 × .065 31.75 × 1.65 8,900 6,675 N/A 4 4 6

Std. Grit

2 × .044 50.80 × 1.12 10,600 7,950 4 4 4 6 4

2 × .050 50.80 × 1.27 10,600 7,950 4 4 4 6 4

2 × .065 50.80 × 1.65 13,800 10,350 4 4 4 6 4

Figure 6.1 Crimp-type joint Figure 6.2 Notch-type joint

http://www.aar.com/standards/open_top_loading_approvals.php



6.1.4 AAR Approved Steel Bands, Manufacturers, and Suppliers

Note: This table corresponds with AAR the Open Top Loading Rules Manual, Section 1, Table 17.8. Current as of July 10, 2013.

Note: This table corresponds with the AAR Open Top Loading Rules Manual, Section 1, Table 17.9. Current as of July 10, 2013.

6.1.5 Use metal protectors, such as corner guards or plates, sufficient to provide a suitable radius to protect straps at all points on lading having sharp edges and/or sharp corners.

6.1.6 Use tensioning and sealing equipment properly. Check the tools periodically to ensure their efficiency.

Table 6.2 AAR approved steel band manufacturers and suppliers and assigned AAR ID

AARIDa/

a/ All AAR identification numbers or marks are to be preceded with the letters “AAR.”

Mar

king

Met

hodb

/

b/ Legend of marking methods: D = steel die imprint; E = steel embossed; I = ink print; P = paint embossed

Company Appr

oved

Thro

ughc

/

c/ Month and year, 3-year approval per the Open Top Loading Rules Manual, Section 1, Rule 3, expires at the end of the date shown unless approval is renewed.

Securement BandsBand Width (in.)

Package BandsBand Width (in.)

2 1 1/4 1 1/4 3/4 5/8 1/2

.065

.050

.044

.065

.050

.044

.040

.035

.031

.029

.040

.025

.020

.050

.044

.035

.031

.029

.028

.025

.023

.022

.020

.023

.020

.023

.020

11 E ITW/Acme Packaging 6/15 X X X X X X X X X X X X X X

11 E ITW/Signode (Mexico) 6/15 X X X X

11 E ITW/Signode 6/15 X X X X X X X X X X X X X X

22, 33, 47 D, I Samuel Strapping Systems 6/16 X X X X Xd/

d/ Meets ASTM D3953 and OTLR requirements of 1 1/4 in. × 0.044 steel banding crimp seal only.

X X X X X X X X X X X X X X X X X X X X

52 I Gerrard-Ovalstrapping 6/16 Xd/

X X X X X X X X X X X

20 D, I, P Garibaldi (Chile)e/

e/ Garibaldi (Chile)—114 in. and 34 in. steel die imprint and ink print marking, 58 in. paint embossed only.

1/14 X X X X X

20 D, I, P Garibaldi (Chile)e/ 1/16 X X X

26 I Hankum Co., Ltd. 5/16 X X X

26 I Hankum Co., Ltd. 2/15 X

57 I Maillis Strapping Systems—USA Inc.

12/15 X X X X X X

58 I DuBose Strapping Inc. 6/15 X X Xd/

X X X X X X X X X X X X X X X

56 D LS Strapping, Inc. 8/14 X

48 D Independent Metal Strap Co. 4/15 X

Table 6.3 AAR approved high-strength Type I regular-duty package bands

Company Strap Name Size (in.)

Samuel Strapping Systems Ultra Ten 1/2 × .020




Signode Packaging Systems Apex Plus 1/2 × .020






6.1.7 Sealless band joints are those joints that do not require the use of separate metal seals. Figure 6.3 shows a sealless package band joint made with approved sealing equipment for 12, 58, 34, and 114 in. band sizes. Table 6.4 contains a list of approved sealing equipment of this type.

Figure 6.3 Triple die-cut sealless joint

6.1.8 Figure 6.4 shows a sealless joint with a fourth die-cut in reverse for 114-in. package bands when made with approved sealing equipment. Refer to Table 6.5 for a list of approved sealing equipment of this type.

Figure 6.4 Sealless joint with reverse die-cut

Table 6.4 Approved steel strapping sealless tool manufacturers (triple die-cut sealless joint)

Approved Band Sizes (in.)

Manufacturer 1/2 5/8 3/4. 11/4

Acme Packaging Corp. Model G9G X X X

Fromm X X X

Fromm A-26 X

Josef Kihlberg Model 1219 X X X

Orgapack (Borbe Wanner) X X X X

Samuel G9G Series X X X X

Titan/A.J. Gerrard X

Titan/Samuel X X X

Signode Packaging Sys. X X X

Note: This table corresponds with the AAR Open Top Loading Rules Manual, Section 1, Table 17.5. Current as of May 25, 2010.

Table 6.5 Approved sealless tool for 114 in. steel strapping bands (sealless joint with reverse die-cut)

Orgapack (Borbe Wanner)

Signode Packaging Sys. Model SPC-114

ZR Tool Combination Tool Model ZL90-1

Sund Birsta AB—Model # SBH5

Note: This table corresponds with the AAR Open Top Loading Rules Manual, Section 1, Table 17.6. Current as of February 27, 2012.



6.2 Nonmetallic StrappingSee Tables 6.6 through 6.8. For the latest updates to these tables, go to TTCI’s Web site at http://www.aar.com/standards/open_top_loading_approvals.php

6.2.1 Tables 6.6 and 6.7 list bonded or woven polyester cord strapping approved for use in closed cars for approved loading and securement methods in which the use of polyester cord strapping is specified.

Table 6.6 Approved Type IV polyester strapping (page 1 of 2)

AAR IDManufacturer/

Distributor

ApprovedThrough(Mo/Yr)

Approved Size in. (mm)

ApprovedJoint Type

5/8 (15.9) 3/4 (19.1) 1 (25.4) 1 1/4 (32.0)

