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APPENDIX D

CONTAINER STUFFING OPERATIONS

This appendix provides guidance on container stuffing operations. Use this appendix along with TM 38-230, Volumes I and II and MTMCTEA Reference 96-55-23 which contain additional packing assistance. Units can use the guidance presented in this appendix when stuffing UE in containers for deployment. The same techniques apply whether stuffing sustainment cargo or UE.

D-1. UNIT STUFFING OPERATIONS. Because every unit will load their equipment differently according to their mission requirements, units must have a load plan to follow when stuffing containers. Items that will be needed first must be available at the opening end of the container. Weight must be distributed evenly. Heavy items go on the bottom and light items on top. Heavy items may need to be blocked with floor bracing around the base to prevent shifting. Filler materials may also be used to prevent items from shifting. Simply throwing items into the container on a first come, first in basis, as they are bought out from unit storage locations, results in poorly loaded containers and invites damage during transit. Load plans must be developed, tested, and practiced. This is especially true when your equipment will be transported via PLS vehicle. The angle induced, almost 30 degrees, when the PLS vehicle lifts the container will cause damage to equipment in poorly stuffed containers.

D-2. STUFFING PRIORITIES AT CONTAINER CONSOLIDATION POINTS. Since the CCP is not required to identify in advance the container consignee for each container requested, loading is accomplished as cargo is received and consolidated. To meet delivery requirements at lowest overall costs, the CCP usually loads ("stuffs") cargo into containers in the following descending order of preference:

  • A full container load for a single consignee.
  • A container load for delivery by stop off service to multiple consignees in the same geographic area. The ocean carrier assesses an additional charge for each stop off en route to the final destination. Various Service/Agency publications and MTMC Pamphlet 55-13 provide guidance on stop off consignee selection, stowing, blocking, and other appropriate areas.
  • A container load for delivery to multiple consignees through a breakbulk point (including a SPOD). The additional transshipment handling necessary at a breakbulk point usually results in additional transportation cost and time as well as providing increased potential for loss or damage.

When loading the container, the CCP maintains consignor shipment unit integrity and uses a split shipment indicator as necessary.

D-3. GENERAL PLANNING CONSIDERATIONS. Equipment may have to be processed for containerization. Due to size limitations, some equipment may have to be disassembled or reduced prior to stuffing into a container. If the equipment is to be in usable condition upon arrival in the AOR, it should not be dismantled beyond functional repair or assembly by forces at receiving location.

Movement planners must plan each container load for ease of unloading or unstuffing at destination. Materiel that is required first must be loaded last. If cargo for more than one unit is loaded into a container, the cargo for each unit should be identified using a UIC and, wherever practical, separated by partitions, dividers, paper, or plastic sheet. Proper cargo documentation, IAW DOD Regulation 4500.32-R, is mandatory and critical for ITV during movement.

D-4. PACKING, BLOCKING, AND BRACING. Cargo placed in containers must be secured to withstand the most stringent transportation modes to which it will be subjected during multimodal shipment. For example, containerized cargo/equipment can be moved through any one or any combination of highway, rail, and ocean modes. Therefore, it must be secured to withstand the most severe load conditions to which it will be exposed. The UMO must plan to have adequate blocking and bracing material on hand before loading the containers. In addition to information contained in this appendix, refer to the US Department of Transportation publication, "A Shippers' Guide to Stowage of Cargo in Marine Containers." More guidance for securing dry cargo and vehicles in containers can be found in MTMCTEA Reference 96-55-23.

Container contents may be subjected to sudden jolts during transport. Containers loaded on rail cars must withstand the impact, up to 8 MPH, resulting from coupling the rail cars together in the rail yard. Twenty-foot containers picked-up with PLS trucks will be tilted to approximately a 35 degree angle during the loading process. All containers are subject to varying G forces during transit.

