04 Tightening Reliability

Closed Car Loading Guide
Part 2
Best Practices for
Loading
Roll Paper in Railcars
Approved August 2016 by the

Damage Prevention and
Freight Claim Committee
Copyright © 2016 by the Association of American Railroads (AAR)
425 Third Street SW
Washington, 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 for
Loading
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 by
Transportation Technology Center, Inc.
55500 DOT Road
Pueblo, CO 81001
(Printed in U.S.A.)
© 2016
TABLE OF CONTENTS
Title Page
1.0 Introduction 1–1
1.1 Overview 1–1
1.2 Reference Documents 1–1
1.3 Rail Transportation Environment 1–2
2.0 Selection and Preparation of Car 2–1
3.0 General Loading Information 3–1
3.1 Overview 3–1
3.2 Maximum Load Weight 3–1
3.3 Distribution of Weight Crosswise in Cars 3–1
3.4 Center of Gravity 3–2
4.0 Loading Considerations 4–1
5.0 Blocking and Bracing Materials 5–1
5.1 Steel Strapping 5–1
5.2 Nonmetallic Strapping 5–1
5.3 Lumber 5–1
5.4 Air Bags 5–1
5.5 Rubber Mats 5–2
5.6 Void Fillers 5–2
5.7 Risers 5–6
6.0 Load Securement 6–1
6.1 Vertical Air Bags 6–1
6.2 Horizontal Air Bags 6–2
6.3 Securing Incomplete Layers of Paper Rolls 6–2
6.4 Roll Omission 6–6
6.5 Mixed Load Patterns of the Same Diameter Rolls 6–7
6.6 On-Side Loading (Also Referred to as Bilge or “T” Loading) 6–7
6.7 Anchored Loads 6–13
7.0 Doorway Protection 7–1
7.1 Rule 7, AAR Circular No. 42-K 7–1
7.2 Wood 7–1
7.3 Roll Cores 7–1
7.4 Steel Strapping 7–2
7.5 Nonmetallic Strap 7–3
7.6 Key Lock Strapping 7–4
7.7 Inset Doorway Loading 7–5
7.8 Anchored U-Straps (or Key-Anchored Straps) 7–9
7.9 Anchored S-Straps 7–10
7.10 Rubber Mats 7–11
7.11 Exceptions 7–14
Closed Car Loading Guide—Loading Roll Paper in Rail Cars –i

Title Page
8.0 Best Practices Load Plans 8–1
8.1 How to Use This Section 8–1
8.2 Load Plans—50 ft Cars 8–5
8.2.1 50 ft Car—40 in. Diameter Rolls 8–5
8.3 Load Plans—60 ft Cars 8–37
9.0 Glossary 9–1
10.0 Circular OT-34-G 10–1
11.0 Equipment Diagrams for Unrestricted Interchange Service 11–1
12.0 Damage Prevention Product Vendor List 12–1
–ii Closed Car Loading Guide—Loading Roll Paper in Rail Cars

