Closed Car Loading Guide Practices for... · 2019-12-11 · Closed Car Loading Guide—Loading Roll Paper in Rail Cars 1–1 INTRODUCTION 1.0 INTRODUCTION 1.1 Overview 1.1.1 The purpose

Approved August 2016 by theDamage Prevention and

Freight Claim Committee

Closed Car Loading Guide

Part 2Best Practices forLoadingRoll Paper in Railcars

Copyright © 2016 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.

Best Practices forLoading

ROLL PAPER IN RAILCARS

(Supersedes Best Practices for Loading of Roll Paper in Railcars issued May 2011

Cancels Pamphlet No. 39 issued April 2011)

Issued: August 2016

Published byTransportation Technology Center, Inc.

55500 DOT RoadPueblo, CO 81001

(Printed in U.S.A.)© 2016

Closed Car Loading Guide—Loading Roll Paper in Rail Cars –i

TABLE OF CONTENTS

Title Page

1.0 Introduction 1–11.1 Overview 1–11.2 Reference Documents 1–11.3 Rail Transportation Environment 1–2

2.0 Selection and Preparation of Car 2–13.0 General Loading Information 3–1

3.1 Overview 3–13.2 Maximum Load Weight 3–13.3 Distribution of Weight Crosswise in Cars 3–13.4 Center of Gravity 3–2

4.0 Loading Considerations 4–15.0 Blocking and Bracing Materials 5–1

5.1 Steel Strapping 5–15.2 Nonmetallic Strapping 5–15.3 Lumber 5–15.4 Air Bags 5–15.5 Rubber Mats 5–25.6 Void Fillers 5–25.7 Risers 5–6

6.0 Load Securement 6–16.1 Vertical Air Bags 6–16.2 Horizontal Air Bags 6–26.3 Securing Incomplete Layers of Paper Rolls 6–26.4 Roll Omission 6–66.5 Mixed Load Patterns of the Same Diameter Rolls 6–76.6 On-Side Loading (Also Referred to as Bilge or “T” Loading) 6–76.7 Anchored Loads 6–13

7.0 Doorway Protection 7–17.1 Rule 7, AAR Circular No. 42-K 7–17.2 Wood 7–17.3 Roll Cores 7–17.4 Steel Strapping 7–27.5 Nonmetallic Strap 7–37.6 Key Lock Strapping 7–47.7 Inset Doorway Loading 7–57.8 Anchored U-Straps (or Key-Anchored Straps) 7–97.9 Anchored S-Straps 7–107.10 Rubber Mats 7–117.11 Exceptions 7–14

–ii Closed Car Loading Guide—Loading Roll Paper in Rail Cars

8.0 Best Practices Load Plans 8–18.1 How to Use This Section 8–18.2 Load Plans—50 ft Cars 8–5

8.2.1 50 ft Car—40 in. Diameter Rolls 8–58.2.2 50 ft Car—42 in. Diameter Rolls 8–138.2.3 50 ft Car—45 in. Diameter Rolls 8–178.2.4 50 ft Car—50 in. Diameter Rolls 8–218.2.5 50 ft Car—58 in. Diameter Rolls 8–278.2.6 50 ft Car—60 in. Diameter Rolls 8–338.2.7 50 ft Car—72 in. Diameter Rolls 8–35

8.3 Load Plans—60 ft Cars 8–378.3.1 60 ft Car—40 in. Diameter Rolls 8–378.3.2 60 ft Car—42 in. Diameter Rolls 8–398.3.3 60 ft Car—45 in. Diameter Rolls 8–438.3.4 60 ft Car—448 in. Diameter Rolls 8–478.3.5 60 ft Car—50 in. Diameter Rolls 8–518.3.6 60 ft Car—58 in. Diameter Rolls 8–578.3.7 60 ft Car—60 in. Diameter Rolls 8–638.3.8 60 ft Car—72 in. Diameter Rolls 8–658.3.9 60 ft Car—84 in. Diameter Rolls 8–67

9.0 Glossary 9–110.0 Circular OT-34-G 10–111.0 Equipment Diagrams for Unrestricted Interchange Service 11–112.0 Damage Prevention Product Vendor List 12–1

Title Page

Closed Car Loading Guide—Loading Roll Paper in Rail Cars –iii

LIST OF FIGURES

Figure 3.1 Side view of example load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–3Figure 5.2 Void fillers used with contour buffer pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3Figure 5.3 Contour buffer pads used with vertical air bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3Figure 5.4 Endwall filler in pulpboard load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–4Figure 5.5 Honeycomb filler along sidewall in pulpboard load. . . . . . . . . . . . . . . . . . . . . . . . . . . 5–4Figure 5.6 Wooden 2 × 4s and 2 × 6s used as lengthwise fillers in cushion equipped cars. . . . . 5–5Figure 5.7 Sidewall fillers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–5Figure 5.8 Strip, square, and circular risers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–6Figure 5.9 Risers used to break strata line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–8Figure 6.1 Vertical air bags application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1Figure 6.2 Horizontal air bags application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–2Figure 6.7 Roll omission method for 40 in. rolls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–6Figure 6.8 Roll omission method for 58 in. rolls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–6Figure 6.9 Pattern variations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–7Figure 6.10 On-side loading of 45 in. diameter rolls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–8Figure 6.11 On-side loading of 50 in. to 56 in. diameter rolls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–9Figure 6.12 On-side loading of 58 in. diameter rolls using blocking rolls . . . . . . . . . . . . . . . . . . . 6–10Figure 6.13 On-side loading of 58 in. diameter rolls using corrugated chocks . . . . . . . . . . . . . . . 6–11Figure 6.14 On-side loading of 58 in. diameter rolls using blocking rolls and unitizing straps . . 6–12Figure 6.15 Completed on-side loading of 58 in. diameter rolls using blocking rolls and

unitizing straps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–13Figure 6.16 Anchored load weighing up to 205,000 lb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–13Figure 7.1 Wood doorway protection for a single-layer load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–1Figure 7.2 Fiberboard core wedged between doorposts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–2Figure 7.3 Steel strap doorway protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–2Figure 7.4 Conventional and belt-type strap applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–3Figure 7.5 Conventional key band doorway protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–4Figure 7.6 Key roll patterns for 40-in. to 42-in.-diameter rolls . . . . . . . . . . . . . . . . . . . . . . . . . . 7–4Figure 7.7 Four-roll inset with air bags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–5Figure 7.8 Unitized four-roll inset with air bags. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–5Figure 7.9 Four- and six-roll inset units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–5Figure 7.10 Figure-8 unitizing straps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–6Figure 7.11 Four-roll “X” unitizing straps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–7Figure 7.12 One set of four-roll “X” or “Figure-8” unitizing straps . . . . . . . . . . . . . . . . . . . . . . . . 7–7Figure 7.13 Two sets of four-roll “X” or “Figure-8” unitizing straps. . . . . . . . . . . . . . . . . . . . . . . . 7–8Figure 7.14 Two sets of four-roll unitizing straps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–8Figure 7.15 Anchored U-strap doorway protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–9Figure 7.16 Anchored S-strap doorway protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–10Figure 7.17 Rubber mat doorway protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–11Figure 7.20 Example 58-in. diameter load in a 60-ft. 9-in. boxcar . . . . . . . . . . . . . . . . . . . . . . . . . 7–14

–iv Closed Car Loading Guide—Loading Roll Paper in Rail Cars

LIST OF TABLES

Table 3.1 Boxcar endwall strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–1Table 5.1 Performance level application guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1Table 5.2 Minimum riser sizes for rolls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–6Table 7.1 Substitution rate for nonmetallic strap as doorway protection. . . . . . . . . . . . . . . . . . 7–3

Closed Car Loading Guide—Loading Roll Paper in Rail Cars 1–1

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) boxcar 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. In addition, each carrier may have its own requirements. Contact your origin carrier for more information.

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. Alternatively, contact your serving carrier.

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 DocumentsNOTE: For the latest updates to these reference documents go to www.aar.com/standards/damage-publications.php.

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.

www.aar.com/standards/damage-publications.php

www.aar.com/standards/damage-publications.php

1–2 Closed Car Loading Guide—Loading Roll Paper in Rail Cars

INTRODUCTION

1.2.3 Closed Car Loading Guide, Part 1, “Minimum Loading Standards for Freight in General Purpose Boxcars”—This publication provides minimum loading standards for freight in closed railcars.

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 translate forces from one direction to another. Loading patterns that provide lengthwise contact between rolls will tend to transfer all longitudinal train action forces into the car end wall and the last roll at the end wall.

1.3.4 Loading patterns that do not provide lengthwise contact between rolls will transfer some longitudinal train action forces into the car sidewalls, including doors.

Figure 1.1 Load forces

1.3.5 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.

Rolls in lengthwise alignment Rolls without lengthwise alignment transfer forces into sidewalls


SELECTION AND PREPARATION OF CAR

2.0 SELECTION AND PREPARATION OF CAR

2.1 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.

2.2 Railroads are responsible for supplying cars that are clean and have sound roofs, square sides and endwalls, 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.

2.3 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.

2.4 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.(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.)

2.5 Check the car floors for any holes or rough surfaces that may result in leakage or damage to the product.

2.6 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.

2.7 Check the endwalls to make sure they are not bowed. If the endwall is severely bowed, reject the car. If the endwalls are bowed and you need to use the car, use materials of appropriate size and strength (such as filler panels) to bring the endwalls back to square. This will help to ensure that the load remains tight during its journey.

2.8 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.

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

2.10 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 endwall adjacent to the motor compartment flush with the endwalls by adding several thicknesses of corrugated fiberboard.

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

2.11.1 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

THIS PAGE LEFT BLANK INTENTIONALLY


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 Most paper shipped via rail is wrapped. Generally, liner board, corrugating medium, and similar types of paper are not wrapped, and the outer plies are considered the protective wrap for these types of rolls. Newsprint and printing papers are in most cases wrapped to protect all of the paper on the rolls.

3.1.3 Load, block, or brace commodities tightly lengthwise and crosswise to eliminate all void spaces, which 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.

3.1.4 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. Loads that cannot be unloaded from either side of the rail car may incur additional switching charges.

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

3.1.6 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 Maximum Load Weight

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

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

3.3 Distribution of Weight Crosswise in Cars

3.3.1 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.

3.3.2 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.

3.3.3 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 3.1 Boxcar endwall strength

Nominal Capacity of Car (ton)

Total Force on Endwall (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



3.4 Center of Gravity

3.4.1 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.

3.4.2 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. Any questions on loading limitations in cars exceeding Plate C dimensions should be handled with the Mechanical Department of the origin carrier. (See paragraph 11.2 “Plate C” on page 11–2.)NOTE: Shipper’s tender of billing information for such cars to the origin carrier will signify compliance with this rule.

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

3.4.4 Combined center of gravity (CG)

3.4.5 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

= A + C (empty)

= A + C – Spring Deflection (loaded)

E=Lightweight of railcar in pounds

F =Weight of load in pounds

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+

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



3.4.6 EXAMPLE: Roll Paper

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

Figure 3.1 Side view of example load

All rolls in Group 1 would be considered a section of this multi-section load. All rolls in Group 2 would be considered a separate section, as would all rolls in Group 3. Riser height should also be added in when calculating the center of gravity for that section.

Load:Seventy-seven 45 in. diameter × 50 in. wide rolls each weighing 2,500 lb, loaded in 29 floor spots with two complete layers plus 19 rolls in an incomplete third layer. 6 in. high risers are used to block the incomplete layer. Incomplete layer unitizing not shown.

1 1

Group 1

Group 2 Group 2

Group 1

Calculate Center of Gravity Line

Group 3



A = 44 in.

B = 58 in.

Group 1 = C1 = (50 in. × 3) / 2 = 75 in.Group 2 = C2 = (50 in. × 2 + 6) / 2 = 53 in.Group 3 = C3 = (50 in. × 2) / 2 = 50 in.

Group 1 = D1 = 75 in. + 44 in. = 119 in.Group 2 = D2 = 53 in. + 44 in. = 97 in.Group 3 = D3 = 50 in. + 44 in. = 94 in.

E = 72,800 lb

Group 1 = F1 = 19 rolls × 3 layers × 2,500 lb = 142,500 lbGroup 2 = F2 = 4 rolls × 2 layers × 2,500 lb = 20,000 lbGroup 3 = F3 = 6 rolls × 2 layers × 2,500 lb = 30,000 lb

Combined CG B E D1 F1 D2 F2 D3 F3 + + +E F1 F2 F3+ + +

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

58 72 800 119.5 142 500 97 20 000 94 30 000 + + +72 800 142 500 20 000 30 000+ + +

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

97.8 in. above top of rail (ATR)=


LOADING CONSIDERATIONS

4.0 LOADING CONSIDERATIONS

4.1 This section is intended to provide the reader with useful information on how the size of paper rolls may influence loading and securement decisions. The successful use of the load patterns depicted in paragraph 8.0 depend on the user’s understanding of the relationship of a number of significant variables, including roll diameter, roll diameter tolerances, car width, and car length. Variations to these metrics can have a significant influence on the success or failure of any given loading pattern.

4.2 The single most important factor when planning a roll paper load is roll diameter. The roll diameter will, in part, determine the possible loading pattern(s). Also consider if the diameter is given as nominal, and specifically what the tolerances (±) are to this nominal diameter.

4.3 The next important consideration in load planning is the interior dimensions of the railcar, especially the cars’ width. Combined with the roll diameter, these two metrics determine the possible loading pattern(s). Interior car dimensions may also be modified by use of filler material, such as sidewall filler panels.

4.4 A boxcars interior width may vary based on the distance above the floor that it is measured. Cars may exhibit “bulging” sidewalls that measure wider at mid-height than at the floor. This results when 2-1-2 roll loading patterns of multiple layer loads are repeatedly used in the same railcar. These patterns transfer a significant portion of lengthwise energy laterally into the car sidewall at their weakest point. Floor-loaded rolls are restricted from outward movement by the reinforced junction of the car floor and sidewall.

4.5 Given these two possible metric variations and tolerances, the loading patterns depicted in paragraph 8.0 of this best practice offer relative reference points to guide the user. These patterns are computer generated based on fixed dimensions and may not correspond directly to specific loading circumstances due to possible deviation in these metrics.

4.6 Paper rolls are produced in a wide variety of sizes and types depending on user requirements. Rolls may be as small as 20 in. in diameter or have up to 84 in. or larger diameters. Roll widths also may range from 4 in. up to 120 in. or larger.