It is a shippers responsibility to ensure that cargo is secured to withstand any combination of these situations. Shippers are either commercial vendors, DOD Depots Activities, or in the case of unit equipment, the unit. Therefore, the UMO must validate load plans and ensure that the unit is trained to properly stuff the container. The shipper's main responsibility is ensuring that the cargo stuffed inside a container arrives undamaged. Lumber, pallets, and banding material are used to keep the load from shifting (for more information, see TM 38-230, Volume 2). When stuffing containers, shippers should do the following:

  • Distribute the weight of the cargo evenly over the floor of the container.
  • Place heavy cargo on the bottom of the container and lighter cargo on top.
  • Block and brace the cargo to prevent movement in any direction.
  • Fill in the voids between the cargo and the container sides.
  • Ensure all supplies containing liquid are packaged in appropriate containers.
  • Use block stowage to protect bagged cargo from shifting.
  • Keep the center balance of the cargo as near as possible to the center of the container. If this is not possible, mark the center balance on the container and notify the carrier.
  • Never exceed the weight limitations of the container.
  • Close and seal container doors carefully. Put serial numbered seals on the container to detect pilferage and tampering.
  • Place one copy of the packing list inside and one outside the door.
  • Weigh containers before shipment at the origin and record the weight.
  • Observe procedures for hazardous cargo discussed in Chapter 6.

The proper use of dunnage is an integral and essential part of the process of stowing cargo. Many cargo claims arise from improper securing or lack of sufficient or suitable dunnage and blocking and bracing. Therefore, the general principles of proper securing of loads and materials should be understood by all persons responsible for containerizing cargo.

Dunnage in a container denotes materials not consisting as part of the container. These materials are frequently by-products or scrap used in filling voids, blocking and bracing, or otherwise to protect and secure the contents.

It is not possible to lay down hard and fast rules which will apply to the containerizing of all cargo. However, use of the principles outlined in this FM can help those who are responsible for this function.

Sufficient dunnage to protect the cargo being carried is of first importance. It is of equal importance to have suitable and proper dunnage employed to protect the cargo and container.

D-5. LUMBER. Lumber should be properly seasoned. It should be selected specifically for the blocking and bracing of cargo in containers. It must be clean, dry, and free from dry rot, knotholes, infestation, and splits which will affect its strength or interfere with proper nailing. The use of green or wet lumber should always be avoided. Such lumber quickly loses most of its strength and becomes decidedly inferior. Green or wet lumber may contain 30 to 50 percent moisture depending upon the species, location of growth, and storage area. Shrinkage of green lumber in drying loosens the nails. The movement of the container during transportation often causes nails to work out. This results in a reduction of cargo security in the container and eventual breakdown of the holding system. The load is then free to move in the container causing cargo and equipment damage, not to mention the loss of time and expense in securing the load. Green and wet lumber will emit a heavy concentration of moisture which may cause water or sweat damage, molding, or cargo staining. Dry lumber (at an approximate moisture content 15 to 25 percent) is an excellent securing material. It is much lighter than wet or green lumber. This is very important when weight limitations are to be considered. Dry lumber also has a much longer service life. Copper chromate arsenate preserved wood is not to be used on lumber requiring preservatives or for general blocking and bracing lumber, per the Armed Forces Pest Management Board. Many countries ban the use or import of copper chromate arsenate treated lumber due to its release of toxic vapors when burned. If preserved lumber is required in shipment or BBT, use wood preservatives meeting the requirements of MIL-W-71125, Wood Preservatives: Waterborne or Water Reducible. The most common sizes of lumber used as dunnage in containers are (nominal dimensions) 1" x 4", 1" x 6", 2" x 4", 2" x 6", and 4" x 4". Lumber may be used as a filler for decking, blocking, bracing, and constructing partitions. Figure D-1, shows features to watch for when selecting lumber for blocking and bracing.

Figure D-1. Selecting Lumber for Blocking and Bracing.

D-6. PLYWOOD. Plywood is extremely functional for container partitions, dividers, and auxiliary decking. It should be clean and dry. Plywood is not easily affected by changes in moisture content. This is an important consideration especially when high moisture levels may be present.

Plywood is available in a number of grades and thickness. For use as dunnage, the less expensive grades or combination of grades is recommended. Plywood is generally available in panel widths of 36, 48, and 60 inches and in panel lengths ranging from 60 inches to 144 inches in 12-inch increments. Other sizes are also available on special order. Panels 48 inches wide by 96 inches long (4 feet by 8 feet) and 48 inches wide by 120 inches long (4 feet by 10 feet) are most commonly available.