.035 .038 .040 .040 .050 .040 .050 .032 .040 .050

30 Acmea/ 2/10 X X X X Xb/ Xb/ H, F

11 Acmea/ 12/15 Xc/ Xc/ Xc/ Xb/ H, F

11 Acmea/ 5/15 X F

82 Allstrap Strapping Systems LLC 2/14 X F

58 DuBose Strapping Inc. 6/15 X X X X Xb/ Xb/ Xb/ H, F

58 DuBose Strapping Inc. 6/15 Xc/ Xc/ Xc/ Xb/c/ H, F

59 Cyklop—Brazil 1/15 X X X F. S

59 Cyklop—Germany 1/15 X X X F. S

53 Polychem Corp. 9/13 X X H, F

53 Polychem Corp. 2/16 Xc/ Xc/ F

53 Polychem Corp. 2/15 X X F

22 Samuel Strapping Sys.d/ 9/15 X X X X H, F

22 Samuel Strapping Sys.d/ 3/16 Xc/ Xc/ Xc/ Xb/ Xb/ Xb/ H, F

11 Signodea/ 5/15 X F

11 Signodea/ 6/16 X Xb/ X X X Xb/ Xb/ H, F

11 Signodea/ 12/15 Xc/ Xc/ Xc/ Xb/ H, F

11 Strapexa/ 6/16 X Xb/ X X H, F

11 Strapexa/ 12/15 Xc/ Xc/ Xc/ Xb/ H, F

11 Strapexa/ 5/15 X F

14 Itistrap S.r.1. 12/14 X X X F

57 Mallis Strapping Systems—USA 12/15 X X X F

57 Mallis Strapping Systems—USA 7/14 Xe/ Xe/ X b/ X b/ H, F

51 Gerrard-Ovalstrappingd/ 9/15 X X X X H, F

51 Gerrard-Ovalstrappingd/ 3/16 Xc/ Xc/ Xc/ Xb/ Xb/ Xb/ H, F

60 Teufelberger GesmbH—Austria 6/16 X X X H, F

63 Hangzhou Fuyang Hua Chen Plastic Co. Ltd. —China

12/15 X X F

64 Interpet S.A. 3/16 Xb/ X X Xb/ Xb/ Xb/ Xe/ Xe/ H, F

64 Interpet S.A. 3/16 Xc/ Xc/ Xc/ Xc/ Xc/ Xc/ H

65 U.S. Strapping Company 3/16 X X Xb/ Xb/ Xb/ H,F

66 Strapack Embalagens Ltda/ 1/14 X X X F

67 NHXXL Synthetic Fibre Inc. 7/13 X X F

67 NHXXL Synthetic Fibre Inc. 2/15 X X F

68 Fromm Plastics GmbH Germany 2/15 Xb/ Xb/ X X Xb/ Xb/ Xb/ Xb/ H, F

68 Fromm Plastics Asia Co., LTD. 2/15 Xb/ Xb/ X X Xb/ Xb/ Xb/ Xb/ H, F

27 Green Span Packaging System—Indonesia 06/16 X F

12 Haining Tricot Plastic 12/13 X X F

40 Yongheng Polyester Strap Co.—China 9/14 X F

http://www.aar.com/standards/open_top_loading_approvals.php



Note: This table corresponds with the AAR Open Top Loading Rules Manual, Section 1, Table 19.1. Current as of July 10, 2013.

Note: This table corresponds with the AAR Open Top Loading Rules Manual, Section 1, Table 19.2. Current as of March 20, 2012

41 Dae Yang Straps Co LTD. 06/16 X X X X F

42 JSC Polivektris 06/16 X X F

Strapping in the table above may be used only where specified in an approved figure or as an allowable substitution for steel banding under the applicable figures in Section 5.

Strapping in the table is for smooth-sided polyester plastic-type strap only unless otherwise denoted.

a/ Associated with Illinois Tool Works (ITW) as a manufacturer employing common production procedures and specifications. b/ Friction-weld only approved joint type.c/ Embossed-type strapd/ Associated with Samuel Manutech Strapping Companies as a manufacturer employing common production procedures and

specifications.e/ Heat-sealed-only approved joint type

Table 6.7 Approved Type 1A bonded polyester strapping

Manufacturer/Distributor

Approved through(Mo/Yr)

AAR ID (Part No.)

ApprovedJoint Type

Grade 3 a/

a/ Strapping is acceptable for use as a substitution for steel package bands up to and including 34 in. × .028 in. only where substitution is specifically permitted in lumber figures in the Open Top Loading Rules Manual, Section 5.

Grade 4 b/

b/ Strapping is acceptable for use as a substitution for steel bands up to and including 114 in. × .031 in. under applicable lumber figures where substitution is specifically permitted in the Open Top Loading Rules Manual, Section 5, unless otherwise specified.

Grade 5 a/,b/

MBS (lb)1,585

MBS (lb)2,100

MBS (lb)3,285

MBS (lb)4,400

MBS (lb)4,200

MBS (lb)5,400

Caristrap Weatherguard 04/15 CW-60 WGHD CW-105 WOJ CW-125 WOJ Buckle

Caristrap Weatherguard 05/15 CW-105 WGSD Buckle

Carolina Strapping GatorSTRAP

03/16 AAR-80CS-2025

AAR-80CS-2040

AAR-80CS-2025

BuckleCSB 9093 (CS2055)

Carolina Strapping MakoSTRAP

06/15 AAR-80CS-5080

Buckle

ITW/Signode Avistrap 05/14 AAR-11 AAR-11 AAR-11 Buckle

Pacific Strapping 06/13 AAR-79 (P104) Buckle

Southern Strapping 07/15 AAR-78 (AW-105) Buckle

Southern Strapping 07/15 AAR-78(TY-105)

AAR-78 (AW-125)

Buckle

TAPEX American Corp. 07/14 AAR-1(65WLMD)

Buckle (170)B6-OT

TAPEX American Corp. 07/14 AAR-1 (105WXH) Ladder Buckle FCT-10 (FLB)

TAPEX American Corp. 07/14 AAR-1 (125WXH)

Ladder Buckle FCT-12 (FLB)

Cordstrap USA Inc. 02/16 AAR-77 (CC105) AAR-77 Cord-lash 95

AAR-77 Cordlash 105

BucklesCB10 (CC105)HDB10N (Cord-lash 95 and105)

R.C. Packaging Systems Inc.

01/15 AAR-38 AAR-38 AAR-38 Buckle

R.C. Packaging Systems Inc.

12/15 AAR-38 (RC105) Buckle

Redback Industries 03/16 AAR-39(RBC105)

(CW105RB

Buckle

Type IA strapping consists of longitudinal polyester cords bonded with a plastic binder to form a nonwoven material or longitudinal polyester cords woven with a weft thread and treated with a plastic binder to form a woven material.

Table 6.6 Approved Type IV polyester strapping (page 2 of 2)

AAR IDManufacturer/

Distributor

ApprovedThrough(Mo/Yr)

Approved Size in. (mm)

ApprovedJoint Type

5/8 (15.9) 3/4 (19.1) 1 (25.4) 1 1/4 (32.0)

.035 .038 .040 .040 .050 .040 .050 .032 .040 .050



Note: This table corresponds with the AAR Open Top Loading Rules Manual, Section 1, Table 19.3. Current as of March 7, 2013

6.2.2 Refer to the manufacturer’s instructions regarding the proper application of joints. Figures 6.5 through 6.8 show common methods of joining nonmetallic straps.