LIST OF FIGURES
Figure 3.1 Side view of example load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–3
Figure 5.2 Void fillers used with contour buffer pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3
Figure 5.3 Contour buffer pads used with vertical air bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3
Figure 5.4 Endwall filler in pulpboard load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–4
Figure 5.5 Honeycomb filler along sidewall in pulpboard load. . . . . . . . . . . . . . . . . . . . . . . . . . . 5–4
Figure 5.6 Wooden 2 × 4s and 2 × 6s used as lengthwise fillers in cushion equipped cars. . . . . 5–5
Figure 5.7 Sidewall fillers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–5
Figure 5.8 Strip, square, and circular risers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–6
Figure 5.9 Risers used to break strata line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–8
Figure 6.1 Vertical air bags application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1
Figure 6.2 Horizontal air bags application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–2
Figure 6.7 Roll omission method for 40 in. rolls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–6
Figure 6.8 Roll omission method for 58 in. rolls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–6
Figure 6.9 Pattern variations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–7
Figure 6.10 On-side loading of 45 in. diameter rolls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–8
Figure 6.11 On-side loading of 50 in. to 56 in. diameter rolls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–9
Figure 6.12 On-side loading of 58 in. diameter rolls using blocking rolls . . . . . . . . . . . . . . . . . . . 6–10
Figure 6.13 On-side loading of 58 in. diameter rolls using corrugated chocks . . . . . . . . . . . . . . . 6–11
Figure 6.14 On-side loading of 58 in. diameter rolls using blocking rolls and unitizing straps . . 6–12
Figure 6.15 Completed on-side loading of 58 in. diameter rolls using blocking rolls and
unitizing straps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–13
Figure 6.16 Anchored load weighing up to 205,000 lb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–13
Figure 7.1 Wood doorway protection for a single-layer load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–1
Figure 7.2 Fiberboard core wedged between doorposts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–2
Figure 7.3 Steel strap doorway protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–2
Figure 7.4 Conventional and belt-type strap applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–3
Figure 7.5 Conventional key band doorway protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–4
Figure 7.6 Key roll patterns for 40-in. to 42-in.-diameter rolls . . . . . . . . . . . . . . . . . . . . . . . . . . 7–4
Figure 7.7 Four-roll inset with air bags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–5
Figure 7.8 Unitized four-roll inset with air bags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–5
Figure 7.9 Four- and six-roll inset units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–5
Figure 7.10 Figure-8 unitizing straps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–6
Figure 7.11 Four-roll “X” unitizing straps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–7
Figure 7.12 One set of four-roll “X” or “Figure-8” unitizing straps . . . . . . . . . . . . . . . . . . . . . . . . 7–7
Figure 7.13 Two sets of four-roll “X” or “Figure-8” unitizing straps. . . . . . . . . . . . . . . . . . . . . . . . 7–8
Figure 7.14 Two sets of four-roll unitizing straps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–8
Figure 7.15 Anchored U-strap doorway protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–9
Figure 7.16 Anchored S-strap doorway protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–10
Figure 7.17 Rubber mat doorway protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–11
Figure 7.20 Example 58-in. diameter load in a 60-ft. 9-in. boxcar . . . . . . . . . . . . . . . . . . . . . . . . . 7–14
Closed Car Loading Guide—Loading Roll Paper in Rail Cars –iii

LIST OF TABLES
Table 3.1 Boxcar endwall strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–1
Table 5.1 Performance level application guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1
Table 5.2 Minimum riser sizes for rolls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–6
Table 7.1 Substitution rate for nonmetallic strap as doorway protection. . . . . . . . . . . . . . . . . . 7–3
–iv Closed Car Loading Guide—Loading Roll Paper in Rail Cars

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 Documents
NOTE: 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.
Closed Car Loading Guide—Loading Roll Paper in Rail Cars 1–1

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.
Rolls in lengthwise alignment Rolls without lengthwise alignment transfer forces

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

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).
Table 3.1 Boxcar endwall strength
Percentage of Total Force

Uniformly Distributed
Nominal Capacity of Total Force on
Car (ton) Endwall (lb) Top Half Bottom Half
50 100,000 35–45 65–55
70 220,000 35–45 65–55
100 (263,000 lb) 260,000 35–45 65–55
100 (286,000 lb) 284,000 35–45 65–55
3.2 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

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:
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
 B  E  +  D  F -
3.4.4 Combined center of gravity (CG) = -------------------------------------------
E + F
3.4.5 The following table may be used as a guideline when determining A in the above formula:
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

3.4.6 EXAMPLE: Roll Paper

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.
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.
Calculate Center of Gravity Line
1 1
Group 1 Group 1
Group 2 Group 2
Group 3
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.

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 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 Lumber
More 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 requirements
Air 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

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 Mats
Friction 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.
Rubber mat between rolls Rubber mat beneath rolls with outer edge folded
under
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.