D-7. STRAPPING. Heavy-duty steel strapping (banding), tempered for maximum tensile strength and ductility and outstanding ability to absorb impact shocks without breaking, is one of the most versatile tools for securing cargo in dry-cargo containers. It has been used successfully for years to secure heavy and light cargo for rail and truck movement. The application of steel strapping goes beyond securing cargo for transport. It is used for unitizing all shapes and sizes of cargo as well as palletizing heavy awkward items. When properly used, steel banding will create a block or solid unit of cargo. Figure D-2 provides specifications for steel strapping. Figure D-3 shows how to use and tread anchor plates with strapping material.

Figure D-2. Specifications of Steel Strapping

Figure D-3. Progressive Steps of Threading Flat Strapping in Anchor Plates

As previously mentioned, if a container supplier cannot position a container with a needed built-in tiedown system, heavy-duty steel banding can be used in conjunction with anchor plates. These anchor plates can be placed and secured at strategic locations in the container at the discretion of those responsible for loading, blocking, and bracing the cargo in the containers. In addition to steel banding, nylon strapping is available and satisfactory in many instances. Figure D-4 provides specifications for nonmetallic strapping material.

Figure D-4. Specifications for Nonmetallic Strapping Materials.

D-8. INFLATABLE AIR BAGS. Inflatable air bags are available in paper or rubber and may be reusable or disposable. Inflatables are used for light- and medium-duty bracing. Inflatables are not used to prevent cargo from moving when subjected to impacts such as those resulting from rail car couplings. Inflatables are mostly intended to be a void filler which offers added protection to containerized cargo. If the cargo facing the inflatable dunnage is of such a nature that it may cause perforations, use cushioned puncture resistant material between the cargo and the dunnage. Figure D-5 shows an inflatable air bag used in a container.

Figure D-5. Inflatable Air Bags Used to Brace Cargo

D-9. FIBERBOARD. Fiberboard is available in sheets, rolls, and pre-scored structural shapes for light-duty bracing applications. It functions as a divider, deck, or partition. When using fiberboard or similar materials, the strength and resistance to moisture must be satisfied. When loaded containers are transported over long distances, temperature changes occur, particularly during the winter. This results in the condensation of water vapor. The fiberboard delaminates, losing its structural stability. Corrugated fiberboard also has poor resiliency. Once it is compressed, the material does not expand to its prior shape and thus creates a void. As a result, cargo blocking, bracing, and protection no longer exist.

D-10. MISCELLANEOUS DUNNAGE MATERIAL. The above list of dunnage materials is not all inclusive. There are many additional devices and dunnage systems available to hold and secure cargo from movement while in transit. Some of these systems are designed for specific kinds of cargoes while others apply to cargo in general. Dunnage bags filled with polystyrene pieces can be used to absorb shock and secure products against impact and shifting. Laminated strapped bulkheads have been successfully used in securing drum cargo and other freight in rail cars, trailers, and dry-cargo containers. Used motor vehicle tires, metal frames, pallets, various plastic products, and nets have been successfully used as dunnage.

When obtaining blocking and bracing dunnage for the loading operations, it is recommended that you first see what is available at your plant or loading facility. Often, the material necessary to properly secure the cargo in the container is readily available as waste material or by products. Figure D-6 and Figure D-7, show some options for blocking and bracing the end of the container.

Figure D-6. Examples of End Bracing

Figure D-7. Solid Rear Bracing

D-11. NAILS/NAILING. Nails must be adequate in size and number when wood blocking, bracing, and anchor plates are used to secure the cargo in the containers. When the floor of the container is used, the nails should penetrate a minimum of two thirds of the floor's thickness. Nails must not be too large and should be used in a staggered pattern. This will avoid splitting the lumber.

The floor boards in a general-purpose dry-freight container on the average are 1 1/8 inches thick. The size of lumber used for bracing and securing the load will determine the length of the nails to be used. Figure D-8 shows proper nailing techniques and the sizes of various common nails.