4.7 Large-diameter rolls are ones whose diameter is greater than one half the railcar interior width. These rolls are loaded in a 1-1 offset pattern and present the greatest challenges for securing.

4.8 Rolls whose diameter is approximately equal to one half the railcar width shall also be loaded in a 1-1 offset pattern, which will need to be initiated in the end of the car by using either a sidewall and/or endwall filler to offset the second roll loaded.

4.9 Rolls whose diameter is slightly less than one half the railcar width may be loaded in a 2-2 in-line pattern if lift equipment permits side-by-side roll placement.

4.10 Rolls whose diameter ranges between one third and one half of the railcar interior width may be loaded in either a 2-2 offset or a 2-1-2 pattern. When loading 2-2 offset or 2-1-2 patterns, ensure that each stack in the railcar is the same distance from the endwall to provide a uniform load face for the next stack of rolls. Point rolls should consistently be centered in the railcar to maintain consistent loading throughout the length of the car.

4.11 Rolls whose diameter is slightly less than one third the railcar width may be loaded in a 3-3 in-line pattern if lift equipment permits side-by-side roll placement or in a 3-2-3 pattern.


LOADING CONSIDERATIONS

4.12 Roll pattern loading variations are used to stretch or shrink the length of the load to match the boxcar interior length dimension. Patterns vary by roll dimension. The following are some general guidelines:

• Always maintain at least three points of contact between rolls and other rolls and/or the car walls.

• For rolls whose diameter is less than one half the car width, do not load a single roll against the car end walls.

• Do not load consecutive rolls centered in-line anywhere in the load.• When transitioning from one pattern to another, ensure that the rolls in the same stack

present a uniform load face that is aligned with (parallel to) the railcar’s floor joints.• Align point rolls in 2-1-2 patterns with the car lengthwise of centerline. Ensure that the

two rolls in the same stack in 2-1-2 patterns are of the same diameter.• Use risers to break the strata line for multiple layer loads. See paragraph 5.7.• Center rolls loaded in the doorway area, providing an equal amount of space on each side

between the rolls and the car doors.• For patterns using an inset doorway method, ensure that rolls adjacent to the doorposts

are at least 50% behind the doorposts, inset toward the ends of the car.• When stacking rolls of differing widths, always place smaller-width rolls below wider rolls.


BLOCKING AND BRACING MATERIALS

5.0 BLOCKING AND BRACING MATERIALS

5.1 Steel Strapping

5.1.1 Use the proper combination of steel straps, seals, sealing tools, notches, or crimps to provide a minimum breaking strength of 4,725 lb and 75% joint efficiency for all doorway protection straps.

5.1.2 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.

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

5.1.4 More detailed information regarding steel strapping is available in the Closed Car Loading Guide, Part 1, (formerly Pamphlet No. 14), “Minimum Loading Standards for Freight in General Purpose Boxcars.”NOTE: For the latest updates of approved strapping, go to the TTCI Web site at http://www.aar.com/standards/OpenTop-approvals.html

5.2 Nonmetallic Strapping

5.2.1 Use the proper combination of nonmetallic straps, seals, and sealing tools to provide a minimum breaking strength of 3,285 lb and 75% joint efficiency for all doorway protection straps.

5.2.2 More detailed information regarding nonmetallic strapping is available in the Boxcar Loading Guide, Part 1, (formerly Pamphlet No. 14), Minimum Loading Standards for Freight in General Purpose Boxcars.NOTE: For the latest updates of approved strapping, go to the TTCI Web site at http://www.aar.com/standards/OpenTop-approvals.html

5.3 LumberMore detailed information regarding wood and nailing is available in the Closed Car Loading Guide, Part 1, (formerly Pamphlet No. 14), “Minimum Loading Standards for Freight in General Purpose Boxcars” and the Open Top Loading Rules, Section 1, Appendix D, “Material Mechanica Properties.” All references to lumber refer to nominal sizes.

5.4 Air Bags

5.4.1 Table 5.1 defines five levels of performance for air bags:• Level 1 for air bags as lateral void fillers (and load securement in certain intermodal

applications)• Levels 2 to 5 for air bags as lengthwise void fillers in flat platen-type applications with

varied performance requirementsAir bags meeting Level 2 to 5 requirements fulfills all Level 1 requirements. Levels 4 and 5 may be used in horizontal application per Table 5.1.

Table 5.1 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

http://www.aar.com/standards/OpenTop-approvals.html

http://www.aar.com/standards/OpenTop-approvals.html



5.4.2 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.

5.4.3 Do not reuse airbags.

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

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

5.4.6 For further information, refer to AAR General Information Bulletin No. 9, “Product Performance Profile for air bags.”

5.4.7 See http://www.aar.com/standards/dpls/pfds/PPPPD_Verification_List.pdf for the most current “Product Performance Profile for Air Bags Product Verification List.”

5.5 Rubber 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. (6 mm). Use friction mats as specified in specific loading methods.

5.5.1 Rubber mats used between layers of rolls should cover a minimum of 50% of the surface area of the rolls and be no less than 2 mm thick.

5.5.2 Rubber mats used as doorway protection should completely cover the floor of the car beneath the doorway rolls and have their outer edge folded under a minimum of 2 in. at the doorway. Do not overlap mats.

Figure 5.1 Rubber mat symbols

5.5.3 Do not use rubber mats that are torn or otherwise damaged in any way.

5.6 Void Fillers

5.6.1 Use lengthwise fillers having a minimum crush strength of 2,250 psf.

5.6.2 Lengthwise void fillers must be at least 50% of the height of adjacent rolls or stacks of rolls or contact at least 50% of the topmost layer of rolls.

5.6.3 Do not reuse filler material.

5.6.4 In rigidly braced loads (no air bags), secure void filler to adjacent roll if there is a possibility of displacement of the void filler during transit.

Rubber mat between rolls Rubber mat beneath rolls with outer edge folded under

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



5.6.5 Do not use more than three fillers in any one lengthwise void location, including at the end walls. The maximum space filled by void fillers is 12 in. in any one location. The preferred location of lengthwise fillers is between rolls away from air bags. See Figure 5.2.NOTE: Contour panels are not considered filler panels.

Figure 5.2 Void fillers used with contour buffer pads

5.6.6 Contour buffer pads serve to maintain the stability of air bags and are required if void fillers are used adjacent to vertical air bags. Do not use more than a total of three void fillers with the air bag in the same location. Contour pads are not considered void fillers. See Figure 5.3. Place the void fillers in other locations within the load as dictated by car size and roll diameter variations. See appropriate load diagram in paragraph 8.0, “Best Practices Load Plans.”

Figure 5.3 Contour buffer pads used with vertical air bag

VOID FILLER2,250 LB/FT2 MINIMUM CRUSH STRENGTH

CONTOUR BUFFER PAD4,500 LB/FT2 MINIMUM CRUSH STRENGTH



5.6.7 In pulpboard loads, lengthwise voids can be taken up by using an end-wall spacer on the floor between the second roll loaded and the endwall of the car (see Figure 5.4). This prevents the rolls from bypassing each other and becoming wedged at the end of the car.

Figure 5.4 Endwall filler in pulpboard load

5.6.8 Another method of reducing lengthwise space in loads is to use honeycomb spacers on the sidewall of the car adjacent to the first roll loaded (see Figure 5.5). These fillers increase the offset in 1-1 offset patterns. The width of the panel must be at least 6 in. larger than one half of the adjacent roll diameter with a minimum height not less than one half the height of the adjacent roll and have a minimum crush strength of 2,250 lb/ft2.

Figure 5.5 Honeycomb filler along sidewall in pulpboard load

DETAIL OF END WALL BLOCKINGDOUBLE 2 IN. × 4 IN. LUMBER MINIMUM

FILLER PANEL



5.6.9 Wooden 2 × 4s and 2 × 6s also can be used to reduce lengthwise void space in cushion-equipped cars for single layer loads. Position wood fillers on the floor along the sidewall adjacent the endwall, and/or use them on the floor in the doorway area (see Figure 5.6). No more than three pieces may be used to fill any one lengthwise void.

Figure 5.6 Wooden 2 × 4s and 2 × 6s used as lengthwise fillers in cushion equipped cars

5.6.10 Sidewall fillers may be used either to square bowed sidewalls, as a buffer material, or to stretch the load lengthwise in the car. Sidewall void fillers have the same strength requirement as endwall fillers. See Figure 5.7. Keep the thickness of sidewall fillers to a minimum—generally not more than 2 in. thick. Sidewall fillers may be precrushed to square bowed side or endwalls.

Figure 5.7 Sidewall fillers

LENGTHWISE FILLERS2 IN. × 4 IN. × 30 IN. LUMBER

SIDE WALL SPACER2 IN. × 6 IN. × 40 IN. LUMBER LAMINATED



5.7 Risers

5.7.1 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 loads to

• block incomplete layers;• break the strata line in multiple-layer loads of rolls of the same width; and• raise doorway-loaded rolls for dock plate clearance.

5.7.2 Risers may be either a strip, square, or circular in design. See Figure 5.8.

Figure 5.8 Strip, square, and circular risers

5.7.3 Risers used to block incomplete layers should be a minimum of 6 in. tall, but not more than 24 in. tall.

5.7.4 Risers used to break the strata line within a load should be not less than 4 in. and not more than 8 in. in height.

5.7.5 Risers used to raise doorway rolls to allow dock plate placement should be a single riser (not stacked risers) not more than 4 in. in height for loads with more than one layer in the doorway. Risers used under single layer loads in the doorway must be not more than one riser high and not more than 6 in. in height.

5.7.6 Risers used in the doorway to block an incomplete layer cannot be more that 6 in. in height and can be placed only under loads having a single layer in the doorway.

5.7.7 Risers should be appropriately sized to fit under the roll without protruding on any side, but not less than the dimensions shown in Table 5.2.

Table 5.2 Minimum riser sizes for rolls

Roll Diameter (in.)

Strip Riser Length (in.)

Square Riser Length and Width (in.)

Circular Riser Diameter (in.)

40 30 28 30

45 34 32 34

50 38 34 38

58 44 40 44

60 45 42 45

72 54 50 54



5.7.8 Risers must have a combined crush strength greater than or equal to three times the weight that they support.

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

5.7.10 Place strip risers so that their longest dimension is lengthwise of the car. Do not use corrugated strip risers in the doorway area; use only in the ends of the car.

5.7.11 Follow manufacturers’ instructions for proper orientation of square risers. The recommended orientation of square risers is square to the car. Never extend risers beyond the outer edge of the roll.

5.7.12 Laminated risers are acceptable but must meet the minimum required crush strength. Up to four pad risers may be laminated together, but must not exceed a combined height of 24 in.

5.7.13 Do not stack and tape risers together. Only pad-type risers glued together are considered laminated risers. If glued together, the manufacturer of the riser 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 three times the weight or 27,000 lb. 27,000 lb divided by 2.08 ft2 yields minimum compression strength of 12,981 lb/ft2 or 90 psi.

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 three times the weight or 27,000 lb. 27,000 lb divided by 5.44 ft2 yields a minimum compression strength of 4,963 lb/ft2 (35 psi).



5.7.14 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 5.9). This will help to prevent roll override, reduce edge damage opportunities, and increase the performance of dunnage bag application. Risers used to break the strata line should be not less than 4 in. and not more than 8 in. in height. Risers used to break the strata line are not to be used in the doorway.

Figure 5.9 Risers used to break strata line

RISERS


LOAD SECUREMENT

6.0 LOAD SECUREMENT

6.1 Vertical Air Bags

6.1.1 Use bags to fill voids from 4 in. to 12 in. (after inflation, and not including rigid fillers) to ensure maximum performance.

6.1.2 Use bags of appropriate size and level for the weight of the load being secured. See Table 5.1.

6.1.3 Air bags should be a minimum of two-thirds the height of the adjacent stacks they are securing (before inflation). Air bag width should be not less than 12 in. less than the diameter of the adjacent roll. They should not exceed the height of the lading when positioned 1 in. above car floor. Center the bag in relation to roll width and height. Use one bag per row. See Table 5.1.

6.1.4 Use contour buffer pads as needed to provide a uniform load face for the air bag and to prevent bag displacement. See Figure 6.1.

Figure 6.1 Vertical air bags application

6.1.5 Use buffer material 1/2 in. thick or less and of sufficient strength to prevent chafing and to prevent lading from damaging dunnage bags at pinch points between layers.

6.1.6 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.

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

6.1.8 Install bag(s) so that the bottom(s) will be a minimum of 1 in. above the floor after inflation.

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

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

6.1.11 Use clean and dry air to fill dunnage bags.

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


LOAD SECUREMENT

6.2 Horizontal Air Bags

6.2.1 Level 4 and level 5 air bags may be used to fill lengthwise voids in horizontal applications. See paragraph 8.0, “Best Practices Load Plans.” When using horizontal airbags, rolls loaded in the doorway should be aligned along the lengthwise centerline of the car.

6.2.2 Air bags should be a minimum of two-thirds the height of the adjacent stacks they are securing (before inflation). See Figure 6.2. Use buffer material to protect air bags for pinch points at layer interfaces.

Figure 6.2 Horizontal air bags application

6.2.3 Air bags installed horizontally should be at least 6 in. greater than twice the roll diameter in height (or width when installed horizontally).

6.2.4 Use one air bag per layer unless specifically shown in paragraph 8.0, “Best Practices Load Plans.” When using fewer air bags than there are layers of rolls, protect the air bags from the pinch points between layers with buffer material. When using more than one bag in a horizontal application, use bags that are the same size.

6.2.5 Do not use filler panels adjacent to horizontal air bags. If fillers are needed to reduce the space to be filled by air bags, place them between rolls away from where the air bags would be installed.

6.2.6 If the doorway area is loaded with a single layer of rolls greater than 72 in. in width, use two dunnage bags of the same size when installed horizontally.

6.2.7 Use air bags to fill voids from 4 in. to 12 in. (after inflation) to ensure maximum performance.

6.2.8 Use air bags of appropriate size as defined in each loading illustration in paragraph 8.0, “Best Practices Load Plans.”

6.2.9 Air bags should not exceed height of rolls when positioned 1 in. above car floor.

6.2.10 Inflate air bags to 8 psi unless otherwise specified by the manufacturer or in a loading diagram in paragraph 8.0, “Best Practices Load Plans.”

6.3 Securing Incomplete Layers of Paper Rolls

6.3.1 A number of different conditions based on the variables of roll weight, diameter, width, load pattern, and the number of rolls in the incomplete layer influence how to secure incomplete layers.

6.3.2 These guidelines apply to cushioned or standard draft gear boxcar loads.They do not apply to blocking of rolls loaded on their side (T-loading).