Figure 6.5 Threading a wire buckle

Table 6.8 Approved Type 1A polyester strapping Grades 6 and 7

Manufacturer/Distributor

Approved through(Mo/Yr)

Grade 6 Grade 7ApprovedJoint-Type

Hook/Buckle

ApprovedJoint-Type

BuckleAAR ID

(Part No.)MBS lb (N)

7,700 (34,265)AAR ID (Part

No.)MBS lb (N)

11,000 (48,930)

Cordstrap USA Inc. 3/14 AAR-77 X AAR-77 X CDBH12 or CDBH12-Extended

HDB12N, DLB12N, or DLB12N200

Carolina StrappingGatorLASH

3/16 AAR-80CS 8040

X AAR-80CS 8050

X CSB9075 CSB9090CSB9091

ITW / Signode Avistrap 10/13 AAR-11 X N/A N/A FCH-13 (HKB) FCT-15

Southern Strapping 5/14 AAR-78 X AAR-78 X - SSLB 40

TAPEX American Corp. 7/14 AAR-1(135WXH)

X N/A N/A FCH-13 (HKB) FCT-13 (FLB)

Caristrap Int’l 1/15 Carilash AG40

X N/A N/A — BN1431

Caristrap Int’l 12/15 Carilash AG50 X — BN1431



Figure 6.6 Threading a cordstrap CB buckle

Figure 6.7 Threading a ladder-type buckle



Figure 6.8 Threading a Tapex FCT-12 buckle

6.2.3 Figure 6.9 shows a nonmetallic strap attached to permanent side-wall anchors. Attach straps a minimum of 3 ft behind the face of the load.

Figure 6.9 Attaching Type 1A, Grade 3, 4, or 5 strap to side-wall anchors

TAPEX FCT-12 BUCKLE

WRAPPING STRAP ON WALL ANCHOR FOR CONVENTIONAL STRAP APPLICATION. USE THREE WRAPS OF STRAPPING AROUND THE WALL ANCHOR.

USE STRAP RETAINER TO SECURE STRAP TO WALL ANCHOR.



6.3 Web Strap Assemblies

6.3.1 Web strap assemblies (Figure 6.10) are anchored to the car floor using T-hooks inserted into anchor plates or side walls with wall anchor clips. Use web strap assemblies (strap, ratchets, and related hardware) with a minimum load rating of 18,000 lb or as specified in a specific loading method. Tensioning ratchets are located near the side wall.

Figure 6.10 Web strap assembly

6.3.2 A synthetic webbing and/or tie-down assembly must be removed from service if any of the following conditions are present. (Refer to Figure 6.1.1 for illustrations of some sample defect conditions.)

Figure 6.11 Sample web defects

6.3.2.1 Holes, tears, cuts, snags, or embedded particles in the webbing.

6.3.2.2 Broken, crushed, thinning, or worn stitching in the load-bearing stitch patterns.

6.3.2.3 Excessive abrasion or wear.

NOTES:

1. WEBBING MATERIAL: POLYESTER COLOR: SEE COLOR SCHEDULE2. ASSEMBLY BREAKING STRENGTH: 18,000–20,000 LB3. ASSEMBLY WORKING LOAD LIMIT: 6,500 LB4. EXTRA 16 IN. NECESSARY FOR TWO WRAPS AROUND DRUM

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6.3.2.4 Degradation due to ultraviolet radiation as indicated by excessive fading in conjunction with evidence of overall frayed yarn fibers or other detectable fabric deterioration.

6.3.2.5 Knots in any part of the webbing.

6.3.2.6 Melting, charring, or weld spatter on any part of the webbing.

6.3.2.7 Acid or alkali burns or other chemical contamination that inhibits or may inhibit the performance of the webbing.

6.3.2.8 Any other condition that appears to degrade the strength of the webbing or other component of the tie-down assembly (e.g., crushed areas, severe abrasions, etc.).

6.3.2.9 When a tie-down assembly contains broken or nonfunctioning fittings, tensioning devices, or hardware.

6.3.2.10 When a winch pawl fails to operate freely and is not capable of retaining strap tension by engaging the ratchet wheel under gravity.

6.4 Cargo Nets

6.4.1 Use only cushion-equipped boxcars specially equipped with side-wall anchors to accommodate cargo net straps.

6.4.2 Inspect the cargo net and associated assemblies for suitability before loading. Worn, missing, or corroded components and/or stitching may be cause for rejection.

6.4.3 Use cargo net assemblies (strap, ratchets, and related hardware) as specified in specific loading method(s). See Figure 6.12 and 6.13.

Figure 6.12 Attaching cargo nets

12-IN.-WIDE STRAPS AT CORNERS

RATCHET ASSEMBLY SIDE VIEW

3-IN.-WIDE STRAPS CONNECT TO SIDEWALL

3-IN.-WIDE STRAPS CONNECT TO SIDEWALL



Figure 6.13 Cargo net attachment —top view

6.5 Lumber

6.5.1 Use properly seasoned lumber for car bracing and blocking. Do not use green lumber because it does not have the strength or stiffness qualities of dry lumber. Green lumber under certain conditions will give off quantities of moisture that can have harmful effects on some commodities loaded in the cars.

6.5.2 Properly store lumber used for blocking and bracing from the elements to prevent rotting, decaying, or checking, which may affect its strength.

6.5.3 When selecting the size of lumber for bracing and blocking, give consideration to the weight, size, and nature of the commodity to be secured within the car.

6.5.4 Select all blocking and bracing material from sound lumber free from cross-grain, dry rot and knots, knotholes, and checks or splits, which will affect its strength or interfere with proper nailing. See Figure 6.14.

Figure 6.14 Selecting wood blocking and bracing material

CUT-OFF KNOTS THAT INTERFERE WITH NAILING AT DOTTED LINE, AS SHOWN

LARGE KNOTS WEAKEN MEMBERS. CUT OFF AS SHOWN AND USE SHORT PIECES FOR CLEATS

NEVER USE LUMBER WITH CROSS-GRAIN FOR STRUCTURAL MEMBERS

DO NOT REJECT LUMBER WITH SMALL AMOUNT OF BARK



6.5.5 Relative strength values of lumber, such as stiffness, bending, compression strength qualities, and the ability to resist shocks, are important. Equally important are the factors of nail-holding qualities and resistance against splitting.

6.5.6 Dimensions shown in Table 6.9 are the minimum commercial sizes for lumber to be used in the construction of center gates, end gates, and blocking. Table 6.10 shows species of wood most commonly used.

For a more complete listing of hardwoods and lumber, see the AAR Open Top Loading Rules Manual, Section 1, Appendix D, “Material Mechanical Properties.”

6.5.7 Lumber used in car bracing is in Group II and III woods. Use commercial sizes. When soft woods (Group I) are substituted, use a larger commercial size per Table 6.11.