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.
VOID FILLER
2,250 LB/FT2 MINIMUM
CRUSH STRENGTH
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.”
CONTOUR BUFFER PAD

4,500 LB/FT2 MINIMUM
CRUSH STRENGTH
Figure 5.3 Contour buffer pads used with vertical air bag

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.
DETAIL OF END WALL BLOCKING

DOUBLE 2 IN. × 4 IN. LUMBER MINIMUM
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.
FILLER PANEL
Figure 5.5 Honeycomb filler along sidewall in pulpboard load

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.
LENGTHWISE FILLERS
2 IN. × 4 IN. × 30 IN.
LUMBER
SIDE WALL SPACER

2 IN. × 6 IN. × 40 IN.
LUMBER LAMINATED
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

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
Square Riser
Roll Diameter Strip Riser Length and Circular Riser
(in.) Length (in.) Width (in.) 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.
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).
5.7.9 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.

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.
RISERS
Figure 5.9 Risers used to break strata line

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.
If… Then… Else…

Roll width is less than or Block incomplete layer by Block with 6 in. riser and
equal to roll diameter 25% of roll width unitize or anchor.
Roll width is greater Block incomplete layer by Block with 6 in. riser and
than roll diameter 50% of roll width unitize or anchor.
6.3.8 With 6 in. (Minimum) Blocking Rolls and Unitizing or Anchored Straps
Use 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

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 Straps

Incomplete 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 Use two anchored straps for every
the diameter three stacks of rolls from the endwall.
Width greater than 1.5 to 2 times the Use one anchored strap for every two
diameter stacks of rolls from the endwall.
Width greater than 2 times the Use two anchored straps for every
diameter 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.
ROLL ALIGNMENT CORRECTED AT ROLL ALIGNMENT NOT MAINTAINED

DOORWAY DUNNAGE WITH FILLER PANELS WHERE PATTERN CHANGED
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.

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.
BLOCKING ROLLS CORRUGATED BLOCK
TAPE
1¼ IN. × 0.031 IN. STEEL STRAP
CORRUGATED RISERS
RUBBER MATS OR CARPET UNDERLAYMENT MATERIAL
Figure 6.10 On-side loading of 45 in. diameter rolls

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.
8 IN. 8 IN.
MIN. MIN.
KEY ROLL STRAPPING
TOP VIEW OF SECOND-LAYER UNITS
ROLLS PLACED 56 IN. DIAMETER IN A 50 FT CAR

AGAINST ENDWALL
AND CENTERED TOP VIEW OF SECOND-LAYER UNITS
CROSSWISE OF CAR
50 IN. AND 56 IN. DIAMETER IN A 60 FT CAR
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.

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.
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
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.

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.
CHOCKS
APPROPRIATE
LEVEL D.I.D.
BAGS
BLOCKING ROLLS
DOUBLE-FACED
TAPE
CHOCK
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.

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.
BLOCKING ROLLS EXTEND A MINIMUM OF 12 IN. ABOVE

ADJACENT ROLLS SUPPORTING ON-SIDE ROLLS
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.

LOAD SECUREMENT
6.6.16.3.7 Complete loading using any AAR-approved method. See Figure 6.15.
BLOCKING ROLL MINIMUM 12 IN.
UNITIZED ON-SIDE ROLLS LOADED

AGAINST SIDE WALL WHERE
SPACERS ARE PLACED
SIDE WALL SPACER, ALTERNATE,

PERMANENTLY EQUIPPED BOXCAR
2 IN. × 4 IN. × 30 IN. VOID FILLERS
SIDE WALL SPACER, THREE

2 IN. × 4 IN. × 40 IN. LAMINATED LUMBER
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

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
“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.”
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.
MINIMUM 4 × 4 IN. LUMBER OR TWO LAMINATED 2

× 4 IN. PIECES. CUT LENGTH SLIGHTLY LONGER
THAN DOOR WIDTH AND WEDGE IN PLACE.
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.

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.
FIBERBOARD
SEAL
1¼ × 0.029 IN. STEEL STRAP

OR EQUIVALENT
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.