LOAD SECUREMENT

6.3.3 For all examples, strapping shall be a minimum Type 1A Grade 5 nonmetallic strap or 1 1/4 in. × 0.029 in. steel strap. Encompass all of the rolls in the incomplete layer with unitizing straps. Secure anchored straps to sidewall anchors and around the face of the incomplete layer. Use strap holders to keep unitizing and anchors straps in position.

6.3.4 When stacking rolls of differing widths, always place smaller-width rolls beneath wider rolls.

6.3.5 Incomplete layers less than two stacks deep are not recommended.

6.3.6 For riser application, refer to paragraph 5.7, “Risers.”

6.3.7 With Blocking Rolls

6.3.7.1 If the roll width is less than or equal to the roll diameter, block incomplete layer by 25% of the roll width, or block a minimum of 6 in. and unitize or anchor the incomplete section.

6.3.7.2 If the roll width is greater than the roll diameter, block incomplete layer by 50% of the roll width, or block a minimum of 6 in. and unitize or anchor the incomplete section.

6.3.8 With 6 in. (Minimum) Blocking Rolls and Unitizing or Anchored StrapsUse one unitizing or anchored strap for rolls of 40 in. width or less and two unitizing or anchored straps for rolls greater than 40 in. width. Place the first strap at the center of the rolls and the second strap one quarter of the height from the top of the rolls.

Figure 6.3 One unitizing or anchored strap for rolls of 40 in. width or less

If… Then… Else…

Roll width is less than or equal to roll diameter

Block incomplete layer by 25% of roll width

Block with 6 in. riser and unitize or anchor.

Roll width is greater than roll diameter

Block incomplete layer by 50% of roll width

Block with 6 in. riser and unitize or anchor.


LOAD SECUREMENT

Figure 6.4 Two unitizing or anchored straps for rolls greater than 40 in. width

6.3.9 Without Blocking Rolls, with Anchored StrapsIncomplete layers secured by anchored straps are not recommended in loading methods that use air bags for lengthwise securement.

For all conditions, join anchored straps around the face of the incomplete layer. The number of straps required is determined by the following:

If… Then…

Width less than or equal to diameter Use one anchored strap for every four stacks of rolls from the endwall.

Width greater than 1.0 to 1.5 times the diameter

Use two anchored straps for every three stacks of rolls from the endwall.

Width greater than 1.5 to 2 times the diameter

Use one anchored strap for every two stacks of rolls from the endwall.

Width greater than 2 times the diameter

Use two anchored straps for every two stacks of rolls from the endwall.


LOAD SECUREMENT

Figure 6.5 Roll width equal to or less than diameter—one anchored strap for every four stacks from endwall

Figure 6.6 Roll width greater than 1.5 to 2 times the diameter—one anchored strap for every two stacks from endwall


LOAD SECUREMENT

6.4 Roll Omission

6.4.1 Load patterns may be modified to suit order requirements by omitting some rolls from the designated loading pattern. This is an option for 40 in., 42 in., and 58 in. diameter roll patterns.

6.4.2 Load single layer loads of 40 in. or 42 in. diameter rolls in a 2-1-2 pattern, with the single, centered rolls omitted as needed.

6.4.3 Load two-layer loads of 40 in. or 42 in. diameter rolls in a 2-1-2 pattern, with the single, centered rolls omitted as needed in the second layer as needed. See Figure 6.7.

Figure 6.7 Roll omission method for 40 in. rolls

6.4.4 Where rolls are to be omitted, place the floor layer roll on riser(s).

6.4.5 Load single-layer loads of 58 in. diameter rolls in a 1-1 offset pattern, with the single rolls omitted as needed in the ends of the car. See Figure 6.8.

Figure 6.8 Roll omission method for 58 in. rolls

6.4.6 Before loading, place one 2 in. × 6 in. × 44 in. (minimum length) spacer board upright against opposite sidewalls at each end of the car. Secure to prevent displacement.

6.4.7 Load the first roll in each end of the car against these spacer boards. Continue loading in a 1-1 offset pattern.

6.4.8 Place an additional 2 in. × 6 in. × 36 in. (minimum length) spacer boards between roll 11 and the car sidewall and secure to prevent displacement.


LOAD SECUREMENT

6.4.9 Load remaining rolls and secure with any AAR-approved method.

6.5 Mixed Load Patterns of the Same Diameter Rolls

6.5.1 In certain cases, it may be necessary to use more than one loading pattern to optimize the load. See Figure 6.9.

6.5.2 For load stability, it is essential to maintain roll alignment stack by stack lengthwise in the car, especially in the doorway area where securement is typically applied.

6.5.3 Use filler material as needed to realign rolls.

Figure 6.9 Pattern variations

6.6 On-Side Loading (Also Referred to as Bilge or “T” Loading)

6.6.1 Under certain conditions, rolls may be loaded in their rolling direction lengthwise of a car (cores crosswise).

6.6.2 Use only cushion-equipped boxcars when loading rolls on-side.

6.6.3 Load rolls in two layers, tightly lengthwise of the car. Figure 6.10 shows nominal 45 in. diameter rolls in the pattern used for testing this method. The first layer consists of rolls on end in a 2-1-2 pattern. The second layer in the ends of the car consists of rolls on-side.

6.6.4 Center the second-layer on-side rolls crosswise in the car. Use small chocks made of wood or corrugated fiberboard under each roll to keep the roll secure during loading. Place rubber mat or carpet underlayment (anti-skid) material 24 in. wide crosswise to the car under each on-side roll. The second layer may consist of either four rolls in each end of the car or four rolls in one end of the car and five rolls in other end.

6.6.5 Load the point rolls in the first layer immediately beyond the last second layer roll in each end of the car on corrugated fiberboard risers so that they extend 12 in. above the floor layer rolls in the end of the car. Install a large chock block (made by taping corrugated fiberboard risers together) between the blocking roll and the last roll in the second layer. This chock block should be at least 12 in. in height. Use a sufficient number of risers so that the chock fills the space between the blocking roll and the on-side rolls as shown. Bevel the face of the chock contacting the on-side rolls as shown.

ROLL ALIGNMENT CORRECTED AT DOORWAY DUNNAGE WITH FILLER PANELS

ROLL ALIGNMENT NOT MAINTAINED WHERE PATTERN CHANGED


LOAD SECUREMENT

6.6.6 The doorway area may be loaded using any AAR-approved method. Figure 6.9 illustrates a four-roll inset unitized pattern. Make sure the rolls in the doorway are loaded tightly against the adjacent rolls in both ends of the car. If doorway rolls are not tight against the adjacent point rolls, or if lengthwise void exists between the rolls in the four-roll unit, place lengthwise void fillers between the point roll and the rolls in the ends of the cars to reduce the doorway area void. If the point roll is a blocking roll, the size of the chock may need to be adjusted accordingly. Do not rely on unitizing straps to pull the rolls in tight when tensioned.NOTE: It is recommended that shippers notify receivers that these loads contain a partial second layer with the rolls loaded on-side crosswise of the boxcar.

Figure 6.10 On-side loading of 45 in. diameter rolls

BLOCKING ROLLS CORRUGATED BLOCK

1¼ IN. × 0.031 IN. STEEL STRAP

CORRUGATED RISERS

TAPE

RUBBER MATS OR CARPET UNDERLAYMENT MATERIAL


LOAD SECUREMENT

6.6.7 50 in. to 56 in. diameter roll pulpboard may be loaded with an on-side second layer as shown in Figure 6.11.

Figure 6.11 On-side loading of 50 in. to 56 in. diameter rolls

6.6.8 Chock on-side rolls during loading and unloading operations for loaders’ and unloaders’ personal safety.

6.6.9 In 50 ft cars, units consist of a maximum of four rolls in each end of the car when 50 in. diameter pulpboard is loaded. When 56 in. diameter pulpboard is loaded, upper units shall consist of a maximum of four rolls in one end of the car and a maximum of three rolls in the other end.

6.6.10 In 60 ft cars, units consist of a maximum of five rolls in each end of the car for either 50 in. or 56 in. diameter rolls of pulpboard.

6.6.11 Place on-side rolls so that crosswise voids are approximately equal at both sides of the car.

6.6.12 Blocking rolls shall be a minimum of 8 in. taller than those rolls placed under on-side rolls.

6.6.13 Unitize on-side rolls in each end of the car with two 1¼ in. × 0.029 in. steel straps.

6.6.14 Use lumber pieces, 1 in. × 4 in., as spacers for application of seals. Attach straps to these 2 in. × 4 in. blocks by staples or other equivalent methods.

KEY ROLL STRAPPING

TOP VIEW OF SECOND-LAYER UNITS

56 IN. DIAMETER IN A 50 FT CAR

TOP VIEW OF SECOND-LAYER UNITS

50 IN. AND 56 IN. DIAMETER IN A 60 FT CAR

ROLLS PLACED AGAINST ENDWALL AND CENTERED CROSSWISE OF CAR

8 IN. MIN.

8 IN. MIN.


LOAD SECUREMENT

6.6.15 The doorway area may be loaded using any AAR-approved method. Figure 6.11 illustrates a 1-2-1 pattern used in a doorway to facilitate use of key-roll strapping. Use two straps for each two-roll key. Load remaining rolls in the car in a 2-2-2 pattern for placement of on-side rolls.

6.6.16 58 in. diameter roll pulpboard may be loaded on-side by any one of three different methods:

• Using tall blocking rolls• Using corrugated fiberboard chocks• Using blocking rolls and unitizing straps

6.6.16.1 Tall Blocking Rolls

6.6.16.1.1 To use tall blocking rolls, start by loading the floor layer rolls on end using any AAR-approved method.

6.6.16.1.2 Load the on-side rolls (three in one end and four in the other) in the center of the car with rolls in the first stack against the endwall. Place rolls so that crosswise voids are approximately equal at both sides of the car.

6.6.16.1.3 Chock on-side rolls during loading and unloading operations for loaders’ and unloaders’ personal safety.

6.6.16.1.4 If the on-end roll used for the blocking roll does not block at least 50% of the on-side roll, use a riser under the blocking roll. This will act as a block to prevent movement of the second-layer rolls. Continue loading remaining rolls. See Figure 6.12.

Figure 6.12 On-side loading of 58 in. diameter rolls using blocking rolls

6.6.16.1.5 When blocking rolls consist of two rolls stacked, the next stack of rolls must also block at least 50% of the two-roll stack.

6.6.16.1.6 Complete loading using any AAR-approved method using air bags or full-height filler panels to fill remaining lengthwise space in the doorway.

CAUTION: USE TEMPORARY CHOCK BLOCKS 4 IN. × 6 IN. × 8 IN. TO SECURE ON-SIDE ROLLS DURING LOADING AND UNLOADING

BLOCKING ROLLS MUST BE HIGHER THAN CENTER OF

ROLLS ON THEIR SIDES

INCOMPLETE LAYER ON-SIDE ROLLS

ON-END ROLLS


LOAD SECUREMENT

6.6.16.2 Corrugated Fiberboard Chocks

6.6.16.2.1 To use corrugated chocks, start by loading the floor layer rolls on end using any AAR-approved method.

6.6.16.2.2 Secure on-side second layer rolls in each end of the car with chocks constructed from multiple layers of triple-wall corrugated fiberboard glued together. Each sheet of triple wall has a puncture strength of 1,100 lb. The chocks are 14 in. long at the bottom, 14 in. high at the back, and 8.5 in. wide. The face of the chocks is contoured to fit the rolls. Each chock has double-faced splicing tape on its face to attach the chock to the adjacent on-side roll. See Figure 6.13.

Figure 6.13 On-side loading of 58 in. diameter rolls using corrugated chocks

6.6.16.2.3 Position a fiberboard chock at the endwall end of each second-layer section. Center the chock on the first layer roll at the endwall.

6.6.16.2.4 Load the on-side rolls against opposite sidewalls in each end of the car. Place the on-side rolls against the same sidewall as the first-layer roll at the endwall in each end of the car. Use chocks with on-side rolls during loading operations for loaders’ personal safety.

6.6.16.2.5 Position a chock at the doorway end of each second-layer section. Center the chock on the first-layer roll directly under the roll being chocked. This centers the chock at the doorway end on the apex of the blocking roll.

6.6.16.2.6 Blocking rolls shall extend the full height of the back of the chock (14 in.). Use risers if blocking rolls are not of sufficient width to provide the required blocking.

6.6.16.2.7 Complete loading using any AAR-approved air bag application method.

CHOCKS

APPROPRIATE LEVEL D.I.D. BAGS

BLOCKING ROLLS

DOUBLE-FACED TAPE

CHOCK


LOAD SECUREMENT

6.6.16.3 Blocking Rolls and Unitizing Straps

6.6.16.3.1 To use blocking rolls and unitizing straps, start by loading the floor-layer rolls on end using any AAR-approved method.

6.6.16.3.2 Load the on-side rolls (three each end, maximum 50 ft 6 in. boxcar, four each end, maximum 60 ft 6 in. boxcar) against the sidewall. See Figure 6.14.

Figure 6.14 On-side loading of 58 in. diameter rolls using blocking rolls and unitizing straps

6.6.16.3.3 Chock on-side rolls only during loading and unloading operations for loaders’ and unloaders’ personal safety.

6.6.16.3.4 Use two unitizing straps per unit. Unitizing straps shall be 1¼ in. × 0.029 in. or equivalent steel, non-lubricated straps. Use two friction seals per strap with two crimps per seal.

6.6.16.3.5 Use 2 in. × 4 in. lumber pieces as spacers under the unitizing straps for application of seals. Attach straps to these 2 in. × 4 in. blocks by staples or other equivalent methods.

6.6.16.3.6 Blocking rolls shall extend a minimum of 12 in. above those rolls placed under on-side rolls.

BLOCKING ROLLS EXTEND A MINIMUM OF 12� IN. ABOVE ADJACENT ROLLS SUPPORTING ON-SIDE ROLLS


LOAD SECUREMENT

6.6.16.3.7 Complete loading using any AAR-approved method. See Figure 6.15.

Figure 6.15 Completed on-side loading of 58 in. diameter rolls using blocking rolls and unitizing straps

6.7 Anchored Loads

6.7.1 This loading method is intended for use with wide rolls of printing paper, up to 132 in. in width, and is suitable for 50 ft and 60 ft long cushion-equipped boxcars. Total load weight is not to exceed 205,000 lb.