Table 6.9 Standard thicknesses for yard lumber

Nominal ThicknessRough Lumber

Actual ThicknessS4Sa/

a/ Surfaced four sides. Standard lengths are usually 6 to 24 ft in increments of 1 ft.

2 in. × 4 in. 1 ½ in. × 3 ½ in.

2 in. × 6 in. 1 ½ in. × 5 ½ in.

2 in. × 8 in. 1 ½ in. × 7 ¼ in.

Table 6.10 Species of wood most commonly used for bracing

GroupSoft Woods

SpecificGravity

Group II and IIIMedium Woods

SpecificGravity

Group IVHard Woods

SpecificGravity

Cottonwood 0.37 Douglas Fir 0.51 Ash 0.64

Fir, Balsam 0.41 Hemlock 0.44 Beech 0.67

Fir, White 0.42 Maple, Hard Black 0.62 Elm 0.66

Pine, Lodge Pole 0.43 Larch 0.59 Hickory 0.80

Pine, Ponderosa 0.42 Pine (So. Yellow) 0.59 Maple (Hard) Sugar 0.68

Pin. White Eastern 0.37 Pine (Norway) 0.47 Oak, White 0.71

Pine. White Western 0.42 Cedar (Port Oxford) 0.44 Oak, Red 0.66

Spruce, White 0.45 Sweet Gum 0.53

Poplar, Yellow 0.43

Table 6.11 Substitution guide

Group II and III WoodsMedium

Group I WoodsSoft

2 in. × 3 in. 2 in. × 6 in.

2 in. × 4 in. 2 in. × 8 in.

2 in. × 6 in. 3 in. × 6 in.

3 in. × 4 in. 4 in. × 6 in.



6.6 Nails and Nailing

6.6.1 Sizes of nails shown for the construction and assembly of blocking and bracing and the securing of same within the car are based on use of common nails. Table 6.12 shows the sizes of common nails, power-driven nails, and power-driven staples that are used in car bracing.

6.6.2 Consider the relation of the number, size, and kind of nails to the size and kind of lumber used in blocking and bracing. Use sufficient nails because the strength of bracing increases directly with the number of nails. Do not use nails where they will be in direct tension, but preferably in lateral resistance. See Table 6.14 for the lateral resistance of nails driven in boxcar floors.

6.6.3 Drive nails into the side grain of lumber where there is 50% more holding power than when driven into the end grain. The probability of the wood splitting is also less. Drive all nails straight.

6.6.4 To facilitate driving, to prevent splitting, and to increase the holding power of the nail, predrill holes slightly smaller than the diameter of the shank of the nail.

6.6.5 Use nails long enough to penetrate, hold, and secure floors with other bracing and blocking members.

6.6.6 Nails two pennies smaller than those used for medium or soft wood may be used for extremely hard woods listed in Group IV of Table 6.10.

6.6.7 When using pneumatic automatic nailers, staplers, or other devices, sizes of nails may be less than those specified if the number driven is increased by one third and the size substitution in Table 6.14 is used.

Table 6.12 Common nails, power driven nails, and power driven staples

Common Nails Power-Driven NailsPower-Driven

Staples

SizePenny Weight

Length(in.)

WireDiameter

(in.)Length

(in.)

WireDiameter

(in.)Length

(in.)

WireDiameter

(in.)

10-D 3 0.148 3 0.120 3, 3 ½ 0.80

12-D 3 ¼ 0.148 3 ¼ 0.131 — —

16-D 3 ½ 0.162 3 ½ 0.131 3 ½ 0.80

20-D 4 0.192 4 0.145 3 ½ 0.80

30-D 4 ½ 0.207 4 ¾ 0.165 — —

Table 6.13 Lateral resistance of nails when driven through 2-in.-thick floor blocking and into boxcar floor (lb)

Size of Common Nail (D)

8 10 12 16 20

344 733 916 956 1603

Load applied at 90° angle to the shank or direction of driving of nail point in the securing wood.

Table 6.14 Substitution of power-driven nails or staples

Common Nail Power-Driven NailPower-Driven Staple

Leg Length

10-D 8-D or 10-D 3 in. or 3¼ in.

16-D, 20-D 16-D or 20-D 3½ in.



6.7 Pneumatic Dunnage

6.7.1 Table 6.15 defines five levels of performance for pneumatic dunnage: Level 1 for pneumatic dunnage as lateral void fillers (and load securement in certain intermodal applications) and Levels 2–5 for pneumatic dunnage as lengthwise void fillers in flat platen-type applications with varied performance requirements. Pneumatic dunnage meeting Level 2–5 requirements fulfills all Level 1 requirements.

6.7.2 Usage guidelines: follow the manufacturer’s instructions on care and storage of bags prior to use. Inflate bags with an approved inflator, in accordance with the manufacturer’s instructions.

6.7.3 After inflation, check to see that dunnage bags are approximately the same size as the face of the load. Do not extend the dunnage bag beyond the face of the load. See Figure 6.7.

6.7.4 Use buffer material of sufficient strength to prevent it from conforming to dunnage bag contour, to prevent chafing, to prevent dunnage bag from crushing load at proper inflation pressure, and to prevent lading from damaging dunnage bags.

6.7.5 Use buffer material equal or slightly larger in size than face of lading. Have lading adjacent to bag(s) nearly equal in height on each side of bag.

6.7.6 Inflation pressure may vary from 2 psig to 10 psig depending on the nature of lading and the level of air bag used.

6.7.7 Void size after inflation will be from 4 in. to 12 in. See applicable commodity publications for possible exceptions to this limitation.

6.7.8 Use inflatable dunnage to fill lengthwise voids of 4 to 18 in. after inflation for bales and bags. For fiberboard box goods, keep the void as narrow as practical, preferably 4 to 10 in. to a maximum of 12 in. after inflation. Inflate to 3 psi to 6 psi depending on the nature of the lading, and use an air gauge to ensure proper inflation pressure.

6.7.9 Install bag(s) so that the bottom(s) will be a minimum of 1 in. above the floor after inflation. Apply protective material (e.g., fiberboard) between the bag and floor.

6.7.10 Use hold-down methods when necessary to prevent bag displacement from the void area.

6.7.11 Use an air gauge to ensure prescribed air pressure at inflation. Recheck air pressure one-half hour after inflation for leakage.