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.
Table 7.1 Substitution rate for nonmetallic strap as doorway protection
Company/Size/Strap Designation Grade Application Substitution Rate

Avistrap 1 12 in. PW 120EH 4 Belt Type (Looped) 3 straps for each steel strap
Caristrap 1 14 in. 105WGSD 4 Conventional 4 straps for each steel strap
Caristrap 1 14 in. 105WGSD 4 Belt Type (Looped) 3 straps for each steel strap
Carolina Strapping 1 14 in. CS-2040 4 Belt Type (Looped) 3 straps for each steel strap
Carolina Strapping 1 12 in. CS-2055 5 Belt Type (Looped) 2 straps for each steel strap
Cordstrap 1 14 in. CC 105 4 Belt Type (Looped) 3 straps for each steel strap
Tapex 1 12 in. 125 WXXH 5 Belt Type (Looped) 2 straps for each steel strap
Southern Strapping 1 14 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 5 Belt Type (Looped) 2 straps for each steel strap
with ladder-type buckle G5-HDB12C
Complete Packaging Systems CPS105 4 Belt Type (Looped) 3 straps for each steel strap
with ladder-type buckle G5-HDB10C
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.
STRAP ENDS TENSIONED STRAP ENDS TENSIONED

AND SEALED AND SEALED
CONVENTIONAL STRAP APPLICATION BELT-TYPE STRAP APPLICATION

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.

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

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.
Four-roll unit key Two two-roll unit key

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

Figure 7.9 Four- and six-roll inset units

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.
STRAP ENCIRCLES THE TWO OFF-LOADING

DOOR ROLLS, CROSSES ITSELF, AND
ENCIRCLES THE TWO DOORWAY ROLLS
TYPE 1A, GRADE 4 STRAPS, ONE

PER LAYER
Figure 7.10 Figure-8 unitizing straps

DOORWAY PROTECTION
TYPE 1A, GRADE 5 STRAPS, TWO

PER LAYER
DOORWAY ROLLS DIAGONALLY OPPOSITE

UNITIZED. TENSION BOTH STRAPS
SIMULTANEOUSLY.
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

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.
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)
Figure 7.16 Anchored S-strap doorway protection
7.9.3 Refer to specific loading methods for more detailed application instructions.

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.
OUTER EDGE FOLDED OVER 2 IN.

RUBBER MATTING
ON BOTH SIDES OF RAILCAR
DOUBLE-DOOR CAR
FULL-HEIGHT VOID FILLERS
SINGLE-DOOR CAR
RUBBER MATTING
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.

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

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

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.
LENGTHWISE FILLERS REQUIRED
FILLERS REQUIRED TO INITIATE PATTERN OFFSET

(EITHER SIDE WALL PANEL OR END WALL BLOCK)
Figure 7.20 Example 58-in. diameter load in a 60-ft. 9-in. boxcar

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 Cars
8.2.1 50 ft Car—40 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 PLANS
Section Title Page
8.2.1 50 ft Car—40 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–5
8.2.2 50 ft Car—42 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–13

Load Plan Paragraph Reference
Number Car Size Floor Spots Securement Number
8.2.1.1 50' 6" × 9' 2" 44 Roll Vertical dunnage bags 6.1
8.2.1.2 50' 6" × 9' 2" 43 Roll Vertical dunnage bags 6.1, 6.4
8.2.1.10 50' 6" × 9' 2" 38 Roll Non-metallic banding and 5.6, 6.2
horizontal dunnage bags
8.2.1.13 50' 6" × 9' 2" 44 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
Doorway Maximum Door

Suitable Door Types Protection Width Suitable Draft Gear Type
 Single sliding 7.4/7.5 12  Cushion underframe
 Single plug No 12

Suitable Door Types Protection Width (ft) Suitable Draft Gear Type
Reference paragraphs 6.1, 6.4