6.7.2 For loads weighing up to 205,000 lb, secure seven type 1A, grade 5, nonmetallic straps to the last two wall posts at each sidewall of each end of the car as shown in Figure 6.16. Install straps as closely as possible to the following heights from floor: 15 in.; 60 in.; 90 in.; 100 in.; 110 in.; 120 in.; 130 in. Regardless of roll width, position the topmost five straps above the midline of the rolls with the topmost strap positioned as close to the top of rolls as wall anchors permit. Stagger anchor location as shown. Use wall anchor locations that are behind the last stack of rolls placed adjacent to the sidewalls.

Figure 6.16 Anchored load weighing up to 205,000 lb

BLOCKING ROLL MINIMUM 12 IN.

UNITIZED ON-SIDE ROLLS LOADED AGAINST SIDE WALL WHERE SPACERS ARE PLACED

SIDE WALL SPACER, THREE2 IN. × 4 IN. × 40 IN. LAMINATED LUMBER

2 IN. × 4 IN. × 30 IN. VOID FILLERS

SIDE WALL SPACER, ALTERNATE, PERMANENTLY EQUIPPED BOXCAR


LOAD SECUREMENT

6.7.3 For loads weighing up to 180,000 lb, use six type 1A, grade 5, nonmetallic straps. Install straps at heights of 13 in., 40.5 in., 56.5 in., 84.5 in., 100.5 in., and 118 in. above the car floor. Stagger anchor location as shown in Figure 6.17. Use wall anchor locations that are behind the last stack of rolls placed adjacent to the sidewalls. Secure straps to wall anchors using an approved securement method. Tension straps and apply buckles per manufacturer’s instructions.

Figure 6.17 Anchored load up to 180,000 lb

6.7.4 Secure each strap to the wall anchor by looping the strap three times around the anchor point, pulling the inside end of the strap out of the anchor while pulling the strap tight around the anchor, splitting this “inside end” and knotting it.

6.7.5 Tape all straps in position to each sidewall at each end of the boxcar to facilitate loading.

6.7.6 When loading is completed in each end, join and tension the straps using the correct buckle and tensioning tools in accordance with manufacturer’s instructions. It is important that the buckle be applied properly to maintain strap tension.

6.7.7 Tension the anchor straps from the bottom strap up to the top strap. Repeat the procedure after all straps are tensioned, starting again with the bottom strap and going to the top strap to equalize the tension in the straps.

6.7.8 Apply strap hangers or tape the straps to the rolls to minimize slippage of the straps.


DOORWAY PROTECTION

7.0 DOORWAY PROTECTION

7.1 Rule 7, AAR Circular No. 42-K

7.1.1 Load rolls with methods that tighten the load lengthwise in the car to prevent sideways movement of rolls.

7.1.2 Do not use dunnage materials as a spacer between the car doors and the rolls except as indicated in approved load plans (40, 42, 58, and 60-in. diameters), for single layer loads only.

7.1.3 Ensure there is space left between the rolls and the doors.

7.2 Wood

7.2.1 Wood doorway protection may be applied for single-layer loads for sliding doors up to 10 ft wide, as shown in Figure 7.1. Apply lumber flush with the inside of the door posts. Cut lumber 1/8 in. to 1/4 in. longer than the door opening and wedge it between the door posts.

Figure 7.1 Wood doorway protection for a single-layer load

7.3 Roll Cores

7.3.1 This method of doorway protection is approved for use for sliding doors up to 10 ft wide only in loads of 58 in. diameter roll pulpboard loaded in a 1-1 offset pattern with a single layer in the doorway area and utilizing lumber, corrugated fiberboard risers, roll cores, or other approved void fillers to fill lengthwise void in the doorway area. Do not use air bags for load securement with this doorway protection method.

7.3.2 Cores used for doorway protection shall have average crush strength of 4,800 lb when the load is applied over a 6 in. long segment of the core.

7.3.3 Load rolls in the ends of the boxcar in a 1-1 offset pattern. Use endwall or sidewall blocking as specified in AAR-approved loading methods.

7.3.4 Lumber, corrugated risers, roll cores, or other approved void fillers meeting published AAR requirements shall be used to fill lengthwise void in the doorway area.

“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.”

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

THAN DOOR WIDTH AND WEDGE IN PLACE.


DOORWAY PROTECTION

7.3.5 Apply cores flush with the inside of the doorposts. Cut the cores 3/4 in. longer than the door opening or of sufficient length so that they wedge tightly between the doorposts and are flush with the floor as shown in Figure 7.2.

Figure 7.2 Fiberboard core wedged between doorposts

7.4 Steel Strapping

7.4.1 Use 1¼ in. × 0.029 in. steel straps or equivalent attached to permanent side-wall anchors for doorway protection. See Figure 7.3.

Figure 7.3 Steel strap doorway protection

7.4.2 Use one steel strap opposite each layer for rolls less than 25 in. in width; two or more straps for roll widths greater than 25 in. Use sheets of fiberboard placed over straps and anchors as needed to protect lading.

FIBERBOARD

SEAL

1¼ × 0.029 IN. STEEL STRAP OR EQUIVALENT


DOORWAY PROTECTION

7.5 Nonmetallic Strap

7.5.1 The Type 1A bonded/woven polyester straps listed in Table 7.1 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 1¼ in. × 0.029 in. steel strap is restricted to maximum door openings of 10 ft in width.

7.5.2 Install straps across the door opening between the doorposts, as shown in Figure 7.4. Use the proper number of straps. Apply uniform tension to all straps so that all straps share the load equally. Distribute straps uniformly spaced vertically across the doorway.

Figure 7.4 Conventional and belt-type strap applications

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

7.5.4 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 7.1 Substitution rate for nonmetallic strap as doorway protection

Company/Size/Strap Designation Grade Application Substitution Rate

Avistrap 112 in. PW 120EH 4 Belt Type (Looped) 3 straps for each steel strap

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

Caristrap 114 in. 105WGSD 4 Belt Type (Looped) 3 straps for each steel strap

Carolina Strapping 114 in. CS-2040 4 Belt Type (Looped) 3 straps for each steel strap

Carolina Strapping 112 in. CS-2055 5 Belt Type (Looped) 2 straps for each steel strap

Cordstrap 114 in. CC 105 4 Belt Type (Looped) 3 straps for each steel strap

Tapex 112 in. 125 WXXH 5 Belt Type (Looped) 2 straps for each steel strap

Southern Strapping 114 in. TY2AW 105 4 Belt Type (Looped) 3 straps for each steel strap

Caristrap Carilash AG50 Type 1A 7 Belt Type (Looped) 2 straps for each steel strap

Complete Packaging Systems CPS125 with ladder-type buckle G5-HDB12C

5 Belt Type (Looped) 2 straps for each steel strap

Complete Packaging Systems CPS105 with ladder-type buckle G5-HDB10C

4 Belt Type (Looped) 3 straps for each steel strap

STRAP ENDS TENSIONED AND SEALED

STRAP ENDS TENSIONED AND SEALED

CONVENTIONAL STRAP APPLICATION BELT-TYPE STRAP APPLICATION


DOORWAY PROTECTION

7.6 Key Lock Strapping

7.6.1 Key lock strapping is a means of unitizing groups of rolls in the doorway area. Key lock strapping may be used for taking up lengthwise space between rolls and, in some instances, may also serve as doorway protection. See paragraph 8.0, “Best Practices Load Plans.”

7.6.2 Key lock straps unite two or more rolls on opposite sides of the railcar to prevent lateral movement and also may be used to take up unfilled lengthwise space in the car. The most common key roll strapping method unites two rolls. See Figure 7.5.

Figure 7.5 Conventional key band doorway protection

7.6.3 Apply one 1¼ in. × 0.029 in. steel strap or one type 1A, Grade 5, nonmetallic strap per layer for rolls less than 36 in. in width. Apply two straps per layer for rolls greater than 36 in. in width or when the doorway is a single layer.

7.6.4 Key lock straps may encircle two, five, or eight rolls in the doorway area. See Figure 7.6.

Figure 7.6 Key roll patterns for 40-in. to 42-in.-diameter rolls

FIVE-ROLL KEY TWO-ROLL KEY WITHIN AN EIGHT-ROLL KEY

Rolls with Like Cross-Hatch Unitized

TWO-ROLL AND FIVE-ROLL KEY THREE TWO-ROLL KEYS

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


DOORWAY PROTECTION

7.7 Inset Doorway Loading

7.7.1 The inset doorway loading pattern is a method for eliminating contact between the rolls and the car doors and eliminates the need for additional doorway protection. This method is suitable for 40-in.- to 50-in.-diameter rolls in cars having 10-ft- and 12-ft-wide plug doors and cushion underframes.

7.7.2 The inset doorway loading method is not practical for 40-in.-diameter rolls in cars with 16-ft-wide double doors due to the number of stacks in the doorway area.

7.7.3 Load rolls tightly on end, lengthwise of the car. Any AAR-approved loading pattern may be used in the ends of the car.

7.7.4 Use side and/or endwall fillers, if necessary, to reduce lengthwise void in the doorway area to the required size.

7.7.5 The last stack adjacent to each doorpost is two rolls wide, with rolls placed along the sidewalls. At least one-half of these rolls must extend beyond the adjacent doorposts into each end of car. Figures 7.7, 7.8, and 7.9 illustrate inset loading methods for cars with 10-ft-wide doors.

Figure 7.7 Four-roll inset with air bags

7.7.6 40-in.-diameter rolls require three stacks of rolls to be centered in the doorway area. See Figure 7.8. The group of four centered rolls requires unitizing. See paragraph 7.7.11.

Figure 7.8 Unitized four-roll inset with air bags

7.7.7 Inset doorway loading methods also may use key lock straps for securing the doorway. See Figure 7.9. Apply one 1 1/4 in. × 0.029 in. steel strap or one type 1A, Grade 5, nonmetallic strap per layer for rolls less than 36 in. in width. Apply two straps per layer for rolls greater than 36 in. in width or when the doorway is a single layer.

Figure 7.9 Four- and six-roll inset units

Four-roll unit key Two two-roll unit key

Four-roll inset key lock Six-roll inset key lock


DOORWAY PROTECTION

7.7.8 Inset loading methods for cars having 16-ft-wide double doors require three or four stacks of rolls to be loaded along the longitudinal centerline in the doorway area.

7.7.9 The next stack in each end of the car contains two rolls contacting each other with the point of contact along the longitudinal centerline of the car. Leave a void space of 1 in. when positioning the rolls to allow for insertion of the unitizing straps.

7.7.10 Place the last stack in each end of the doorway area adjacent to the previous stack and aligned along the longitudinal centerline of the car. Again, allow enough space between rolls to insert the unitizing straps.

7.7.11 Unitize the rolls in an “X” or “Figure-8” pattern using Type 1A, Grade 5, nonmetallic strap. See Figures 7.10 and 7.11.Use one unitizing strap per layer for each half of the X” (two straps per layer total) or one “Figure-8” strap per layer. If the doorway load is a single layer with rolls exceeding 36 in. in width, use two “X” pattern or “Figure-8” strap applications. Seal strap using a proper buckle and tensioning tool, following manufacturer’s instructions. Use strap protectors under “X” pattern straps to allow tensioning of the straps and to facilitate removal of the tensioning tools.

Figure 7.10 Figure-8 unitizing straps

TYPE 1A, GRADE 4 STRAPS, ONE PER LAYER

STRAP ENCIRCLES THE TWO OFF-LOADING DOOR ROLLS, CROSSES ITSELF, AND ENCIRCLES THE TWO DOORWAY ROLLS


DOORWAY PROTECTION

Figure 7.11 Four-roll “X” unitizing straps

7.7.12 50-in.-diameter rolls require one set of either an “X” or “Figure-8” pattern unitizing straps as shown in Figure 7.12.

Figure 7.12 One set of four-roll “X” or “Figure-8” unitizing straps

TYPE 1A, GRADE 5 STRAPS, TWO PER LAYER

DOORWAY ROLLS DIAGONALLY OPPOSITE UNITIZED. TENSION BOTH STRAPS SIMULTANEOUSLY.


DOORWAY PROTECTION

7.7.13 42-in.- and 45-in.-diameter rolls require two sets of either an “X” or “Figure-8” pattern unitizing straps as shown in Figure 7.13.

Figure 7.13 Two sets of four-roll “X” or “Figure-8” unitizing straps

7.7.14 As an alternative to “X”or “Figure-8” pattern unitizing straps, unitize the rolls on rubber mats. In this method, the groups of four rolls centered in the doorway are encircled with a unitizing strap. See Figure 7.14.

Figure 7.14 Two sets of four-roll unitizing straps

7.7.15 If the doorway area is two or more layers, position a rubber mat longitudinally between each layer of each doorway stack.

7.7.16 Unitize the rolls using approved type 1A, grade 5, nonmetallic strap. Use one unitizing strap per layer. If the doorway area is loaded in a single layer or with rolls exceeding 36 in. in width, use two unitizing straps. Seal strap using a proper buckle and tensioning tool.


DOORWAY PROTECTION

7.8 Anchored U-Straps (or Key-Anchored Straps)

7.8.1 For rolls larger than 58 in. diameter, U-strap applications may be used for doorway protection. See Figure 7.15.

7.8.2 Use three 1¼ in. × 0.029 in. steel straps or equivalent per layer for rolls 40 in. or less in width. Use a minimum of four straps per layer for rolls greater than 40 in. in width. Regardless of roll width, use a minimum nine straps.

Figure 7.15 Anchored U-strap doorway protection

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


DOORWAY PROTECTION

7.9 Anchored S-Straps

7.9.1 For 58 in. diameter rolls, S-strap applications may be used for doorway protection. See Figure 7.16.

7.9.2 Use one Type 1A, Grade 5, nonmetallic strap or equivalent per layer for rolls 40 in. or less in width. Use a minimum of two straps per layer for rolls greater than 40 in. in width.

Figure 7.16 Anchored S-strap doorway protection

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

BUILT UP 2 IN. × 6 IN. LENGTHWISE VOID FILLERS (BOTH ROWS)

1¼ IN. APPROVED NON-METALLIC STRAPS SECURED TO DIAGONAL DOOR POSTS

BUILT UP 2 IN. × 6 IN. SPACER (4½ IN. DEPTH)


DOORWAY PROTECTION

7.10 Rubber Mats

7.10.1 Rubber mat doorway protection is approved for use in loads of 58-in.-diameter roll pulpboard loaded in a 1-1 offset pattern and utilizing full-height longitudinal void fillers to fill lengthwise void in the doorway area. Loads must have roll-to-roll centerline contact lengthwise in the car. Use side or end wall fillers, such as P blocks, to initiate pattern offset.