Figure D-8. Nailing Technique and Common Nail Sizes

D-12. STOWING AND SECURING FOR SPECIFIC CARGO. Paragraphs D-13 through D-18 address typical commodities shipped in containers which have unique shipping requirements with respect to their loading configurations.

D-13. BAGGED CARGO. A large number of commodities are packed for shipment in bags. Typical commodities are sugar, coffee, grain, flour, cement, plastics, and chemicals. Methods for stowing bags vary. Several factors are involved: the size and quantity of the bags, the nature and condition of the contents, and the requirements of the commodity as to ventilation.

Bagged commodities are likely to be damaged if stowed close to moist cargo or cargo giving off large concentrations of moisture. Do not containerize moisture-sensitive cargo in the same container with moisture-emitting cargo. Use a ventilated container when stowing bagged cargo which is sensitive to moisture or sweat damage. If cargo is susceptible to moisture damage, coordinate loading to reduce the time bagged cargo has to be in the containers. If possible, stow bagged cargo just before sailing. Never use hooks on bagged commodities.

Protect bags from direct contact with other cargo and with the container floor, wall, and roof structures. Dunnage material such as waterproofed paper or fiberboard should be laid on the floor of the container before loading. Place it between the walls of the container and the cargo as well as at the top of the load. Dunnage of this kind will decrease chances of damage from either salt or fresh water. It will protect cargo from rough or sharp edges and will lessen chances of penetration of dirt or other contaminants.

When you stow more than one kind of cargo on top of one another (for example, flour on top of grain), separate each commodity from the other with waterproofed paper or a similar product. This will prevent spillage of materials from torn bags from mixing with cargo below. Use partitions when bagged cargo is stowed either on top or below other general dry cargo. This is shown in Figure D-9.

Figure D-9. Waterproofed Paper Used to Separate Commodities

Bagged cargo can be stowed in a variety of positions. The method of tiering depends largely upon the commodity being carried. If the commodity is one for which all possible ventilation is required, stow bags one on top of the other lengthwise with the ends well butted.

Bagged goods may also be stowed in a container in a lateral position. Place the long axis across the container. Goods stowed in this fashion have a tendency to shift fore and aft. If not braced properly, container damage could result, especially at the doors. Employ proper rear bracing to prevent bags from falling out when the container is opened.

In most cases, when loading bagged cargo (other than palletized), use the "cross-tier" or "lateral" method as show in Figure D-10. These methods are recommended in order to reduce pressure on the sides and ends of the container and also to unitize surface friction against the bottom. The "cross-tier" method is accomplished by alternating the direction in which the successive tiers are laid. In this manner each tier binds the tier below it and the whole block is formed into a unit. When stuffing bagged cargo do the following:

Figure D-10. Lateral and Cross-Tier Stowing Methods

  • Container floor should be clean and free of protruding nails and screws.
  • Bags should be loaded in a combination length and crosswise manner.
  • Rear tier should be interlocked in a tight stow so that when rear doors are opened, bags will not fall out.

D-14. BALED CARGO. Many manufactured materials are packed in burlap or other bales for ocean shipment. These materials include cotton piece goods, fine textile goods, and raw materials such as cotton, wool, and leather. Almost any compressible commodity can be baled and shipped. Of course, many articles are not suitable for baling. Consequently, only commodities which will stand compression should be baled.

Baled cargo is especially liable to damage from chafing and moisture. To prevent chafing, bales should be carefully dunnaged and blocked to prevent movement. When stowing baled cargo, give special attention to preventing metal bands from rubbing against each other or against the metal portions of the container. This could be a potential fire hazard, especially when the bales consist of rags, waste paper, fiber, or similar flammable products. To avoid concentrations of moisture, use a ventilated dry-cargo container. For some commodities, loaders should take precautions to avoid cargo staining and water damage. Place sufficient dunnage to raise the goods off the floor. This will protect the cargo by allowing water and moisture to settle between the dunnage and not come in direct contact with the bales. To further protect the goods, a layer of waterproof paper or similar material should be laid over the floor and dunnage before loading. This is especially recommended if the commodity is of a finished nature such as fine textile goods. Plastic or water-repellent shrouds should always be placed over the top and sides of the load regardless of the commodity. This is done to protect against damage from condensation. Under no condition should cargo hooks be used on baled commodities of any kind.