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



8.2.2.1 50' 6" × 9' 2" 34 Roll Non-metallic banding and 6.2
8.2.2.3 50' 6" × 9' 6" 38 Roll Horizontal dunnage bags 6.2



















8.2.4.4 50' 6" × variable width 24 Roll Horizontal dunnage bags 6.2, 5.6.10
8.2.4.5 50' 6" × 9' 2" 24 Roll Non-metallic banding 7.6





8.2.4.4 50 in. Diameter 50-6 × Variable Width Railcar

Horizontal Dunnage Bag Application 24 Floor Spots

Reference paragraphs 6.2 and 5.6.10




 Double sliding 7.6 16
 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, 6.1
8.2.5.4 50' 6" × 9' 4" 20 Roll Lumber or fiber filler 5.6.7–5.6.9
8.2.5.5 50' 6" × 9' 6" 20 Roll Lumber or fiber filler 5.6.7–5.6.9
8.2.5.6 50' 6" × 9' 6" 20 Roll Fiber filler with rubber mats 5.5.2, 5.6, 5.6.7– 5.6.9
8.2.5.7 50' 6" × 9' 6" 20 Roll Fiber filler with rubber mats 5.5.2, 5.6, 5.6.7– 5.6.9,
and air bags 6.1
8.2.5.8 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


 Single sliding 7.2/7.4/7.5 12  Cushion underframe
 Single plug 7.2/7.4/7.5 12
Reference paragraphs 5.6.7, 5.6.8, 5.6.9, and 6.1

 Single plug 7.4/7.5 12


 Single plug 7.4/7.5/7.10.6 12
8.2.5.4 58 in. Diameter 50-6 × 9-4 Railcar Lumber Application 20 Floor Spots

 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
Reference paragraphs 5.6.7, 5.6.8, and 5.6.9

 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 Spots
with Rubber Mats

 Single sliding 7.10 12  Standard draft gear
 Double sliding 7.10 16  Cushion underframe
Reference paragraphs 5.5.2, 5.6, 5.6.7, 5.6.8, and 5.6.9
with Rubber Mats and Airbags

 Single plug 7.10.6 12  Standard draft gear
 Double plug 7.10.6 16  Cushion underframe
Reference paragraphs 5.5.2, 5.6, 5.6.7, 5.6.8, 5.6.9, and 6.1

with Rubber Mats

 Single plug 7.10.7 10  Cushion underframe
Reference paragraphs 5.5.1, 5.5.2, 5.6, 5.6.7, 5.6.8, and 5.6.9


8.2.6.1 50' 6" × 9' 4" 19 Roll Lumber filler 5.6.9
8.2.6.2 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 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 plug 7.8 12  Cushion underframe

Section Title Page
8.3.4 60 ft Car—448 in. Diameter Rolls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8–47

8.3.1.1 60' 9" × 9' 6" 51 Roll Vertical dunnage bag 6.1
application
application
8.3.1.3 60' 9" × 9' 6" 53 Roll Non-metallic band or 7.6
steel band application



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


8.3.2.1 60' 9" × 9' 6" 46 Roll Vertical dunnage bag with 5.5.1, 5.6, 6.1
rubber mats
8.3.2.2 60' 9" × 9' 6" 44 Roll Horizontal dunnage bag 5.6, 6.2
application
8.3.2.3 60' 9" × 9' 6" 40 Roll Horizontal dunnage bag 6.2
application
8.3.2.4 60' 9" × 9' 6" 46 Roll Horizontal air bag and 6.2, 7.7
non-metallic band
application
8.3.2.5 60' 9" × 9' 6" 44 Roll Non-metallic or steel band 7.6
application