7.10.2 This loading method was tested in boxcars having 50 ft 6 in. and 60 ft 9 in. inside lengths with 10-ft-wide single to 16-ft-wide double-plug and sliding doors.

7.10.3 Rubber mats 2 mm thick are positioned to cover the entire area under the doorway rolls as shown in Figure 7.17. Do not overlap the doorway mats.

Figure 7.17 Rubber mat doorway protection

7.10.4 Fold the outer edge of the mats under a minimum of 2 in., and load the doorway rolls on the mats. Fill the remaining lengthwise void in the doorway area using full-height void fillers having crush strength of 2,250 lb/ft².

7.10.5 Rubber mat doorway protection is also approved for 60 in. diameter rolls of stretch-wrapped cellulose loaded in a 1-1 offset pattern and utilizing full-height longitudinal void fillers to fill lengthwise void in the doorway area. Do not use air bags for load securement with this doorway protection method. Use this method only in boxcars with end-of-car cushioning.

OUTER EDGE FOLDED OVER 2 IN. ON BOTH SIDES OF RAILCAR RUBBER MATTING

DOUBLE-DOOR CAR

SINGLE-DOOR CAR

FULL-HEIGHT VOID FILLERS

RUBBER MATTING


DOORWAY PROTECTION

7.10.6 Rubber mat doorway protection is also approved for use in loads of 58-in.-diameter roll pulpboard loaded in a single layer in the doorway in a 1-1 offset pattern and utilizing airbags fillers to fill lengthwise void in the doorway area. Loads must have roll-to-roll centerline contact lengthwise in the car. Use side or end wall fillers, such as P blocks, to initiate pattern offset. Use this method only in boxcars with end-of-car cushioning.

• Filler panels shall be a minimum of 36 in. in width, and should extend to the full height of the adjacent stack of rolls. Use additional fillers as required for cars with 9 ft 7 in. inside width.

• Position rubber mats, 48 in. × 52 in. × 2 mm thick, to cover the area under the doorway rolls as shown in Figure 7.18. Do not overlap the doorway mats.

• Fold under the outer edge of the mats a minimum of 2 in. and load the doorway rolls on the mats.

Figure 7.18 58-in.-diameter rolls in a 60 ft 9 in. boxcar with airbags for lengthwise fillers

FILLER PANEL OR END WALL BLOCK USED TO INITIATE

PATTERN OFFSET

FILLER PANELS PLACED BETWEEN ROLLS AWAY FROM AIR BAG

VERTICAL AIRBAGS PLACED BETWEEN DOORWAY ROLLS, ONE PER ROW. INFLATE TO MANUFACTURER’S SPECIFICATIONS.

RUBBER MATS PLACED BENEATH DOORWAY ROLLS WITH OUTER EDGES FOLDED UNDERNEATH


DOORWAY PROTECTION

7.10.7 Rubber mat doorway protection is approved for use in loads of 58-in.-diameter roll pulpboard loaded in two layers in the doorway in a 1-1 offset pattern and utilizing full-height longitudinal void fillers to fill lengthwise void in the doorway area. Do not use air bags for load securement with this doorway protection method unless specified in an approved pattern. Loads must have roll-to-roll centerline contact lengthwise in the car. Use side or end wall fillers, such as P blocks, to initiate pattern offset. Use this method only in boxcars with end-of-car cushioning and single plug doors.

• Filler panels shall be a minimum of 36 in. in width, and should extend to the full height of the adjacent stack of rolls. Use additional fillers as required for cars with 9 ft 7 in. inside width.

• Position rubber mats, 48 in. × 52 in. × 2 mm thick, to cover the area under the doorway rolls as shown in Figure 7.19. Do not overlap the doorway mats.

• Fold under the outer edge of the mats a minimum of 2 in. and load the doorway rolls on the mats.

Figure 7.19 58-in.-diameter rolls loaded in two layers in a 60 ft 9 in. boxcar with rigid lengthwise fillers

USE APPROPRIATE END OR SIDEWALL FILLER (NOT SHOWN) TO INITIATE AND

MAINTAIN 1-1 PATTERN OFFSET AT BOTH ENDS OF THE LOAD

RIGID LENGTHWISE FILLERS

RUBBER MATS BETWEEN ALL DOORWAY LAYERS AND

BENEATH ALL DOORWAY ROLLS


DOORWAY PROTECTION

7.11 Exceptions

7.11.1 Paper rolls having a nominal diameter of 45 in. or less loaded in cushion equipped, cars with 10-ft-wide plug doors do not require doorway protection.

• Cars must be equipped with a minimum 15 in. end-of-car cushioning device or a sliding center sill.

• Loading pattern must be secured using an AAR-approved method.

7.11.2 Rolls of 58-in.-diameter pulpboard loaded in cushion-equipped cars with 10-ft- to 16-ft-wide plug doors do not require doorway protection when loaded on end in a 1-1 offset pattern in the car and secured with lengthwise void fillers to fill remaining lengthwise space in the load. See Figure 7.20.

• Loads must have roll-to-roll centerline contact lengthwise in the car.• Air bags may not be used to fill lengthwise space unless specified in an approved pattern.• The doorway area of the load may only be a single layer in height.

Figure 7.20 Example 58-in. diameter load in a 60-ft. 9-in. boxcar

LENGTHWISE FILLERS REQUIRED

FILLERS REQUIRED TO INITIATE PATTERN OFFSET (EITHER SIDE WALL PANEL OR END WALL BLOCK)


BEST PRACTICES LOAD PLANS

8.0 BEST PRACTICES LOAD PLANS

8.1 How to Use This Section

8.1.1 This section is divided into chapters defined by car size and roll diameter for the following combinations:

• 40 in., 42 in., 45 in., 50 in., 58 in., 60 in., and 72 in. diameter roll paper in 50 ft boxcars• 40 in., 42 in., 45 in., 48 in., 50 in., 58 in., 60 in., 72 in., and 84 in. diameter roll paper in 60

ft boxcars

8.1.2 Each chapter begins with a reference table indicating car size, number of roll floor spots, and securement method. Each load plan number is hyperlinked for easy access, as are the paragraph reference numbers, which provide a link to detailed instructions specific to the securement method depicted.

8.1.3 Each loading method is in plan view with graphic symbols used to designate securement methods and materials. When doorway protection is required, the table associated with each load plan will specify the type, also hyperlinked. This table also identifies the railcar's suitable draft gear type, either standard or cushion underframe.

8.1.4 Hypertexted Links to Load Plans

8.2 Load Plans—50 ft Cars8.2.1 50 ft Car—40 in. Diameter Rolls8.2.2 50 ft Car—42 in. Diameter Rolls8.2.3 50 ft Car—45 in. Diameter Rolls8.2.4 50 ft Car—50 in. Diameter Rolls8.2.5 50 ft Car—58 in. Diameter Rolls8.2.6 50 ft Car—60 in. Diameter Rolls8.2.7 50 ft Car—72 in. Diameter Rolls

8.3 Load Plans—60 ft Cars8.3.1 60 ft Car—40 in. Diameter Rolls8.3.2 60 ft Car—42 in. Diameter Rolls8.3.3 60 ft Car—45 in. Diameter Rolls8.3.4 60 ft Car—448 in. Diameter Rolls8.3.5 60 ft Car—50 in. Diameter Rolls8.3.6 60 ft Car—58 in. Diameter Rolls8.3.7 60 ft Car—60 in. Diameter Rolls8.3.8 60 ft Car—72 in. Diameter Rolls8.3.9 60 ft Car—84 in. Diameter Rolls



8.1.5 Symbol Explanations

Shaded areas indicate unitized rolls. Different fill patterns are used to indicate which rolls are secured together. At far left, two 2-roll key straps are used to unitize diagonally opposite rolls. At right, all four rolls are unitized within the same strap.

Reference paragraph 7.7

Shading indicates a 5-roll key application adjacent to a 2-roll key strap.


Vertical dunnage with contour buffer pads.


Horizontal dunnage bags. Do not use fillers panels adjacent to horizontal air bags. To protect from pinch points, use fiberboard sheets at roll layer intersections.


Endwall filler.

Reference paragraph 5.6.5

Side wall filler or spacer.




Filler between rolls.


Lumber between rolls.


Rubber mats placed beneath stacked rolls.


Rubber mats placed between stacked rolls.


Rubber mats placed beneath rolls with their outer edge folded under.






50 FT CAR—40 IN. DIAMETER ROLLS BEST PRACTICES LOAD PLANS

8. > BEST PRACTICES LOAD PLANS8.2 Load Plans—50 ft Cars

8.2.1 50 ft Car—40 in. Diameter Rolls

Section Title Page

8.2.1 50 ft Car—40 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–58.2.2 50 ft Car—42 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–138.2.3 50 ft Car—45 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–178.2.4 50 ft Car—50 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–218.2.5 50 ft Car—58 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–278.2.6 50 ft Car—60 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–338.2.7 50 ft Car—72 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–35

Load Plan Number Car Size Floor Spots Securement

Paragraph Reference Number

8.2.1.1 50' 6" × 9' 2" 44 Roll Vertical dunnage bags 6.18.2.1.2 50' 6" × 9' 2" 43 Roll Vertical dunnage bags 6.1, 6.48.2.1.3 50' 6" × 9' 2" 42 Roll Vertical dunnage bags 6.18.2.1.4 50' 6" × 9' 4" 44 Roll Vertical dunnage bags 6.18.2.1.5 50' 6" × 9' 4" 43 Roll Vertical dunnage bags 6.18.2.1.6 50' 6" × 9' 4" 42 Roll Vertical dunnage bags 6.18.2.1.7 50' 6" × 9' 6" 44 Roll Vertical dunnage bags 6.18.2.1.8 50' 6" × 9' 6" 43 Roll Vertical dunnage bags 6.18.2.1.9 50' 6" × 9' 6" 42 Roll Vertical dunnage bags 6.18.2.1.10 50' 6" × 9' 2" 38 Roll Non-metallic banding and

horizontal dunnage bags5.6, 6.2

8.2.1.11 50' 6" × 9' 4" 38 Roll Non-metallic banding and horizontal dunnage bags

5.6, 6.2


5.6, 6.2

8.2.1.13 50' 6" × 9' 2" 44 Roll Steel banding 7.68.2.1.14 50' 6" × 9' 2" 43 Roll Steel banding 7.68.2.1.15 50' 6" × 9' 2" 42 Roll Steel banding 7.68.2.1.16 50' 6" × 9' 4" 44 Roll Steel banding 7.68.2.1.17 50' 6" × 9' 4" 43 Roll Steel banding 7.68.2.1.18 50' 6" × 9' 4" 42 Roll Steel banding 7.68.2.1.19 50' 6" × 9' 6" 44 Roll Steel banding 7.68.2.1.20 50' 6" × 9' 6" 43 Roll Steel banding 7.68.2.1.21 50' 6" × 9' 6" 42 Roll Steel banding 7.6


BEST PRACTICES LOAD PLANS 50 FT CAR—40 IN. DIAMETER ROLLS

8.2.1.1 40 in. Diameter 50-6 × 9-2 Railcar Dunnage Bag Application 44 Floor Spots



Reference paragraphs 6.1, 6.4



Suitable Door TypesDoorway

ProtectionMaximum Door

Width Suitable Draft Gear Type

Single sliding 7.4/7.5 12 Cushion underframe Single plug No 12



Width (ft) Suitable Draft Gear Type
















































8.2.1.10 40 in. Diameter 50-6 × 9-2 Railcar Non-Metallic Band 38 Floor Spots









Single sliding 7.7.11 12 Cushion underframe Single plug 7.7.11 12











8.2.1.13 40 in. Diameter 50-6 × 9-2 Railcar Steel Band Application 44 Floor Spots









Single sliding 7.6 12 Cushion underframe Single plug 7.6 12
































Reference paragraphs 7.6



















8. > BEST PRACTICES LOAD PLANS8.2.2 50 ft Car—42 in. Diameter Rolls




6.2

8.2.2.2 50' 6" × 9' 2" 35 Roll Steel banding 7.68.2.2.3 50' 6" × 9' 6" 38 Roll Horizontal dunnage bags 6.28.2.2.4 50' 6" × 9' 6" 39 Roll Vertical dunnage bags 6.1




















Single sliding 7.4/7.5 10 Cushion underframe Single plug 7.7 10

















8.2.3.1 50' 6" × 9' 4" 28 Roll Horizontal dunnage bags 6.28.2.3.2 50' 6" × 9' 2" 28 Roll Non-metallic banding and

horizontal dunnage bags6.2


6.2

8.2.3.4 50' 6" × 9' 2" 29 Roll Steel banding 7.68.2.3.5 50' 6" × 9' 2" 28 Roll Steel banding 7.68.2.3.6 50' 6" × 9' 4" 29 Roll Steel banding 7.68.2.3.7 50' 6" × 9' 6" 30 Roll Steel banding 7.6






















































8.2.4.1 50' 6" × 9' 2" 24 Roll Horizontal dunnage bags 6.28.2.4.2 50' 6" × 9' 4" 24 Roll Horizontal dunnage bags 6.28.2.4.3 50' 6" × 9' 6" 24 Roll Horizontal dunnage bags 6.28.2.4.4 50' 6" × variable width 24 Roll Horizontal dunnage bags 6.2, 5.6.108.2.4.5 50' 6" × 9' 2" 24 Roll Non-metallic banding 7.68.2.4.6 50' 6" × 9' 2" 23 Roll Non-metallic banding 7.68.2.4.7 50' 6" × 9' 4" 23 Roll Non-metallic banding 7.68.2.4.8 50' 6" × 9' 6" 24 Roll Non-metallic banding 7.68.2.4.9 50' 6" × 9' 2" 24 Roll Steel banding 7.68.2.4.10 50' 6" × 9' 2" 23 Roll Steel banding 7.68.2.4.11 50' 6" × 9' 4" 23 Roll Steel banding 7.68.2.4.12 50' 6" × 9' 6" 24 Roll Steel banding 7.6























8.2.4.4 50 in. Diameter 50-6 × Variable Width RailcarHorizontal Dunnage Bag Application 24 Floor Spots

Reference paragraphs 6.2 and 5.6.10
























Single sliding 7.6 12 Cushion underframe Double sliding 7.6 16 Single plug 7.6 12 Double plug 7.6 16 Combination 7.6 16








