6.7.12 Use clean and dry air to fill dunnage bags.

6.7.13 Do not use bags in tandem (back-to-back). Do not use dunnage bags to fill more than one lengthwise void in a car.

6.7.14 Use two bag systems unless otherwise specified.

Table 6.15 Performance level application guide

Level 1 For filling lateral voids, primarily in intermodal loads

Level 2 For filling lengthwise voids in loads weighing up to 75,000 lb

Level 3 For filling lengthwise voids in loads weighing up to 160,000 lb

Level 4 For filling lengthwise voids in loads weighing up to 216,000 lb and horizontal applications in approved roll paper loading methods weighing up to 190,000 lb

Level 5 For filling lengthwise voids in loads weighing up to 216,000 lb and horizontal applications in approved roll paper loading methods



6.7.15 When loading single layer units, use one bag positioned horizontally. For units loaded two layers high, use two bags positioned vertically or horizontally adjacent to each other. Normally a 48- by 96-in. bag is compatible with side-by-side unit loads measuring 48 in. long by 40 in. wide to 54 in. high. See Figures 6.15 and 6.16.

Figure 6.15 Pneumatic dunnage installed vertically

Figure 6.16 Pneumatic dunnage installed horizontally

HEIGHT EQUAL TO THE HEIGHT OF THE LOAD

12 IN. MAXIMUM AFTER INFLATION

PNEUMATIC DUNNAGE AND BUFFER SHEETS OR FILLER PANELS

1 IN. MINIMUM ABOVE CAR FLOOR

HEIGHT EQUAL TO THE HEIGHT OF THE LOAD

12 IN. MAXIMUM AFTER INFLATION

PNEUMATIC DUNNAGE AND BUFFER SHEETS OR FILLER PANELS

1 IN. MINIMUM ABOVE CAR FLOOR



6.7.16 For bags and bales, use a minimum of two sheets of 275-lb double-wall fiberboard buffer material between each side of dunnage and lading. When bracing fiberboard box goods, use suitable buffer material between dunnage bags and lading to prevent deformation of the lading.

6.7.17 Reusable dunnage bags intended for use only in filling crosswise (lateral) voids must be prominently marked by the manufacturer to indicate proper application. Never use bags marked for this application to fill lengthwise voids.

6.7.18 Leave the door of the car open after loading is completed, and check bag 30 minutes after installation for leakage.

6.7.19 Use of dunnage bags does not eliminate the need for doorway protection.

6.7.20 For further information, refer to AAR General Information Bulletin No. 9, “Product Performance Profile for Pneumatic Dunnage.”

6.7.21 Go to http://www.aar.com/standards/dpls/pfds/PPPPD_Verification_List.pdf for the most current “Product Performance Profile for Pneumatic Dunnage Product Verification List.”

6.8 Friction MatsFriction mats are used between freight and the railcar and between layers of freight to increase resistance to lateral and longitudinal movement. For freight loading applications, friction mats are most commonly manufactured from either masticated or rebonded rubber, in thicknesses up to ¼ in. Use friction mats as specified in specific loading methods.

http://www.aar.com/dpls/pfds/PPPPD_Verification_List.pdf

http://www.aar.com/standards/dpls/pfds/PPPPD_Verification_List.pdf


GATES, FILLERS, SEPARATORS, AND DIVIDERS

7.0 GATES, FILLERS, SEPARATORS, AND DIVIDERS

Those materials used to fill the lengthwise space in a car, not occupied by the lading or used to segregate the lading, are designated according to types: end gates, divisional or intermediate gates, center gates, fillers, or dividers.

7.1 Gates

7.1.1 Figure 7.1 shows how divisional gates can be secured in position with steel straps.

Figure 7.1 Divisional gate

7.1.2 Do not secure divisional gates to car walls when used in floating loads. Space horizontal members on a divisional gate positioned opposite the intersection between layers of containers. Construct this type of gate with solid faces as may be required by the type of container or commodity loaded.

7.1.3 Use center gates to take up the space in the doorway area of the car to prevent a shift in the load and to permit the ready removal of lading. When a large space is left in the doorway area, use blocking and bracing, as shown in Figure 7.2.

Figure 7.2 Center gate

ANCHOR NOT LESS THAN 3 FT FROM FACE OF GATE SIDE WALL POSTS

2 IN. × 4 IN. UPRIGHTS

1 IN. × 4 IN. HORIZONTALS

REVERSE STRAPS ARE HELD IN PLACE ON REAR FACE OF THE GATE. AFTER THE MAIN STRAPS HAVE BEEN PARTIALLY TENSIONED AND THE LOAD DRAWN TIGHT, FASTEN THE REVERSE STRAPS TO THE CAR SIDE WALL ANCHORS AND COMPLETE TENSIONING.

CENTER GATE CONSTRUCTION MAY VARY DEPENDING ON LOAD



7.2 Fillers

7.2.1 Use fillers to square off bowed end walls before car is loaded. See Figure 7.3.

Figure 7.3 Methods of using fillers to square bowed end walls

7.2.2 Use fillers to fill space not occupied by lading.

7.2.3 Closed-cell honeycomb panels used for lengthwise fillers in loads consisting of multi-unit resilient lading, such as boxes of food-stuff, tissue, soft paper products, furniture, and appliances, must have a minimum 1,500 lb/ft2 crush strength (see Figure 7.4).

Figure 7.4 Lengthwise fillers in resilient lading

7.2.4 If the lading is rigid in nature and/or very dense, such as boxes of nuts and bolts, machinery, metal beams, brick, lumber, and cut paper, lengthwise fillers must have a combined crush strength as defined below.

2 IN. × 4 IN. UPRIGHTS

1/2 IN. PLYWOOD OR EQUIVALENT

HEIGHT EQUAL TO OR GREATER

THAN LOAD

1 IN. × 4 IN. CROSS BRACE

2 IN. × 4 IN. END WALL FILLERS

SPACE FILLED NOT TO EXCEED 8 IN. IN ANY ONE AREA



7.2.5 In cushioned cars, lengthwise fillers must have a combined crush strength equal to the weight of the load being restrained. In standard draft gear cars, lengthwise fillers must have a combined crush strength equal to twice the weight of the load being restrained. Secure fillers in position.

7.2.6 For example, if the filler is to be located at the end of a standard draft gear car loaded to 150,000 lb, the combined crush strength of the fillers must be greater than or equal to 300,000 lb. If two 4- by 8-ft filler panels are used side by side, their combined area is 2 × 4 × 8 ft = 64 ft2. The required minimum crush strength would equal 300,000/64, or 4,687.5 lb/ft2. See Figure 7.5, Example 1.

7.2.7 Fillers centered in the same load would require a minimum crush strength of 2,344 lb/ft2. See Figure 7.5, Example 3.