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

 Double plug No 16
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






8.3.3.1 60' 9" × 9' 6" 29 Roll Horizontal dunnage bag 6.2, 7.7.13
application
application
application
application
8.3.3.5 60' 9" × 9' 6" 36 Roll Non-metallic or steel band 7.6
application
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

application
application
application
application








application
8.3.5.2 60' 9" × 9' 6" 28 Roll Horizontal dunnage bag 5.5.1, 6.2
application with rubber mats
application
application
8.3.5.6 60' 9" × 9' 6" 29 Roll Horizontal dunnage bag 5.5.1, 5.6, 6.2
application
application
8.3.5.8 60' 9" × 9' 6" Multiple Roll Wall anchor application 6.7


with Rubber Mats

Reference paragraphs 5.5.1 and 6.2


with Rubber Mats


Application

Application

Reference paragraphs 5.5.1, 5.6, and 6.2

Application

 Double sliding 7.7.15 16  Cushion underframe
8.3.5.8 50 in. Diameter 60-9 × 9-6 Railcar Wall Anchor Multiple Floor Spots
(132 in. wide or less) Application



8.3.6.1 60' 9" × 9' 6" 24 Roll Vertical dunnage bag 5.6.7–5.6.9, 6.1
application
8.3.6.2 60' 9" × 9' 6" 24 Roll Vertical dunnage bag 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 5.6.7–5.6.9
spacer application
8.3.6.4 60' 9" × 9' 6" 24 Roll Lumber or corrugated fiber 5.6.7–5.6.9
spacer application
8.3.6.5 60' 9" × 9' 6" 24 Roll Filler panel application with 5.5.2, 5.6.7–5.6.9
rubber mats
8.3.6.6 60' 9" × 9' 6" 18 Roll Anchored strap application 5.6.7–5.6.9, 6.7
8.3.6.7 60' 9" × 9' 6" 24 Roll Vertical dunnage bag 5.5.1, 5.5.2, 5.6,
application with rubber mats 5.6.7–5.6.9


 Single sliding 7.2/7.4/7.5/7.10.6 12  Cushion underframe
with Rubber Mats

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

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

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


8.3.6.5 58 in. Diameter 60-9 × 9-6 Railcar Filler Panel Application 24 Floor Spots
with 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

 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


8.3.7.1 60' 9" × 9' 6" 23 Roll Filler panel application with 5.5.2, 5.6
rubber mats

8.3.7.1 60 in. Diameter 60-9 × 9-6 Railcar Filler Panel Application 23 Floor Spots
with Rubber Mats
NOTE: This method is approved only for stretch-wrapped rolls of cellulose.


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 7.8
8.3.9.2 60' 9" × 9' 6" 9 Roll Anchored S-straps 7.9




GLOSSARY
9.0 GLOSSARY
Air 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 DEFINITIONS

Chafe—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
Association of American Railroads

Safety and Operations x Business Services
425 Third Street, SW x Washington, D.C. 20024
CIRCULAR NO. OT-34-G

IN 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 in
Rule 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" is
physically 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 No. OT-34-G 1 Revised June 2013

CIRCULAR OT-34-G
This circular is issued on behalf of the AAR Equipment Assets Committee.
By direction of,
Jeffrey J. Usher
Asst. 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 U
Roof Watertight Watertight Meets A or B Not Watertight Car is Unfit for
Standard Except Loading Secure
Roof Not Watertight Disposition per
Section 3
Floor Smooth, no Splinters Won't Leak Lading Meets A or B Will Hold Rough Car Contaminated as
No Leaks, Odor, Oil No Protruding Standards Freight Listed in AAR
Spots, Contamination Patches No Leaks, Interchange Rule No.
Odor, or 97
Contamination
Lining Intact Smooth Intact Watertight Meets A or B Poor
No Splinters Standard Except
Watertight Lining Not Watertight
Doors Watertight Fixtures Watertight Fixtures Meets A or B Fixtures (Including
(Including Locks, (Including Locks, Standard Except Locks, Hasps, etc.) in
Hasps, etc.) in Good Hasps, etc.) in Good Doors Not Watertight Good Condition
Condition Condition
Car Type—Gondolas
A B C D K U
No holes in floors Holes in floor 1"– 6" over Holes in floor 6"– 12" Holes over 12" over more Car Car is unfit for loading
less than 10% of area not over less than 10% of area than 10% of floor area, but Contaminated Secure Disposition per
located over trucks not located over trucks less than 30% Section 3
No holes in sides Holes in sides 1"– 6" over Holes in sides 1"– 6" over Holes in sides larger than 6"
less than 10% of area less than 10% of area
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 Z
Interior 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 T
x Door x Floor x Wall x Roof x Restraining Devices x Dirty Equipment (Shipper x Car Certified Clean and Defect
Defect Defect Defect Defect Missing or Defective Only Report) Free (Receiver Only Report)
Certified Covered Hopper (LO)—FDA Standard:

CLASS P
Interior Car Cleaned, Purified, and Certified to FDA Standard
Circular No. OT-34-G 2 Revised June 2013

EQUIPMENT DIAGRAMS FOR UNRESTRICTED INTERCHANGE SERVICE
11.0 EQUIPMENT DIAGRAMS FOR UNRESTRICTED INTERCHANGE SERVICE

Source: AAR Manual of Standards and Recommended Practices, Section C, “Car Construction
Fundamentals and Details,” August 2014.
11.1 Plate B
IMPLEMENTED 08/12/2014

11.2 Plate C

11.3 Plate F


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, Director

Damage Prevention & Loading Services
AAR/TTCI
55500 DOT Road
Pueblo, CO 81001
(719) 585–1817
Email: tom_feltault@aar.com

ALPHABETICAL LIST
AB Airbags, Inc. Boomerang Packaging, Inc.
5671 Palmer Way, Suite A 15401 Vantage Parkway W. #116
Carlsbad, CA 92010 Houston, TX 77032
(760) 268-1000 (281) 590–5163
(760) 268-1088 Fax (800) 214–2803
Email: dougp@abairbags.com (281) 590–9755 Fax
http://www.abairbags.com http://www.boomerangpackaging.com/
Products: D.I.D. Dunnage Bags, Air Products: Polyester Cord Strap, Steel Strap,
Compressors, Edge Protectors, Buffer Pads, Strapping Tools
Load Bars, Roll Risers, Rubber Mats,
Separators, Void Fillers Caristrap International, Inc.
1760 Fortin Blvd.
Acme Packaging Systems Laval, Quebec, H7S1N8
(affiliated with Signode Industrial Group) Canada
Suite 105 (800) 361–9466
501 West Lake Street (450) 667–4700
Elmhurst, IL 60126 (450) 663–1520 Fax
(630) 589–5100 Email: info@caristrap.com
Products: Plastic Strap, Steel Strap Products: Cargo Restraining Devices, Custom
Design Strapping Products (including
Allegheny Industrial Associates/Down printed or dyed), Woven, Non-woven, and
River Thermal Fixation (Hot melt) Strapping,
Suite #220 Industrial Tapes, Polyester Cord Strapping,
311 Plus Park Blvd. Strap Anchors
Nashville, TN 37217
(800) 444–6337 Cascades Enviropac Inc.
(615) 399–9987 541 Melchers Street
(615) 399–9982 Fax Berthierville, QC J0K1A0
http://www.aiateam.com or Canada
http://www.godunnage.com (866) 836–1799
Products: Bulkheads, Cargo Restraining (450) 752–7029
Devices, Contour Polyfoam Pads, Contour
Buffer Pads, Corner Protectors, Custom Circle Inc.
Design Products, D.I.D. Bags, Edge 2756 Whiting Road
Protectors, Polyester Cord Strap, Rebonded Burlington, WI 53105
Rubber Mats, Risers, Separators, Strap (262) 539–4400
Anchors, Void Fillers (262) 539–4409 Fax
Products: Contour Buffer Pads, Corner
Amorim Industrial Solutions Protectors, Custom Designed Products,
26112 110th Street Risers, Rubber Mats, Void Fillers
Trevor, WI 53179
(800) 558–3206 Complete Packaging Systems Inc.
(262) 862–2500 Fax 11 Ritter Way
Products: Rebonded Rubber Mats Lebanon, PA 17042
(866) 858–8800
Ancra International (717) 875–2199 Fax
4880 West Rosecrans Avenue
Hawthorne, CA 90250 Complete Packaging Systems LLC
(310) 973–5000 1375 Hopkins Street
Products: Beam End Sockets, Cargo Whitby, ON L1N2C2
Restraining Devices, Corner Protectors, Canada
Custom Design Products, Shoring Beams, (800) 858–8800
Strap Anchors, Strap Assemblies, Winches (905) 666–6565 Fax
Products: Cyclone™ Airbags, LoadSecure™
Friction Mats, Tex-Steel™ Synthetic Cord
Strapping, Honeycomb/Corrugated Dunnage,
Security Seals, Training/Consultation
Services, Packaging Products