The size of the bales varies considerably even among similar commodities. The most economical bale is twice as long as it is wide. The third dimension should be equal to or greater than the width. However, this is not always the case. The size of the bale will determine the best container loading pattern. Baled cargo, like bagged goods, should be stowed using the "cross-tier" method when the dimensional characteristics allow (see paragraph D-13).

Baled goods must lie flush against the sides of the container. If they do not, voids will exist between the bales. Wedge dunnage materials (rolled-up corrugated fiberboard, polyurethane slabs, and so forth) between the bales when loading to prevent movement and chafing. Figure D-11, shows the proper way to load baled goods in a container.

Figure D-11. Stacking and Bracing Baled Cargo

To stack and brace baled cargo, a platform can be constructed using wood dunnage material or pallets. It should be constructed so the lower bales will butt against at least one-third the height of the upper bales.

D-15. BARRELS AND DRUMS. Barrels and drums made of metal (such as sheet steel, aluminum, stainless steel, and so forth) are used for the shipping of many commodities. The sheet or body of the drum is usually made of a single sheet of metal with the seam welded or brazed. The components of a drum are shown in Figure D-12.

Figure D-12. Components of a Drum

Metal drums are used extensively for shipping such products as acids, greases, lubricants, paints, pastes, pigments, powders, printing inks, red lead, varnishes, certain food products, and similar solids, semisolids, and liquids.

There are three general classes of metal drums, divided according to the weight or gauge of metal from which the drums are made. These classes are:

  • Drums made of very heavy metal (16- up to 12-gauge).
  • Drums made of light-gauge metal (generally 20- up to 18-gauge).
  • Drums made of very light metal (from 28- to 22-gauge).

The latter two classes are generally considered suitable for only one shipment and are designated "one-time shippers" or "single-trip units". All such drums manufactured under DOT specifications are embossed with the letters STC, single-trip containers, and they may be used only once for the transportation of the dangerous articles for which they are authorized. However, such drums may be reused for the transportation of commodities which are not classified as dangerous, provided the drum itself complies with the requirements. Because of the light gauge and construction, it is not always economical to do so, and their use should be restricted generally to the one-time shipment.

When dealing with drummed cargo, one of the primary considerations is proper selection of the size, gauge, and style of drum to transport the product as specific commodities are governed by strict regulations as well as the type of drum to be used. This is very important not only for dangerous goods but for all classes of merchandise shipped in drums. One of the major causes of damage to drummed cargo is incorrect selection of the type drum best suited to transport the goods. Keep the following points in mind when stowing drummed cargo in containers:

  • Always stow upright.
  • Stow drums with bungs uppermost if the bung or closure is at one end.
  • Always stow drums with bungs on top.
  • Do not re-use single- or one-trip drums. Second-hand drums, unless thoroughly reconditioned and tested, may give trouble either because of dents at the chine or because of previous wear and tear at the closures.
  • Use adequate seals on locking levers and sealing rings of open-end drums. Failure of seals may result in accidental opening of covers.
  • Be sure the drums are approved for hazardous cargo.
  • Do not overload. Drummed cargo tends to be very dense. Be sure the weight of the cargo and dunnage does not exceed the container weight capacity and over-the-road limitations.
  • Inspect drums thoroughly before loading. Any drums showing signs of leakage should not be shipped.
  • Attach special instructions concerning handling of drums and contents to the container.

Pre-plan the type of stowage pattern, especially if risers are requested. Risers are used to elevate alternate rows of drums to reduce chafing and damage to the drum and drum lid through vibration. Risers are most frequently used with drums having rolling hoops. The elevation of rows will not only reduce the contact of rolling hoops, but will also provide for a tighter stow.

The average internal width of a dry-cargo container is 92 inches. This is important to remember when preplanning the stow. This is especially important if the party stowing the containers is also the one who is responsible for purchasing the drums. For example, to obtain a maximum floor load, the diameter of the drums must be divisible by the internal width of the container with little or no leftover space.