Figure 7.5 Lengthwise fillers in rigid lading

EXAMPLE 1

EXAMPLE 3LENGTHWISE FILLERS AT END WALL

LENGTHWISE FILLERS AT MIDDLE OF LOAD

EXAMPLE 2

LENGTHWISE FILLERS MIDPOINT IN END OF LOAD

ENTIRE LOAD WEIGHT

3/4 LOAD WEIGHT

1/2 LOAD WEIGHT



7.2.8 Fillers may be reinforced for special load applications such as intermediate bulk containers (see Figures 7.6).

Figure 7.6 Reinforced lengthwise filler panel

7.2.9 Figure 7.7 shows examples of two types of fillers for lengthwise space.

Figure 7.7 Lengthwise void fillers

7.2.10 Lengthwise filler material must be tall enough to cover the full height of the void from the bottom of the void to the top. If smaller pieces of culled material are used, they must be laminated or joined with a consistent width from the bottom to the top of the void for which they are intended to protect.

THIS AREA MUST BE CONSTRUCTED OF MAXIMUM 9 IN. CELL LINERBOARD

LOCATIONS WHERE MINIMUM COMPRESSION STRENGTH OF 6,000 LB/FT2 MUST BE MET

AT A MINIMUM, APPROPRIATELY SIZED BLOCKS OF SUCH STRENGTH MUST BE LOCATED AS ILLUSTRATED

CORRUGATED VOID FILLER TO FILL LENGTHWISE SPACE. ARROWS INDICATE THE DIRECTION OF CORRUGATIONS.

REUSABLE POLYETHYLENE FILLER



7.2.11 Contour buffer pads are fillers designed to help prevent the displacement of pneumatic dunnage in roll paper loads (Figure 7.8). Buffer pads are placed on each side of the voids. The contour side of the pads face the rolls with the flat side adjacent to the dunnage. Use buffer pads that are at least as tall as the dunnage used. Minimum crush strength of 4,500 lb/ft2 is required for buffer pads.

Figure 7.8 Contour buffer pads

BUFFER PAD CRUSH STRENGTH = 4,500 LB/FT2



7.2.12 When cars are pallet or slip-sheet loaded, load the units against the side walls and apply lateral void fillers in voids between the unit rows. Units may also be loaded tight against one side wall and fillers applied between the units and the other side wall, and alternated in opposite ends (see Figures 7.9, 7.10, and 7.11).

Figure 7.9 Use of crosswise fillers

FILLERS FILLERS

FILLERSFILLERS

PLACEMENT OF FILLERS IN UNIT LOAD WHEN CLAMP-TYPE LIFT TRUCK IS USED

PLACEMENT OF FILLERS IN PALLETIZED LOAD (NOTE: PLACE SIDE-WALL FILLERS ALONG OPPOSITE SIDE WALL IN OTHER END OF CAR)

PLACEMENT OF FILLERS WHEN PALLETS ARE LOADED AGAINST SIDE WALLS

PLACEMENT OF FILLERS WHEN PALLETS ARE CENTERED



Figure 7.10 Examples of fillers used to fill crosswise space

Figure 7.11 Lateral void fillers

COLLAPSIBLE HANGING HONEYCOMB INTERLOCKING FLANGED SHEETS FLANGED TUBES INTERLOCKED WITH FLANGED SHEET

MOLDED PLASTIC REUSABLE FILLERHANGING HONEYCOMB FILLER USED TO

FILL CROSWISE SPACE



7.3 Separators

7.3.1 Use separator sheets to protect the top of units when stacked (see Figure 7.12).

Figure 7.12 Unitized double layer bag or bale loads

7.3.2 Polyethylene foam pads may be used to separate lading (e.g., metal coils).

7.3.3 Pads are typically 54 in. high by 24 in. wide and 3¼ in. thick at the center of the pad. The polyethylene pads have a density of 4 lb/ft3.

7.3.4 Type A (Figure 7.13): For use between coils. Contoured on each side with two 8-in.-long by 34-in.-diameter plastic tubing “legs” capped off with 1-in. rubber cane tips inserted at the bottom of each side to elevate the pad above the adjacent deck boards.

7.3.5 Type B (Figure 7.14): For use between coils and the end wall or bulkhead. Contoured on one side only. Place flat side against end wall or bulkhead.

Figure 7.13 Contour polyethylene foam pads

SEPARATOR SHEET

PROTECT BOTTOM LAYER UNITS FROM STACKED

PALLETS WITH SEPARATORS

CONTOURED ON BOTH SIDES FOR USE BETWEEN COILS

CONTOURED ON ONE SIDE ONLY FOR USE BETWEEN COILS AND END WALL OR BULKHEAD

TYPE A TYPE B



7.4 Dividers

7.4.1 Separate different type containers lengthwise using plywood sheets or equivalent material of sufficient height to protect the tallest stack of containers. See Figure 7.14.

7.4.2 Separate different sizes of the same type of containers by divider sheets. See Figure 7.15.

7.4.3 The construction and quantity of properly installed divider sheets will vary based on many factors (e.g., density of product and weight of load). The following are the minimum standards for use of divider sheets in cars that do not have cushioning devices or load restraining devices. Shippers are expected to cooperate with carriers when it can be demonstrated that additional use of divider sheets is necessary to avoid excessive damage.

7.4.4 When shipping containers of significant height differences or when bags/bales and boxes are loaded in cars that do not have cushioning devices or load-restraining devices, use corrugated or solid fiberboard divider sheets where these differences occur within the load. The divider sheets may also absorb some of the creasing that would otherwise appear on the shipping containers. Use corrugated or solid fiberboard divider sheets approximately the same width and height as the load. When corrugated divider sheets are used, place the divider sheets so that corrugations are vertical (see Figure 7.16).

Figure 7.16 Unitized double-layer pallet loads

Figure 7.14 Plywood divider sheets between different lading types

Figure 7.15 Fiberboard divider sheets between similar lading types

DIVIDER SHEETS

IMPROPERPALLETS ARE NOT IN THE SAME HORIZONTAL PLANE LENGTH-WISE IN THE CAR, CREATING PALLET-TO-PRODUCT CONTACT

PROPERPALLETS ARE IN THE SAME HORIZONTAL PLANE, ENSURING PALLET-TO-PALLET CONTACT

PROPERSEPARATE PALLETS NOT IN THE SAME HORIZONTAL PLANE WITH A DIVIDER SHEET

DIVIDER SHEET



7.4.5 For stretch-wrapped units of fiberboard boxes, use divider sheets between doorway stacks to facilitate unloading. Divider sheets are not required for loads that are stretch-wrapped and meet the following criteria:

• Weight limitation: Floor layer units must not exceed 35,000 lb; double-decked loads must not exceed 70,000 lb.

• No lengthwise void is allowed in unit patterns, except for pinwheel or chimney-stacked units or similar bonded blocks.

7.5 Risers

7.5.1 Risers are used to raise articles of freight to block freight in adjacent stacks and to break the strata line within a load. Risers are commonly used to raise rolls within paper loads, to either block incomplete layers or to break the strata line in multiple layer loads of rolls of the same width.