8.2.5.1 50' 6" × 9' 2" 19 Roll Vertical dunnage bags 5.6.7–5.6.9, 6.18.2.5.2 50' 6" × 9' 4" 20 Roll Vertical dunnage bags 5.6.7–5.6.9, 6.18.2.5.3 50' 6" × 9' 6" 20 Roll Vertical dunnage bags 5.6.7–5.6.9, 6.18.2.5.4 50' 6" × 9' 4" 20 Roll Lumber or fiber filler 5.6.7–5.6.98.2.5.5 50' 6" × 9' 6" 20 Roll Lumber or fiber filler 5.6.7–5.6.98.2.5.6 50' 6" × 9' 6" 20 Roll Fiber filler with rubber mats 5.5.2, 5.6, 5.6.7– 5.6.98.2.5.7 50' 6" × 9' 6" 20 Roll Fiber filler with rubber mats

and air bags5.5.2, 5.6, 5.6.7– 5.6.9,

6.18.2.5.8 50' 6" × 9' 6" 20 Roll Fiber filler with rubber mats 5.5.1, 5.5.2, 5.6,

5.6.7– 5.6.9




Reference paragraphs 5.6.7, 5.6.8, 5.6.9, and 6.1






Single sliding 7.2/7.4/7.5 12 Cushion underframe Single plug 7.2/7.4/7.5 12




Single sliding 7.2/7.4/7.5 12 Cushion underframe Single plug 7.4/7.5 12





8.2.5.4 58 in. Diameter 50-6 × 9-4 Railcar Lumber Application 20 Floor Spots

Reference paragraphs 5.6.7, 5.6.8, and 5.6.9






Single sliding 7.2/7.4/7.5 12 Cushion underframe Single plug 7.4/7.5/7.10.6 12




Single sliding 7.2/7.3/7.4/7.5/7.10 12 Cushion underframe Single plug 7.4/7.5/7.10/7.11 12




Single sliding 7.2/7.3/7.4/7.5/7.10 12 Cushion underframe Single plug 7.4/7.5/7.10/7.11 12



8.2.5.6 58 in. Diameter 50-6 × 9-6 Railcar Fiber Fillers 20 Floor Spotswith Rubber Mats

Reference paragraphs 5.5.2, 5.6, 5.6.7, 5.6.8, and 5.6.9

8.2.5.7 58 in. Diameter 50-6 × 9-6 Railcar Fiber Fillers 20 Floor Spotswith Rubber Mats and Airbags

Reference paragraphs 5.5.2, 5.6, 5.6.7, 5.6.8, 5.6.9, and 6.1




Single sliding 7.10 12 Standard draft gear Double sliding 7.10 16 Cushion underframe Single plug 7.10 12 Double plug 7.10 16 Combination 7.10 16




Single plug 7.10.6 12 Standard draft gear Double plug 7.10.6 16 Cushion underframe



8.2.5.8 58 in. Diameter 50-6 × 9-6 Railcar Fiber Fillers 20 Floor Spotswith Rubber Mats

Reference paragraphs 5.5.1, 5.5.2, 5.6, 5.6.7, 5.6.8, and 5.6.9




Single plug 7.10.7 10 Cushion underframe









8.2.6.1 50' 6" × 9' 4" 19 Roll Lumber filler 5.6.98.2.6.2 50' 6" × 9' 6" 19 Roll Vertical air bag 6.1










Single sliding 7.2/7.4/7.5/7.10 12 Cushion underframe Single plug 7.4/7.5/7.10 12




Single sliding 7.2/7.4/7.5 12 Cushion underframe Single plug 7.4/7.5 12






8.2.7.1 50' 6" × 9' 6" 10 Roll Key anchor application 7.8



8.2.7.1 72 in. Diameter 50-6 × 9-6 Railcar Key/Anchor Application 10 Floor Spots





Single sliding 7.8 12 Standard draft gear Single plug 7.8 12 Cushion underframe



8. > BEST PRACTICES LOAD PLANS8.3 Load Plans—60 ft Cars

8.3.1 60 ft Car—40 in. Diameter Rolls

Section Title Page

8.3.1 60 ft Car—40 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–378.3.2 60 ft Car—42 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–398.3.3 60 ft Car—45 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–438.3.4 60 ft Car—448 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–478.3.5 60 ft Car—50 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–518.3.6 60 ft Car—58 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–578.3.7 60 ft Car—60 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–638.3.8 60 ft Car—72 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–658.3.9 60 ft Car—84 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–67



8.3.1.1 60' 9" × 9' 6" 51 Roll Vertical dunnage bag application

6.1


6.1

8.3.1.3 60' 9" × 9' 6" 53 Roll Non-metallic band or steel band application

7.6







8.3.1.3 40 in. Diameter 60-9 × 9-6 Railcar Non-Metallic Band or 53 Floor SpotsSteel Band Application



















8.3.2.1 60' 9" × 9' 6" 46 Roll Vertical dunnage bag with rubber mats

5.5.1, 5.6, 6.1

8.3.2.2 60' 9" × 9' 6" 44 Roll Horizontal dunnage bag application

5.6, 6.2


6.2

8.3.2.4 60' 9" × 9' 6" 46 Roll Horizontal air bag and non-metallic band

application

6.2, 7.7

8.3.2.5 60' 9" × 9' 6" 44 Roll Non-metallic or steel band application

7.6



8.3.2.1 42 in. Diameter 60-9 × 9-6 Railcar Vertical Dunnage Bag 46 Floor Spotswith Rubber Mats

Note: Roll damage may occur using this pattern.

Reference paragraphs 5.5.1, 5.6, and 6.1


Reference paragraphs 5.6 and 6.2




Single sliding 7.4/7.5 12 Cushion underframe Single plug No 12 Double plug No 16


































6.2, 7.7.13


5.6, 6.2


6.2


6.2

8.3.3.5 60' 9" × 9' 6" 36 Roll Non-metallic or steel band application

7.6

8.3.3.6 60' 9" × 9' 6" Multiple Roll Wall anchor application 6.7



8.3.3.1 45 in. Diameter 60-9 × 9-6 Railcar Horizontal Dunnage Bag 29 Floor Spots Application









Double sliding 7.7.13 16 Cushion underframe Double plug 7.7.13 16

























8.3.3.6 45 in. Diameter 60-9 × 9-6 Railcar Wall Anchor Multiple Floor Spots(132 in. wide or less) Application





Single sliding No 12 Cushion underframe Double sliding No 16 Single plug No 12 Double plug No 16







6.2


6.2


6.2


6.2






































6.1

8.3.5.2 60' 9" × 9' 6" 28 Roll Horizontal dunnage bag application with rubber mats

5.5.1, 6.2


6.2

8.3.5.4 60' 9" × 9' 6" 29 Roll Horizontal dunnage bag application with rubber mats

5.5.1, 6.2


5.5.1, 6.2


5.5.1, 5.6, 6.2


5.5, 6.2

8.3.5.8 60' 9" × 9' 6" Multiple Roll Wall anchor application 6.7





8.3.5.2 50 in. Diameter 60-9 × 9-6 Railcar Dunnage Bag Application 28 Floor Spotswith Rubber Mats

Reference paragraphs 5.5.1 and 6.2













8.3.5.4 50 in. Diameter 60-9 × 9-6 Railcar Dunnage Bag Application 29 Floor Spotswith Rubber Mats









Single plug 7.7 12 Cushion underframe Double plug 7.7 16






Reference paragraphs 5.5.1, 5.6, and 6.2




Double sliding 7.7 16 Cushion underframe Double plug 7.7 16




Double sliding 7.7 16 Cushion underframe Double plug 7.7 16





8.3.5.8 50 in. Diameter 60-9 × 9-6 Railcar Wall Anchor Multiple Floor Spots(132 in. wide or less) Application





Double sliding 7.7.15 16 Cushion underframe Double plug 7.7.15 16




Single sliding No 12 Cushion underframe Double sliding No 16 Single plug No 12 Double plug No 16










5.6.7–5.6.9, 6.1

8.3.6.2 60' 9" × 9' 6" 24 Roll Vertical dunnage bag application with rubber mats

5.5.2, 5.6.7–5.6.9, 6.1

8.3.6.3 60' 9" × 9' 6" 24 Roll Lumber or corrugated fiber spacer application

5.6.7–5.6.9

8.3.6.4 60' 9" × 9' 6" 24 Roll Lumber or corrugated fiber spacer application

5.6.7–5.6.9

8.3.6.5 60' 9" × 9' 6" 24 Roll Filler panel application with rubber mats

5.5.2, 5.6.7–5.6.9

8.3.6.6 60' 9" × 9' 6" 18 Roll Anchored strap application 5.6.7–5.6.9, 6.78.3.6.7 60' 9" × 9' 6" 24 Roll Vertical dunnage bag

application with rubber mats5.5.1, 5.5.2, 5.6,

5.6.7–5.6.9





8.3.6.2 58 in. Diameter 60-9 × 9-6 Railcar Dunnage Bag Application 24 Floor Spots with Rubber Mats

Reference paragraphs 5.5.2, 5.6.7, 5.6.8, 5.6.9, and 6.1




Single sliding 7.2/7.4/7.5/7.10.6 12 Cushion underframe Single plug 7.10.6 12




Single plug 7.10.6 12 Cushion underframe Double plug 7.10.6 16



8.3.6.3 58 in. Diameter 60-9 × 9-6 Railcar Lumber or Corrugated 24 Floor SpotsFiber Spacer Application


8.3.6.4 58 in. Diameter 60-9 × 9-6 Railcar Lumber or Corrugated 24 Floor SpotsFiber Spacer Application





Single sliding 7.2/7.4/7.5 12 Cushion underframe Double sliding 7.4 16 Single plug No 12 Double plug No 16




Single sliding 7.2/7.4/7.5 12 Cushion underframe Double sliding 7.4 16 Single plug No 12 Double plug No 16



8.3.6.5 58 in. Diameter 60-9 × 9-6 Railcar Filler Panel Application 24 Floor Spotswith Rubber Mats

Reference paragraphs 5.5.2, 5.6.7, 5.6.8, and 5.6.9

8.3.6.6 58 in. Diameter 60-9 × 9-6 Railcar Anchored Strap 18 Floor Spots Application





Single sliding 7.10 12 Standard draft gear Double sliding 7.10 16 Cushion underframe Single plug No 12 Double plug No 16 Combination 7.10 16




Single sliding No 12 Cushion underframe Double sliding No 16 Single plug No 12 Double plug No 16 Combination No 16



8.3.6.7 58 in. Diameter 60-9 × 9-6 Railcar Vertical Dunnage Bag 24 Floor Spots with Rubber Mats

Reference paragraphs 5.5.1, 5.5.2, 5.6, 5.6.7, 5.6.8, and 5.6.9




Single plug 7.10.7 12 Cushion underframe Double plug 7.10.7 16









8.3.7.1 60' 9" × 9' 6" 23 Roll Filler panel application with rubber mats

5.5.2, 5.6



8.3.7.1 60 in. Diameter 60-9 × 9-6 Railcar Filler Panel Application 23 Floor Spotswith Rubber Mats

NOTE: This method is approved only for stretch-wrapped rolls of cellulose.





Single plug 7.10 12 Cushion underframe Double plug 7.10 16






8.3.8.1 60' 9" × 9' 6" 12 Roll Key/anchor application 7.8














8.3.9.1 60' 9" × 9' 6" 9 Roll Key/anchor application 7.88.3.9.2 60' 9" × 9' 6" 9 Roll Anchored S-straps 7.9
















GLOSSARY

9.0 GLOSSARYAir Bags—A bag capable of maintaining a specified air pressure.

Buffer Material—A rigid sheet used to distribute forces from bracing to prevent lading from conforming to the shape of the bracing.

Capacity—The nominal carrying ability of a car in pounds. The capacity is stenciled on the outside of the car.

Car Lining—A surface (wood, plastic, or metal) fastened to the inside of the railcar superstructure forming the finished car interior.

Car Posts—Corner posts, interior posts, and end posts are vertical steel or wood members of car superstructure. The inside and outside sheathing are attached to the car posts.

Chock Blocks—Concave or mitered blocking pieces used to secure rolls in position.

Condensation—Moisture or liquid formed on surfaces due to difference in temperature in surface to ambient air.

Consignee—The company or person to whom articles are shipped (receiver).

Consignor—The company or person by whom articles are shipped (shipper).

Contour Buffer Pad—A fiberboard pad designed to fit the outside curvature of a roll used in conjunction with air bags to prevent rotation of the bags.

Core—A fiber or metal tube onto which finished paper is wound.

Core Plug—A wood, composite, plastic, or steel plug inserted into the ends of the core to provide additional strength.

Crimp-Type Seal Joint—A method of joining two ends of steel strapping by applying pressure to a seal resulting in indentations in both the seal and the strapping.

Cross Brace—A single wood member applied crosswise of car against lading to secure it from lengthwise movement.

Crosswise Void—The difference between the inside width of the rail vehicle and the width of the load.

Crushed Core—The damage that occurs when the core within a roll of paper has been deformed.

Cushion Underframe—Framework of a railcar that carries the weight of the floor and body of the vehicle and that is designed to permit the control of slack and of energy absorption capacity, each to meet the most desirable operating conditions so as to prevent the shocks and impact stresses from damaging the car structures or its lading.

Cut Seal—A seal used to join the two ends of steel strapping by applying pressure resulting in indentations that actually cut both the seal and the strapping. The completed joint is known as a notch-type joint.

Dock Plate—Metal ramp that bridges the gap between the dock and the railcar; also known as dock board.

Doorpost, Nailable Steel—Railcar doorposts provided with metal channels to accept nails for installation of steel strap doorway protection.

Doorposts—Steel or wood uprights forming the sides of the door opening in closed rail vehicles.

Doorway Area—That part of the rail vehicle that exists between doorposts.


GLOSSARY

Doorway Protection—When there is a possibility of lading falling or rolling out of a doorway or coming in contact with sliding side doors, an opening 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 require doorway protection unless specifically exempted by applicable loading methods.

Double-Door Car—Boxcars having two side doors on each side of car. May be plug, sliding, or a combination of both. See Fig. 9.1.

Figure 9.1 Double sliding doors

Draft—A term used to describe a condition where a coupler/draft gear/cushion unit is fully extended.

Dunnage—The material used to protect or support lading in the railcar.

End-of-Car Cushioning Device—A unit installed at the ends of a car encompassing the draft gear that develops energy-absorbing capacity through a hydraulic piston arrangement supplemented by springs to assume positive repositioning of the unit. See Fig. 9.2.

Figure 9.2 End-of-car cushioning (left) with a standard draft gear (right)


GLOSSARY

Fiberboard—Fiber sheets that have been produced or laminated to a thickness that provides a degree of stiffness.