Most drums have rolling hoops. These hoops provide good surface contact when rolling the drums in a horizontal position. The hoops also add strength to the construction of the drum. Hoops are very susceptible to rupture due to friction between drums and dunnage. A material such as fiberboard must be positioned between drums to prevent damage. Rolling hoops also add considerable thickness to the outside dimension of drums.

These additional inches may inhibit maximum container loading. To reduce these added inches and lessen the chances of friction damage, raise alternate rows of drums a few inches by placing longitudinal of horizontal lumber on the floor. This will allow the rolling hoops to ride clear of each other.

To get a maximum stowage pattern, divide the internal width of the container by the diameter of the drums. If the remaining is 0.732 of the drum diameter or greater, the stowage pattern to obtain maximum stowage can be increased by using dunnage to raise every other drum high enough to effectively reduce the overall diameter space needed to place more drums side-by-side. Apply the following process to make this determination:

Assume the drum's diameter is 24 inches. Dividing 92 (which is the internal width of the container) by 24 = 3.833. At least three drums can be placed side by side, since the remainder is more than 0.732, the space can be worked with to achieve better use of space. If these drums have rolling hoops, it may be possible to load four drums across by raising alternate rows to reduce the effective diameter.

When loading a general-purpose container, position each drum to reduce voids. Drums should be placed upright with the bungs on top and packed tightly. When drums are palletized, they may be secured to the pallet.

When loading drums in a general-purpose container, load them one high and bind them together to create a solid unitized load. Any general cargo which may be available should be stowed on top; otherwise, drums can be loaded two high.

Double tiered loading must always start at the front or nose of the container opposite the doors. In all cases, the bottom tier should be stowed as close to the rear of the container as possible and regardless of the amount of void space, suitable rear bracing must be installed.

There are a number of methods employed when double tiering drums. Before you load, place a vertical timber at each front corner of the container. The timber should be long enough to fit from floor to overhead.

Figure D-13 shows alternative ways to stack drums in a container.

Figure D-13. Methods of Nesting and Double Stacking Drums

Wood dunnage or plywood (minimum 3/8-inch) must be laid on top of the drums of the bottom tier. Pass cargo securing bands around the forward uprights and the drums in the second tier and firmly secure. Place vertical timbers under the bands across the end of the drums to hold them in position in the event of slack. Use staples on the timbers to keep them from slipping down. Nail cross piece, heeled against the bottom of the drums, lengthwise to dunnage if timber is employed between tiers.

Handle pails and fiber drums much the same as regular drums. However, most pails have ridged interlocking chines. When double stacking, dunnage should not be used if the bottom and top rims can interlock. When loading and securing fiber drums, care must be taken not to cut into the drums.

D-16. CARTONS, CASES, AND BOXES. In a general cargo of miscellaneous goods, there is usually a varied assortment of lightweight wooden boxes, cases, and fiberboard cartons of many sizes, weights, and types of construction. Proper stowage of the packages obviously requires careful planning, skillful placing, and good blocking and bracing.

Lightweight cartons of uniform fiberboard pack are probably the easiest of all the different types of cargo to stow. If the cartons are not securely braced, the loads may shift in transit. There is a good chance that some of the cartons in the first two or three tiers will fall out when the doors of the containers are opened. This could cause cargo damage and possible injury to personnel.

The "bonded block" method of stowing shown in Figure D-14 is recommended for boxes containing tightly packed, dense items which support the sides and ends of the pack as each tier binds the tier below it and a whole block is formed into a unit.

Figure D-14. Bonded Block

Fiberboard boxes containing lightweight or fragile items which provide little or no support to the box surfaces should be stowed by stacking directly one atop the other, keeping gummed flaps uppermost for greatest strength advantage. Always obey label markings (such as, "This Side Up," or "Fragile").

Different size cartons, cases, and boxes may often be stowed in the same container. When loading and securing under these conditions, keep similar style packages together and use dividers to segregate the different types. The dividers may be plywood or fiberboard sheets.

When packages do not completely fill the internal container dimensions, load the cargo applying an offset pattern and fill all voids to prevent the goods from moving. Under normal conditions, rolled-corrugated fiberboard or similar material makes an excellent filler.