7.5.2 Risers may be either a strip or pad design (see Figures 7.17 and 7.18). Riser strips made from laminated corrugated fiberboard or other suitable material should be a minimum of 6 in. tall by 5 in. wide by 30 in. long, for 40-in.-diameter rolls. Larger diameter rolls require longer risers. Pad-type risers made from closed-cell honeycomb with reinforced corners should also be a minimum of 6 in. tall and appropriately sized to fit under the roll without protruding on any side See Table 7.1.

Figure 7.17 Riser strips Figure 7.18 Riser pad

Table 7.1 Minimum riser strip and pad sizes for rolls

Roll Diameter (in.)

Riser Strip Length

(in.)

Riser Pad Length and Width (in.)

40 30 28

45 34 32

50 38 35

58 40 37

60 45 42

72 54 50



7.5.3 Risers must have a combined crush strength greater than or equal to twice the weight that they support.

7.5.4 Do not place risers in between roll layers anywhere within a load. Risers should be placed only under rolls on the floor.

7.5.5 Use risers under rolls in the doorway area only when they are necessary for dock plate clearance. Risers used in the doorway area should be no more than 2 in. high. Place risers only on the floor—never between stacked rolls.

7.5.6 Place strip risers so that their longest dimension is lengthwise of the car.

7.5.7 Never extend risers beyond the outer edge of the roll.

7.5.8 Laminated risers are acceptable but must meet the minimum required crush strength.

7.5.9 Do not stack and tape risers together. Only pad-type risers glued together are considered laminated risers. If glued together, the manufacturer of product should provide glue or specifications for appropriate adhesive.

Example 1: 40-in.-diameter by 50-in.-tall rolls stacked two high; roll weight = 4,500 lb. Rolls are loaded on strip-type risers.

If strip-type risers measuring 6 in. tall by 5 in. wide by 30 in. long are used, their bearing surface area equals 5 × 30 = 150 in.2 or 1.04 ft2. Because two are required, the total bearing surface area is 2.08 ft2. Two rolls at 4,500 lb each equals 9,000 lb. Risers need to be able to support twice the weight or 18,000 lb. 18,000 lb divided by 2.08 ft2 yields minimum compression strength of 8,654 lb/ft2.

Example 2: 40-in.-diameter by 50-in.-tall rolls stacked two high; roll weight = 4,500 lb. Rolls are loaded on pad-type risers.

If pad-type risers measuring 6 in. tall by 28 in. square are used, their bearing surface area equals 28 × 28 = 784 in.2 or 5.44 ft2. Two rolls at 4,500 lb each equals 9,000 lb. Risers need to be able to support twice the weight or 18,000 lb. 18,000 lb divided by 5.44 ft2 yields a minimum compression strength of 3,309 lb/ft2.



7.5.10 In loads of multiple layers, use risers placed beneath rolls midway between the ends of the car and the doorway to break the layer strata line (see Figure 7.19). This will help to prevent roll-over ride, reduce edge damage opportunities, and increase the performance of dunnage bag application.

Figure 7.19 Risers used to break strata line

RISERS


LOAD SECUREMENT

8.0 LOAD SECUREMENT

8.1 Floor Blocking

8.1.1 Floor blocking is not recommended for lengthwise load securement in boxcars with steel floors.

8.1.2 Guide rails may be used to prevent crosswise movement of lading loaded in a single layer or sufficiently unitized so as to prevent lateral movement (see Figure 8.1).

Figure 8.1 Guide rails used for lateral bracing

8.1.3 Guide rails may be either nailed to the car floor or held in position by crosspieces nailed to the guide rails.

GUIDE RAILS

CROSSPIECES


LOAD SECUREMENT

8.2 Anchored Loads

8.2.1 The anchored load provides rigid bracing of the lading by the use of straps secured to the car side wall permanent anchors.

8.2.2 Use anchors that are at least 3 ft from face of load.

8.2.3 If the lading can contact the anchors, cover the anchor plates with fiberboard or several thicknesses of heavy paper.

8.2.4 Drape cars with steel straps in preparation for loading, with the steel straps held temporarily in position against the side walls with tape (see Figure 8.2).

Figure 8.2 Draping a car for an anchored load

8.2.5 When two or more straps are used, tension and seal straps simultaneously to equalize the tension on all straps.

8.2.6 Provide corner or edge protection to prevent damage to the lading due to pressure from straps.

8.2.7 Use strap hangers, tape, or other means to prevent straps from slipping or dropping out of position while in transit.

8.2.8 Figure 8.3 shows a completed anchored load and the applications of steel straps to a gate with truss-block construction.

Figure 8.3 Anchored load

TAPE

TAPE

STRAPS SECURED TO

CAR SIDE WALLS

FASTEN STRAP OUTSIDE CAR WHILE

LOADING

STRAPS SECURED TO SIDE WALL ANCHORS

STAPLE STRAP TO GATE

TENSION AND SEAL

TRUSS BLOCKS APPLIED TO GATE FOR HEAVY LOADS

ANCHOR STRAPS NOT LESS THAN 3 FT FROM FACE OF GATE


LOAD SECUREMENT

8.2.9 Web strap assemblies that attach to the side-wall anchors may be used to secure lading in the ends of the car. The combined minimum breaking strength of the number of straps used must be equal to or greater than the weight of the lading restrained. When lading height-to-base ratio is greater than 2, apply half of the straps on the upper one third of the lading, as shown in Figure 8.4.

Figure 8.4 Anchored load using web strap assemblies

8.3 Incomplete Layer Bracing

8.3.1 Avoid incomplete layers in shipments whenever possible. However, when incomplete layers have to be loaded, protect the lading from lengthwise movement, as shown in Figure 8.5. When using this method, secure bottom layers rigidly in position.

Figure 8.5 Incomplete layer bracing—rigid loads

RATCHETS FOR TENSIONING STRAPS


LOAD SECUREMENT

8.3.2 To prevent possible contact and damage between lower layer lading and the incomplete layer, elevate the lading immediately in front of the incomplete layer on risers and secure with straps anchored to the car side walls, as shown in Figure 8.6.

Figure 8.6 Incomplete layer bracing—paper roll

RISERS 6 IN. MINIMUM HEIGHT

STRAPS SECURED TO CAR SIDE WALLS


DOORWAY PROTECTION

9.0 DOORWAY PROTECTION

9.1 Rule 7, AAR Circular No. 42-K states the following:“When there is a possibility of lading falling or rolling out of doorway or coming in contact with sliding or plug-type side doors, openings must be protected with wood doorway protection, steel straps, or other material of sufficient strength and number and adequately secured. Cars equipped with plug-type doors loaded with cylindrical items such as rolls of paper or drums require doorway protection unless specifically exempted by applicable commodity guides.”