Flat Bag—A air bag used in a load that arrives at its destination with a puncture or burst and cannot hold air.

FPAC—Forest Product Association of Canada.

Friction Seal—A type of seal for joining two ends of steel or plastic strapping that has a substance on the inside face, such as a grit, to improve the holding strength of this seal. Used with crimp-type joints.

Gross Weight—The weight of a car together with the weight of its entire contents.

Header—A fiberboard cap used to protect the ends of roll paper.

Incomplete Layer—One or more stacks that do not extend the full length of the railcar.

Inflatable Dunnage—See Air Bags.

Joint Strength—The force required to break a steel strap at the joint, in pounds. This is usually the weakest part of a sealed strap.

Key Roll Strapping—A method of securing rolls in the doorway section of the railcar. Rolls on opposite sides of the railcar are pulled together by tensioning of straps that lock the load together and take up any remaining lengthwise space.

Kraft—A chemical wood pulp made by the sulphate process, or paper or paperboard made from such pulp. It is brown in color.

“L” Side—Left side. That side of the railcar on the left side of the observer when standing inside of the car facing the A-end.

Lateral Blocking and/or Bracing—Materials used to prevent crosswise movement.

Lateral Void—See Crosswise Void.

Layer—A single course of rolls.

Layer Numbering—Layers numbered consecutively from the floor upward.

Lengthwise Void—That portion of lengthwise space not taken up by lading.

Light Weight—The actual weight of an empty railcar.

Lining—A surface (usually wood or metal) fastened to the inside of the railcar superstructure.

Load Limit—Maximum total weight of lading and dunnage material that may be loaded in a railcar. It is stenciled on the outsidewall of the railcar.

Loading Plan—A predetermined plan for placement of rolls in a railcar.

Longitudinal Blocking and/or Bracing—Materials used to prevent lengthwise movement.

Longitudinal Void—See Lengthwise Void.

Marked Capacity—The nominal capacity of a railcar as marked or stenciled on the outside of the rail car.

Minimum Joint Strength—The minimum tensile strength requirement of a joint of a sealed steel strap.

Notch-Type Joint—A method of joining two ends of steel strapping by applying pressure to a cut seal resulting in indentations that actually cut both the seal and the strap.

Off Door—Railcar door opposite that through which the actual loading or unloading has taken place.

On Side Load—A load in which rolls are loaded on their sides or on the round.


GLOSSARY

Overload—The load exceeds the stenciled load limit.

Packing List—A detailed list of rolls loaded.

Pad—A corrugated or solid fiberboard sheet or other material used for extra protection.

Paper—The name for all kinds of matted or felted sheets of fiber formed on a fine wire screen from a water suspension.

Partial Layer—A layer comprised of one or more rolls, but which does not occupy the full width and/or length of the railcar.

Permanent Anchor Plates—Fixtures attached to the railcar superstructure to which straps may be secured.

Plug Door—A boxcar door having an interior surface flush with car lining when door is closed. See Fig. 9.3.

Figure 9.3 Double plug doors

PSIG—Pounds per square inch. Used to signify the pressure reading from a pressure gauge.

QLT—Quality Lead Team for the Prevention of Damage to Paper Products.

R Side—Right Side. That side of the railcar on the right of the observer when standing inside of the railcar and facing the A end.

Recessed Method—An arrangement of rolls whereby they are loaded successively in voids of preceding stacks.

Retaining Strip—A barrier of heavy kraft paper reinforced with steel strapping that is nailed across railcar door to prevent lading moving into door or doorposts.

Riser—Corrugated fibreboard or wood used to elevate a roll or stack of rolls.

Side Bracing—Bracing material used to prevent crosswise movement of lading.

Space Fillers—Those structures or material used to fill lengthwise or crosswise voids.

Stack—One or more layers of rolls occupying one place or floor spot in the railcar.

Strapping, Non-Metallic—Strapping made of material such as nylon, polypropylene, rayon, polyester, etc., other than metal.

Strapping, Steel—Flat steel band designed for application with tensioning tools.


GLOSSARY

Strap Holder—Banding, rope, wire, or tape used to prevent straps from falling or becoming dislodged.

Tare Weight— The weight of the car exclusive of its contents.

Tensile Strength—The force in pounds required to break a strap under a constant pulling action.

Through Load—A load in which no lengthwise space is left in the railcar.

Tight Load—A load that fits the railcar tightly lengthwise and crosswise.

Void—An open area in a load, either lengthwise or crosswise.

Void Filler—Dunnage material used to fill voids within a load.

DAMAGE DESCRIPTION DEFINITIONSChafe—Abrasion by rubbing of one roll against another roll or against some other object.

Concealed Damage—Damage that is discovered after delivery to the ultimate consignee (on rolls of paper transported to destination point without valid exception).

Contamination—Any matter that is foreign to or deleterious to the roll of paper.

Crushed Core—Core that is deformed or out of round. A crushed core cannot be properly mounted on the unwind stand. The chuck and/or shaft used to hold the roll for feeding the press or converting machinery cannot be properly seated into the core of the roll.

Cuts—Cut damage is a smooth-edged perforation on the roll of paper commonly caused by a sharp-edged instrument.

Damaged Roll—A roll that has not retained all its required characteristics at point of final use.

Edge Crush—Compaction of paper occurring at either the top or bottom edge of the roll.

Flat Spot—A flat distortion of the otherwise normal curvature of the roll’s circumference.

Gouge—Breakage of paper on the side or end of a roll caused by a digging or chiseling action.

Split Edge—Breakage of paper occurring at either the top or bottom edge of the roll.

Starring—A deformation of the circles formed by plies of paper observed from the end of the roll.

Telescoped—A roll that has lost its integrity by having the plies extending beyond the top or bottom of the roll, creating an uneven surface.

Torn—A laceration on the side or end of a roll often affecting the wrapper or header.

Wet/Water—A roll that has been damaged by moisture.


GLOSSARY



CIRCULAR OT-34-G

10.0 CIRCULAR OT-34-G

Circular No. OT-34-G 1 Revised June 2013

Association of American RailroadsSafety and Operations Business Services425 Third Street, SW Washington, D.C. 20024

CIRCULAR NO. OT-34-GIN EFFECT AS OF JUNE 1, 2013

PROCEDURES FOR INSPECTING AND REPORTING EQUIPMENT TO THE AAR CAR GRADE SYSTEM

General Application Box, Gondola, and Covered Hopper Cars:

The submission of Car Grades is an industry process maintained at Railinc that can be utilized for empty car distribution to rail customers. It's imperative that each classification performed under paragraph six Car Classification, AAR Interchange Rule 1 - Care of Freight Cars be reported within twenty-four hours of the classification. Changes in car grade can be reported using the TRAIN II System (These transactions must conform to the TRAIN II User’s Manual.) or the Umler System.

Effective April 1, 2006 non-TRAIN II reporting companies (railroads and/or car owner/agent/company) classifying freight cars must use Umler to report car classifications as defined in AAR Rule 1. Access and input to Umler reporting of car classifications can be obtained through the Umler system. Contact the Railinc Customer Support Center at (877) 724-5462 for help in getting started.

The Car Grade submission process is utilized by the railroad industry to improve car distribution using TRAIN II movement event messages or Umler for non-TRAIN II reporters to report physical inspection for applicable freight cars covered under AAR Mechanical Interchange Rule 1 - Care of Freight Cars. The mandatory application of Rule 1 improves utilization, customer satisfaction and supports the Association of American Railroads; and the railroad industry's objective to supply defect free equipment to rail customers.

The Umler input allows non-TRAIN II reporters as defined in Office Manual of the AAR Interchange Rules, Rule 93 - Train II and Umler Reporting Procedures to provide car grades on applicable freight cars inputting the classifications specified inRule 1 of A, B, C, K, P, U, X, Y or Z. A car grade of "A" is top of the line, with "K" being possibly contaminated and "U" isphysically unfit for loading and in need of repairs. The X, Y and Z grades represents A, B, and C cars containing refuse for boxcar and gondola freight cars as listed in AAR Interchange Rule 1; and can move to home rails exempt from the provisions of Car Service Rule 12. The attached Appendix provides a chart for your reference.

Shipper Car Classifications (Boxcars Only):

Boxcar shippers and certified receivers can report specific car classifications via their serving carrier as follows:

E - Door defects (Shipper/Receiver)H - Floor defects (Shipper/Receiver)I - Wall defects (Shipper/Receiver)J - Roof defects (Shipper/Receiver)M - Restraining devices missing or defective (Shipper/Receiver)R - Dirty equipment (shipper only report) (Shipper only)T - Car certified clean and defect free 'T' (Receiver only)

The grades are to be sent to the serving carrier for transmission via TRAIN II or Umler systems. This reporting is restricted to railroads.

Covered Hopper Car Classification P Car Cleaned, to FDA Standard:

Covered hopper cars (mechanical designation LO) that are reported to TRAIN II with shipments containing ruminant protein will receive a Car Grade of N and a Transportation Code of G (see AAR Code of Car Service Rules Car Service Rule 14 - Contaminating Commodities). The Car Grade 'N' is not applicable for physical inspection reporting under AAR Interchange Rule 1 - Care of Freight Cars and is only generated by Waybill reporting. This circular allows for the reporting of a Car Grade P - Car Cleaned, to FDA Standard (21 C. F. R. 589.2000) through the TRAIN II system or through the Umler system by non-TRAIN II reporting railroads. Reporting is restricted to railroads only.


CIRCULAR OT-34-G

Circular No. OT-34-G 2 Revised June 2013

This circular is issued on behalf of the AAR Equipment Assets Committee.

By direction of,Jeffrey J. UsherAsst. Vice President-Business Services

Supersedes Circular OT-34- F, April 1, 2006

Appendix—Circular OT-34-G

Inspection: All empty box cars (XL, XLI, XM, XP, XPI, RB, RC, RBL, RP, RPL) and gondola cars (GB, GBS) must be inspected and classified when on shop, repair, upgrade, or clean out tracks as outlined below:

Car Type—Box

CLASS A B L C K URoof Watertight Watertight Meets A or B

Standard Except Roof Not Watertight

Not Watertight Car is Unfit for Loading Secure Disposition per Section 3

Floor Smooth, no Splinters No Leaks, Odor, Oil Spots, Contamination

Won't Leak Lading No Protruding Patches No Leaks, Odor, or Contamination

Meets A or B Standards

Will Hold Rough Freight

Car Contaminated as Listed in AAR Interchange Rule No. 97

Lining Intact SmoothNo SplintersWatertight

Intact Watertight Meets A or B Standard Except Lining Not Watertight

Poor

Doors Watertight Fixtures (Including Locks, Hasps, etc.) in Good Condition

Watertight Fixtures (Including Locks, Hasps, etc.) in Good Condition

Meets A or B Standard Except Doors Not Watertight

Fixtures (Including Locks, Hasps, etc.) in Good Condition

Car Type—Gondolas

A B C D K UNo holes in floors Holes in floor 1"– 6" over

less than 10% of area not located over trucks

Holes in floor 6"– 12" over less than 10% of area not located over trucks

Holes over 12" over more than 10% of floor area, but less than 30%

Car Contaminated

Car is unfit for loading Secure Disposition per Section 3

No holes in sides Holes in sides 1"– 6" over less than 10% of area

Holes in sides 1"– 6" over less than 10% of area

Holes in sides larger than 6"

Gates not missing Gates not missing Gates not missing Gates may be missing

Dirty Car—A Box Car or Gondola Car Containing Refuse Shall Be Classified in the Following Manner:

CLASS X Y ZInterior Meets class A criteria above but contains refuse Meets class B criteria above but contains refuse Meets class C criteria above but contains refuse

Car Grades for Shipper/Receiver Grading Only

CLASS E H I J M R TDoor Defect

Floor Defect

Wall Defect

Roof Defect

Restraining DevicesMissing or Defective

Dirty Equipment (Shipper Only Report)

Car Certified Clean and Defect Free (Receiver Only Report)

Certified Covered Hopper (LO)—FDA Standard:

CLASS PInterior Car Cleaned, Purified, and Certified to FDA Standard


EQUIPMENT DIAGRAMS FOR UNRESTRICTED INTERCHANGE SERVICE

11.0 EQUIPMENT DIAGRAMS FOR UNRESTRICTED INTERCHANGE SERVICESource: AAR Manual of Standards and Recommended Practices, Section C, “Car Construction Fundamentals and Details,” August 2014.

11.1 Plate BIM

PLE M

ENT E

D0 8

/12/

2 014



11.2 Plate C

IMPL

E MEN

T ED

0 8/1

2/2 0

14



11.3 Plate F

IMPL

E MEN

T ED

0 8/1

2/2 0

14





DAMAGE PREVENTION PRODUCT VENDOR LIST

12.0 DAMAGE PREVENTION PRODUCT VENDOR LIST

This list is provided as a service to rail customers and member carriers. The AAR does not endorse or guarantee the use or reliability of the products produced or distributed by the vendors listed herein.

This list is not a complete list, and any vendors not shown have not been intentionally left out. Addresses shown are generally the office address of the company's headquarters. Each company may also have regional offices and/or regional contacts for product availability and distribution.