In most instances the uppermost tier will be incomplete and a plywood barrier or dividers may be used to secure these pieces. If the load does not fully use the entire length of the container, the cargo must be secured and a bulkhead constructed at the rear of the load to prevent fore and aft movement.

Always provide plastic or water-repellent shrouds over the top and sides of the cargo to protect it against water damage. Suitable dunnage or pallets may also be placed on the container floor to provide a sump area protecting the lower tiers from moisture build up or water which may enter the container.

In all instances, a rear barrier should be constructed when the cargo does not fill out the entire length of the container depending on the nature of cargo stow. Rear barriers prevent top-tier cargo from falling out once the doors are open. Never stow heavy goods on top of light goods. Place the heavier items on the bottom and the lighter ones on top.

D-17. WOOD BOXES AND CRATES. Stack boxes or crates of uniform large size and weight directly on top of each other. All void areas must be filled at the top, sides, or ends by the use of partitions or fillers. If large voids are present, block, brace, and tie down the cargo to prevent movement in any direction. When loading groups of crates or boxes of different weights or dimensions, separate each group by partitions, dividers, or auxiliary decking. If this is not possible, place the heavy, dense items on the bottom and the lighter pieces on top. Take care that any concentrated weights in the upper tier are evenly distributed. This is especially applicable when it becomes necessary to stow units of smaller base dimensions over larger ones. When applying bracing material, it is very important that only the strength members of the boxes and crates are used and not the weak points, panels, or sheathing.

D-18. PALLETIZED/UNITIZED CARGO. When you consider alternatives in order to reduce the overall physical distribution costs, palletization and unitization must be considered. These systems can accommodate many products. They can mean faster handling, ease of storage, and greater cargo protection.

Pallets are horizontal platform devices used as a base for assembling, storing, and handling goods in a unit load. They can be made from wood, metal, fiberboard, plastics, or a combination of these materials. Unitization may be defined as the assembling to one or more items assembled into a compact load, secured together, and provided with skids and cleats for ease of handling.

Palletization and unitization offer many advantages to the shipper, carrier, and consignee. They require material-handling equipment which will reduce the normal handling damage hazard. They also have the following advantages:

  • Eliminate the multiple handling of individual items.
  • Save on labor costs.
  • Reduce pilferage and theft.
  • Permit greater use of space.
  • Reduce lost or strayed items.
  • Speed loading and unloading of trailers, boxcars, intermodal containers, barges, ships, and aircraft.
  • Eliminate wasteful packaging.
  • Offer freight allowances granted by many steamship lines when the pallet load, shipped as a separate item, conforms to specifications.

Under normal conditions the weight of the pallet load should be limited to 3,000 pounds for non-NATO shipments and 2,500 pounds for shipments to NATO forces. Another important point which must be considered when palletizing or unitizing cargo for offshore markets is the availability of proper handling equipment at the unloading point.

Follow these steps to palletize cargo:

  • Step 1. Assemble the individual units on a pallet base or place wood, wire bound, or fiberboard consolidation containers on the pallet and fill them with cargo.
  • Step 2. Load items flush with the pallet sides.
  • Step 3. Ensure cargo does not overhang the pallet.
  • Step 4. Use the size of pallet most suitable for best use of space in the container.
  • Step 5. Secure all items tightly and firmly on the pallet using both horizontal and vertical strapping.
  • Step 6. Use adhesives or rough dunnage paper between fiberboard sections to unify the pallet load.

Plastic shrink wrap can also be used to secure the load to the pallet. The shrink wrap packing method can provide great savings and convenience to the shipper.

When the pallet loads are to be stacked, provide protection on the top of the pallet load by using a lumber, plywood, or fiberboard "cap". Water protection can be applied to the pallet load by:

  • Using plastic stretch wrap over the entire load.
  • Using plastic shrink wrap over the entire load.
  • Using a consolidation pack.
  • Applying a waterproof paper over wrap.

When containerizing palletized cargo, be sure the cargo is well secured to the pallet. Under no circumstances should the cargo overhang the pallet. If possible, pallets should be manufactured to fit one-half the internal width of the container. This will ensure a rigid stow and reduce the amount of blocking and bracing material required when the pallets are loaded side-by-side in the container. Pallet loads may also be stowed alongside the sides of the container and any void spaces filled or chocked. When loading unitized cargo, as well as any other type merchandise, the weight of the cargo should not be depended on to keep the stow from moving about.