9.2 Wood doorway protection may be applied for single-layer loads, as shown in Figure 9.1.

Figure 9.1 Wood doorway protection for a single-layer load

9.3 Use steel straps for doorway protection. For heavy freight, use 1¼- by 0.029-in. steel straps (or equivalent). See Figure 9.2. Place one steel strap opposite each layer, attached to permanent side-wall anchors, and use sheets of fiberboard placed over straps and anchors as needed to protect lading.

Figure 9.2 Steel strap doorway protection

MINIMUM 4 × 4 IN. LUMBER OR TWO LAMINATED 2 × 4 IN. PIECES. CUT LENGTH SLIGHTLY LONGER

THAN DOOR WIDTH AND WEDGE IN PLACE.

FIBERBOARD

SEAL

1¼ × 0.029 IN. STEEL STRAP OR EQUIVALENT


DOORWAY PROTECTION

9.4 The nonmetallic straps listed in Table 9.1 have been tested and found acceptable for use as a substitute for 1¼- by 0.029-in. steel straps in doorway protection applications.

NOTE: The application of nonmetallic straps as a substitute for 114-in. by 0.029-in. steel strap is restricted to maximum door openings of 10 ft in width.

9.5 Install straps across the door opening between the doorposts, as shown in Figure 9.3. Use the proper number of straps. Apply uniform tension to all straps so that all straps share the load equally.

Figure 9.3 Conventional and belt-type strap applications

9.6 Straps must be tensioned using the correct tensioning tools in accordance with the manufacturer’s instructions. It is important that the buckle be applied properly to maintain strap tension.

9.7 The strap must be clearly marked with the strap I.D. in accordance with the strap-marking requirements of AAR Circular 42-K, General Rules Covering the Loading of Carload Shipments of Commodities in Closed Cars, or revisions thereof.

Table 9.1 Substitution rate for nonmetallic strap as doorway protection

Company/Size/Strap Designation Application Substitution Rate

Avistrap 112 in. PW 120EH Belt Type (Looped) 3 straps for each steel strap

Caristrap 114 in. 105WGSD Conventional 4 straps for each steel strap

Caristrap 114 in. 105WGSD Belt Type (Looped) 3 straps for each steel strap

Carolina Strapping 114 in. CS-2040 Belt Type (Looped) 3 straps for each steel strap

Carolina Strapping 112 in. CS-2055 Belt Type (Looped) 2 straps for each steel strap

Cordstrap 114 in. CC 105a/

a/ CC 105 strap was applied during testing with a CT 32 PN pneumatic tensioning tool supplied by Cordstrap.

Belt Type (Looped) 3 straps for each steel strap1

Tapex 112 in. 125 WXXH Belt Type (Looped) 2 straps for each steel strap

Southern Strapping 114 in. TY2AW 105 Belt Type (Looped) 3 straps for each steel strap

Caristrap Carilash AG50 Belt Type (Looped) 2 straps for each steel strap

STRAP ENDS TENSIONED AND SEALED

STRAP ENDS TENSIONED AND SEALED

CONVENTIONAL STRAP APPLICATION BELT-TYPE STRAP APPLICATION


DOORWAY PROTECTION

9.8 Key roll strapping, as shown in Figures 9.4 and 9.5, is a method for protecting doors (both standard and plug type), as well as restricting lengthwise movement in roll paper loads.

Figure 9.4 Conventional key band doorway protection

Figure 9.5 Figure-8 key band doorway protection

9.9 Refer to specific loading methods for more detailed application instructions.

STRAP HOLDERSSHADED AREA

INDICATES ROLLS TO BE KEY BANDED

A KEY BAND JOINS TWO ROLLS ON OPPOSITE SIDES OF THE CAR, PULLED TOGETHER BY TENSIONING THE STRAP THAT LOCKS THE LOAD AND TAKES UP LENGTHWISE SPACE

A KEY BAND JOINS TWO ROLLS ON OPPOSITE SIDES OF THE CAR IN A FIGURE-8 PATTERN


DOORWAY PROTECTION

9.10 For plywood and similar panel products in sliding or plug-door cars, use two Type 1A, Grade 4, nonmetallic unitizing straps around the lengthwise stacks in the doorway. See Figure 9.6.

Figure 9.6 Doorway protection for sliding or plug-door cars loaded with plywood

TWO TYPE 1A, GRADE 4

NONMETALLIC UNITIZING STRAPS

CLOSED CAR LOADING STANDARDS

See also:Intermodal Loading Guide for Products in Closed Trailers and Containers (7/2011)Open Top Loading Rules Manual, Sections 1–7

Part Subject/TitlePublication

Date Formerly

1 Minimum Loading Standards for Freight in General Purpose Boxcars

1/2014 Pamphlet No. 14, Minimum Loading Standards for Freight in General Purpose and Specially Equipped Boxcars (12/84)

2 Best Practices for Loading of Roll Paper in Railcars

Best Practices for Loading of Roll Paper in Railcars/Pamphlet No. 39, Supplemental Loading Standards for Roll Paper/Pulpboard in Closed Cars (5/11)

3 Minimum Loading Standards for Plywood and Similar Building Products in Closed Cars

Pamphlet No. 8, Minimum Loading Standards for Sanded and Sheathing Plywood in Closed Cars (11/85)

4 Minimum Loading Standards for Lumber in Closed Cars

Pamphlet No. 20, Minimum Loading Standards for Lumber in Closed Cars (10/87)

5 Minimum Loading Standards for Building Brick in Closed Cars

Pamphlet No. 6, Minimum Requirements for Loading, Bracing and Blocking Carload Shipments of Building Brick in Closed Cars (8/83)

6 Minimum Loading Standards for Prepared Food and Similarly Packaged Products in Closed Cars

Pamphlet No. 17, Minimum Loading Standards for Packaged Food Products in Closed Cars and TOFC/COFC (10/88)

7 Minimum Loading Standards for Intermediate Bulk Containers in Closed Cars

New

8 Minimum Loading Standards for Bagged and Baled Commodities in Closed Cars

Pamphlet No. 3, Minimum Loading Standards for Bagged and Baled Commodities in Closed Cars (10/93)

9 Minimum Loading Standards for Coiled Metal Products in Closed Cars

Pamphlet No. 23, Minimum Standards for Loading Steel Products in Closed Cars, Trailers or Containers (4/95)

10 Minimum Loading Standards for Primary Metal Products in Closed Cars

Pamphlet No. 37, Minimum Standards for the Safe Loading of Ingots, Pigs, Anodes, Rods and Similar High Density Metallic Commodities in Closed Cars (11/84)

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