Submit Changes to: Mr. Tom Feltault, DirectorDamage Prevention & Loading ServicesAAR/TTCI55500 DOT RoadPueblo, CO 81001(719) 585–1817Email: [email protected]

mailto:[email protected]



ALPHABETICAL LIST

AB Airbags, Inc.5671 Palmer Way, Suite ACarlsbad, CA 92010(760) 268-1000(760) 268-1088 FaxEmail: [email protected]://www.abairbags.comProducts: D.I.D. Dunnage Bags, Air

Compressors, Edge Protectors, Buffer Pads, Load Bars, Roll Risers, Rubber Mats, Separators, Void Fillers

Acme Packaging Systems(affiliated with Signode Industrial Group)Suite 105501 West Lake StreetElmhurst, IL 60126(630) 589–5100Products: Plastic Strap, Steel Strap

Allegheny Industrial Associates/Down RiverSuite #220311 Plus Park Blvd.Nashville, TN 37217(800) 444–6337(615) 399–9987(615) 399–9982 Faxhttp://www.aiateam.com orhttp://www.godunnage.comProducts: Bulkheads, Cargo Restraining

Devices, Contour Polyfoam Pads, Contour Buffer Pads, Corner Protectors, Custom Design Products, D.I.D. Bags, Edge Protectors, Polyester Cord Strap, Rebonded Rubber Mats, Risers, Separators, Strap Anchors, Void Fillers

Amorim Industrial Solutions26112 110th StreetTrevor, WI 53179(800) 558–3206(262) 862–2500 FaxProducts: Rebonded Rubber Mats

Ancra International4880 West Rosecrans AvenueHawthorne, CA 90250(310) 973–5000Products: Beam End Sockets, Cargo

Restraining Devices, Corner Protectors, Custom Design Products, Shoring Beams, Strap Anchors, Strap Assemblies, Winches

Boomerang Packaging, Inc.15401 Vantage Parkway W. #116Houston, TX 77032(281) 590–5163(800) 214–2803(281) 590–9755 Faxhttp://www.boomerangpackaging.com/Products: Polyester Cord Strap, Steel Strap,

Strapping Tools

Caristrap International, Inc.1760 Fortin Blvd.Laval, Quebec, H7S1N8Canada(800) 361–9466(450) 667–4700(450) 663–1520 FaxEmail: [email protected]: Cargo Restraining Devices, Custom

Design Strapping Products (including printed or dyed), Woven, Non-woven, and Thermal Fixation (Hot melt) Strapping, Industrial Tapes, Polyester Cord Strapping, Strap Anchors

Cascades Enviropac Inc.541 Melchers StreetBerthierville, QC J0K1A0Canada(866) 836–1799(450) 752–7029

Circle Inc.2756 Whiting RoadBurlington, WI 53105(262) 539–4400(262) 539–4409 FaxProducts: Contour Buffer Pads, Corner

Protectors, Custom Designed Products, Risers, Rubber Mats, Void Fillers

Complete Packaging Systems Inc.11 Ritter WayLebanon, PA 17042(866) 858–8800(717) 875–2199 Fax

Complete Packaging Systems LLC1375 Hopkins StreetWhitby, ON L1N2C2Canada(800) 858–8800(905) 666–6565 FaxProducts: Cyclone™ Airbags, LoadSecure™

Friction Mats, Tex-Steel™ Synthetic Cord Strapping, Honeycomb/Corrugated Dunnage, Security Seals, Training/Consultation Services, Packaging Products



Cordex Limited412 High StreetEast Strathroy, ON N7G1H5Canada(519) 245–3801(519) 245–3808Email: [email protected]: AAR-Approved Polyester Cord

Strapping (Grades III, IV, V, and VI), AAR Approved Fasteners, Complete range of Manual and Pneumatic Tools and Accessories

Cordstrap USA1101 South Sylvania Ave. #101Sturtevant, WI 53177(262) 898–6670(262) 898–6677 FaxProducts: Composite and Woven Polyester

Strapping and Lashing, Other One-Way Load Restraint Products

Cougar Packaging Designers, Inc.800 Regency DriveGlendale Heights, IL 60139(630) 539–7361(630) 539–7398 FaxProducts: Cushion Contour Polyfoam Pads

Down River Load Securement3901 Navone RoadStockton, CA 95215((888) 403–8662(866) 675–2391 FaxProducts: Honeycomb Void Fillers, Honeycomb

Panels, Bulkhead Systems, Riser Runners, AIA Transmat® Friction Mats, GatorSTRAP™ & GatorLash® Non-Metallic Load Strapping, Paper, Poly, and Vinyl DID Air Bags, G-FORCE Shock Absorption System, G-FORCE FillerBlock, Slip Sheets, Tier Sheets, Corrugated Sheets

Dunnage Systems, Inc.P.O. Box 656Sheridan, AR 72150(800) 288–4830(870) 942–4830(888) 942–4710 FaxProducts: Air Compressors, Bulk Containers,

Bulkheads, Contour Buffer Pads, D.I.D. Bags, Risers, Separators, Slip Sheets, Void Fillers

Gerrard OvalstrappingForest Products Division120 55th Street N.E.Fort Payne, AL 35967–8140(256) 845–1914(256) 845–1493 FaxProducts: Polyester Cord Strap

Hexacomb Corporation1294 Barclay Blvd.Buffalo Grove, IL 60089(855) 439–2266Email: [email protected]: Void Fillers, Die Cut Honeycomb,

Honeycomb Pallets, Rubber Mats, Air Bags

Holden Sales and Service, LLCSuite 4046700 Cote de LiesseMontreal, PQ H4T2B5Canada (514) 313–8332(514) 313–9403 FaxProducts: Multi-Level Wheel Chocks

Holland Company1000 Holland Dr.Crete, IL 60417(708) 672–2300Email: [email protected]: Car Components, Cargo Sleds, Web

Strap Assemblies, Chocks, Grating, Door Edge Protection

Industrial Packaging Supplies10 Jack Casey CourtFountain Inn, SC 29644(864) 862–1500(864) 862–1005 FaxProducts: D.I.D. Bags, Plastic Strap, Steel

Strap

Industrial Packaging Corp.1515 W. Mohawk DriveTomahawk, WI 54487(715) 453–2223(715) 453–7972 Faxwww.ipcfamily.comProducts: Void Fillers (Honeycomb and

Corrugated)

International Dunnage LLC3216 Center StreetThunderbolt, GA 31404(912) 355–8884(912) 355–7234 FaxProducts: D.I.D. Bags

Instrumented Sensor Technology4704 Moore St.Okemos, MI 48864(517) 349–8487(517) 349–8469 FaxProducts: Shock and Vibration Recorders,

Accelerometers, Temperature and Humidity Recorders, Data Loggers, Data Acquisition



Ireco LLC805 Golf LaneBensenville, IL 60106(630) 741–0155(630) 595–0646 FaxEmail: [email protected]: Lading Anchors, Strap Retainers,

Tie-Down Assemblies

Kinedyne Corp.3701 Greenway CircleLawrence, KS 66046–5442(800) 848–6057(785) 841–3668 FaxEmail: [email protected]: Beam End Sockets, Cargo Restraint

Devices, Corner Protectors, Custom Design Shoring Beams, Strap Anchors, Strap Assemblies, Winches

Lansmont Corporation17 Mandeville CourtMonterey, CA 93940(831) 655–6600Products: Data Loggers, Temperature

Recorders, Humidity Recorders, Vibration Measurement Tools, Test Instruments

Lat-Lon2300 South Jason StreetDenver, CO 80223(877) 300–6566(303) 937–7406(303) 531–5754 FaxEmail: [email protected]: Data Recorders

Litco International, Inc.One Litco DriveVienna, OH 44473(330) 539–5433(330) 539–5388 Faxwww.litco.comProducts: Load Securement (Training),

Packaging Materials (Sales), Corrugated Void Fillers, Dunnage Air Bags

Logistick19880 State Line RoadSouth Bend, IN 46637–1545(800) 758–5840(574) 271–2565(574) 271–2574 FaxProducts: Blocking and Bracing Devices,

Strapping, D.I.D. Bags, Void Fillers, Security Seals, Corner Protectors

Lock n’ Pop1320 Leslie DriveDouglasville, GA 30134(800) 225–5539Email: [email protected]: Lock ‘n’ Pop Adhesive

Lodge Lumber Company Inc.5001 Oates RoadHouston, TX 77013(713) 672–6679(713) 672–5135 FaxEmail: [email protected]: Separators

Maillis Strapping Systems404 Wall StreetFountain Inn, SC 29644–2035(877) 962–4648Email: [email protected]: Polyester Strapping, Plastic

Strapping, Strapping Tools

Menasha Packaging Company1645 Bergstrom RoadNeenah, WI 54957(800) 558–5073Products: Corrugated Boxes, Corrugated

Fanfold Bulk Containers

Moldwood Products Co.104 Mallard CircleYork, AL 36925(205) 392–5256Products: Core Plugs

National Rubber Technologies Corp.35 Cawthra Ave.Toronto, ON M6N 2W3Canada(800) 387–8501(416) 657–1111 ext. 4283(416) 652–4751 FaxProducts: Rubber Mats, Masticated Rubber,

Friction Mats, Load-Bearing Rubber, Mud Flaps, Rubber Wheel Chocks, Custom Designed Rubber

Pasadena Skid and Pallet Co.5202 Red Bluff RoadPasadena, TX 77503(281) 991–0190(281) 991–0905 FaxProducts: Eucalyptus Hardboard, Skids, and

Pallets, Corrugated Pallets, Palletizing Materials



PendaForm200 Friendship DriveNew Concord, OH 43762(866) 558–1913(740) 261–4420Products: Truck Bulkhead Spacer, Rail

Bulkhead Spacer, Truck Separator, Rail Separator, 4-96 Void Panel, 2-102 Void Panel, 4-120 Void Panel, 814 Lateral Void Filler, 1618 Lateral Void Filler, 1420 Lateral Void Filler, Plastic Board, Plastic Cover

PlyVeneer Products800 48th StreetSpringfield, OR 97478(866) 447–0771(541) 747–0771(541) 747–0775 FaxProducts: Ply Veneer Panels

Rainer GmbHGraf-Zeppenlinstrasse 22bD-51147 Cologne, Germany0049 2203 922 9700049 2203 922 975

RB Rubber Products904 E. 10th AvenueMcMinnville, OR 97128(503) 472–4691(800) 525–5530(503) 434–4455 FaxProducts: Rubber mats

RC Packaging Systems, Inc.4935 Technical DriveMilford, MI 48381(248) 684–6363(248) 685–3521 FaxProducts: Polyester Cord Strap

RFTrax—Now IONX515 S. Franklin StreetWest Chester, PA 19382(484) 653–2600Products: Rail Asset Tracking Data Acquisition

Devices

Samuel Strapping Systems1455 James ParkwayHeath, OH 43056(800) 222–1855Products: Steel Strap, Plastic Strap, Strapping

Tools

Shippers Products808 Blake RoadSheridan, AR 72150(870) 942–2151Products: Air Compressors, Angleboard, Bulk

Containers, Coil/Roll Edge Protectors, Contour Buffer Pads, D.I.D. Bags, Load Bars, Roll Risers, Rubber Mats, Separators, Slip Sheets, Void Fillers

Signode Packaging Systems3650 West Lake AvenueGlenview, IL 60026(800) 323–2464(847) 657–5323Products: Load Cushioners, Plastic Strap,

Polyester Cord Strapping, Steel Strapping, Strap Anchors

Shockwatch Corp.Suite 3505501 Lyndon B Johnson FwyDallas, TX 75240(800) 393–7920Email: [email protected]: Impact, Tilt, and Temperature

Recorders

Southern Bracing Systems, Inc.1900 Parish DriveRome, GA 30161(706) 291–4206(706) 291–0229 FaxEmail: [email protected]: Bulkheads, Cargo Restraining

Devices, Contour Buffer Pads, Corner Protectors, Custom Design Products, D.I.D. Bags, Polyester Cord Strap, Risers, Rubber Mats, Separators, Laminated Bulkhead (Ty-gard™), Void Fillers

Southern Strapping Systems1900 Parish DriveRome, GA 30161(888) 290–0967(706) 291–0229 FaxEmail: [email protected]: Polyester Strapping

Stopak (Pty) Ltd.4 Paddy Close, OtteryCape Town, South Africa 7808+27 21 703 9393+027 21 704 1349 FaxEmail: [email protected]: D.I.D. Bags



Sunrise Arkansas, Inc.400 Airline DriveBenton, AR 72015(800) 264–5411(501) 778–6335 FaxEmail: [email protected]: Bulkheads, D.I.D. Bags, Risers,

Separators, Void Fillers

Sunrise Mfg., Inc2665 Mercantile DriveRancho Cordova, CA 95742(800) 748–6529(916) 635–9730 FaxProducts: Buf-Bags, Bulkheads, D.I.D. Bags,

Laminated Bulkheads (Ty-gard™), Polyester Strap, Rubber Matting, Separators, Slip Sheets, V-Boards, Void Fillers

Sunrise Washington, Inc.5900-A N.E. 88th Street #119Vancouver, WA 98665(360) 574–3512(888) 485–4085(360) 574–7695 FaxProducts: Buf-Bags, Bulkheads, D.I.D. Bags,

Corner Protectors, Void Fillers, Laminated Bulkheads (Ty-Gard 2000), Corrugated Pallets, Rubber Matting, Polyester Strap, Slip Sheets, Stretch Film, Roll Risers, Security Seals

Superior Packaging Company500 South 59th AvenueWest Duluth, MN 55807(800) 705–5279(218) 624–8945(218) 624–8949 FaxProducts: Angleboard, Beam and Sockets,

Beverage Bulkheads, Bulk Containers, Bulkheads, Car Liner Sheets, Cargo Restraining Devices, Core Plugs, Corner Posts, Corner Protectors, Contour Buffer Pads, Cushion Contour Poly Foam Pads, Custom Design Products, DID Bags, Laminated Bulkheads, Load Bars, Metal Blocking Devices, Rebonded Rubber Pads, Risers, Rubber Mats, Separators, Shore and Beams, Slip Sheets (Paper and Plastic), Strap Anchors, Strap Assemblies, Stretch Wrap Equipment and Film, Thermo Barriers, Top Caps, Void Fillers

Tapex American Corporation2626 20th StreetPort Huron, MI 48061–0233(810) 987–4722Fax:(810) 987–4728Products: AAR-Approved Polyester Cord

Strapping (Grades, III, IV, V and VI), AAR-Approved Fasteners, Complete Range of Manual and Pneumatic Tools and Accessories

Trinity Industries, Inc.106 Wellwood RoadBrooklyn, MI 49230(734) 281–4466(734) 281–2098

TydenBrooks 409 Hoosier DriveAngola, IN 46703(800)348–4777(260) 665–8309Email [email protected]: Security Seals Locking Devices

Tyoga Container Co., Inc9 Fish StreetTioga, PA 16901(570) 835–5295(570) 835–5647

US Dunnage LLC144 Wood StreetCrossett, AR 71635(866) 407–2247(870) 304–2247(870) 364–2288 FaxProducts: D.I.D. Bags

Walnut Industries Inc.1356 Adams RoadP.O. Box 624Bensalem, PA 19020(800) 523–6536(215) 638–4939 FaxEmail: [email protected]: Laminated Bulkheads (Ty-gard™)

CLOSED CAR LOADING STANDARDS

See also:Intermodal Loading Guide for Products in Closed Trailers and Containers (01/2016)Open Top Loading Rules Manual, Sections 1–7

Part Subject/TitlePublication

Date Formerly

1 Minimum Loading Standards for Freight in General Purpose Boxcars

01/2014 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

08/2016 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

03/2014 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

06/2014 Pamphlet No. 20, Minimum Loading Standards for Lumber in Closed Cars (10/87)

5 Minimum Loading Standards for Building Brick in Closed Cars

06/2014 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

02/2014 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

07/2014 New

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

07/2014 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

08/2014 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

10/2014 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)