After all the pallets are loaded, vertical or horizontal cross braces must be firmly fitted against the end pallets to prevent any movement of the pallets while in transit as well as to keep them from tumbling out of the container when the doors are opened. Set the rear braces against the corner posts, upper door frame, bottom and topside rails, or secured by floor cleats nailed into the container floor.

D-19. MACHINERY AND HEAVY END ITEMS. These loads must be carefully pre-planned. Not only might they be irregular in shape, but high-density components may reach the weight capacity of the container or the highway limitations imposed by the individual states or countries that the container may have to transit. Ensure that heavy cargo is securely braced and blocked on all sides to prevent any lateral or lengthwise motion, since its concentrated weight will cause major damage if the load shifts.

All blocking, shoring, and bracing must bear on a structural member of the container and not on the panel sides of the container alone. Some heavy cargo requires dunnage to distribute the weight over a larger area of the container floor. Use of flatracks may eliminate this requirement. In some instances, extremely dense items may need to be lashed or bolted to the container floor. This should not be done without approval of the carrier.

D-20. VEHICLES. The method of securing vehicles in containers depends on the type and size of the vehicle being shipped. MTMCTEA Reference 96-55-23 provides guidance on securing vehicle in containers. Many vehicles will have to be reduced in their width and height dimensions IAW applicable publications or be loaded on military flatracks that have been loaded in containership cells to form a deck. Vehicles should be backed into containers to expedite unstuffing operations at destination. Smaller vehicles can be pushed into the container once batteries are disconnected and cables are taped.

Unless otherwise specified in the port call instructions, fuel tanks must be drained prior to loading so that the tank is no more than 1/4 full. In an emergency deployment, this requirement may be waived, but prior coordination must be made with MTMC through the installation transportation officer before any vehicles are stuffed into containers. Once in place inside the container, vehicles should be placed in gear or park and the hand brake set. Chock block assemblies (of three or more pieces) should be constructed to prevent forward, lateral, and rearward movement. Position and nail chock block assemblies in front of the front tires, in the back of the back tires, and on the sides of tires as required (see also MTMCTEA Reference 96-55-23). The chock block assemblies prevent forward, rearward, and lateral movement.

Trailers should be backed into the container with landing legs raised and lunettes placed on shoring nailed to the container floor. Position and nail chock block assemblies in the front and rear of one tire on each axle. The chock block assembly constructed of three or more pieces prevents forward, backward, and lateral movement. Tie-down straps should be affixed to the front of the trailer, stretched across the lunette, and secured to tie-down rings in the container.

D-21. PREPARATION, SECURING, MARKING OF MATERIEL STUFFED IN CONTAINERS AND SEALING OF CONTAINERS. All stenciling, color coding, and banding of the outside boxes should be done in waterproof paint or ink. Felt tip marking pens should never be used in place of stencils. The size of stencil characters should be commensurate with the size of the container. Legends and descriptions should be applied to two sides of the package and be complete with all information stipulated under "Marks" in the purchase order, as well as package numbers, which preferably are to be larger than the stencil markings. The numbers must also be consecutive and not duplicative.

Weights and dimensions should be shown on adjacent sides of the package. In all instances, dimensions must be shown in order of length, width, and height. Weights and dimensions shown on the package must conform to the details appearing on the packing lists. Markings should never be covered by strapping material. After each container has been stuffed, responsible personnel will:

  • Review packing list of materiel (for example nomenclature and quantity) stuffed in container and then legibly write the name of the person who supervised the stuffing of the container.
  • Place a copy of packing list in a weatherproof envelop and securely adhere the envelop to materiel facing the doors that will be closed and sealed.
  • Ensure the doors are securely closed and check to see if doors are sufficiently watertight.
  • A seal has been placed on the container.
  • The seal number has been recorded.
  • The shipping documents and the proper markings have been placed on the container IAW MILSTAMP and MIL-STD 129.

Appendix F contains DOD Forms applicable to container operations



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