Cordex Limited Hexacomb Corporation

412 High Street 1294 Barclay Blvd.
East Strathroy, ON N7G1H5 Buffalo Grove, IL 60089
Canada (855) 439–2266
(519) 245–3801 Email: kevinarnold@packagingcorp.com
(519) 245–3808 Products: Void Fillers, Die Cut Honeycomb,
Email: cordex@execulink.com Honeycomb Pallets, Rubber Mats, Air Bags
Products: AAR-Approved Polyester Cord
Strapping (Grades III, IV, V, and VI), AAR Holden Sales and Service, LLC
Approved Fasteners, Complete range of Suite 404
Manual and Pneumatic Tools and 6700 Cote de Liesse
Accessories Montreal, PQ H4T2B5
Canada
Cordstrap USA (514) 313–8332
1101 South Sylvania Ave. #101 (514) 313–9403 Fax
Sturtevant, WI 53177 Products: Multi-Level Wheel Chocks
(262) 898–6670
(262) 898–6677 Fax Holland Company
Products: Composite and Woven Polyester 1000 Holland Dr.
Strapping and Lashing, Other One-Way Load Crete, IL 60417
Restraint Products (708) 672–2300
Email: customerservice@hollandco.com
Cougar Packaging Designers, Inc. Products: Car Components, Cargo Sleds, Web
800 Regency Drive Strap Assemblies, Chocks, Grating, Door
Glendale Heights, IL 60139 Edge Protection
(630) 539–7361
(630) 539–7398 Fax Industrial Packaging Supplies
Products: Cushion Contour Polyfoam Pads 10 Jack Casey Court
Fountain Inn, SC 29644
Down River Load Securement (864) 862–1500
3901 Navone Road (864) 862–1005 Fax
Stockton, CA 95215 Products: D.I.D. Bags, Plastic Strap, Steel
((888) 403–8662 Strap
(866) 675–2391 Fax
Products: Honeycomb Void Fillers, Honeycomb Industrial Packaging Corp.
Panels, Bulkhead Systems, Riser Runners, 1515 W. Mohawk Drive
AIA Transmat® Friction Mats, Tomahawk, WI 54487
GatorSTRAP™ & GatorLash® Non-Metallic (715) 453–2223
Load Strapping, Paper, Poly, and Vinyl DID (715) 453–7972 Fax
Air Bags, G-FORCE Shock Absorption www.ipcfamily.com
System, G-FORCE FillerBlock, Slip Sheets, Products: Void Fillers (Honeycomb and
Tier Sheets, Corrugated Sheets Corrugated)
Dunnage Systems, Inc. International Dunnage LLC

P.O. Box 656 3216 Center Street
Sheridan, AR 72150 Thunderbolt, GA 31404
(800) 288–4830 (912) 355–8884
(870) 942–4830 (912) 355–7234 Fax
(888) 942–4710 Fax Products: D.I.D. Bags
Products: Air Compressors, Bulk Containers,
Bulkheads, Contour Buffer Pads, D.I.D. Instrumented Sensor Technology
Bags, Risers, Separators, Slip Sheets, Void 4704 Moore St.
Fillers Okemos, MI 48864
(517) 349–8487
Gerrard Ovalstrapping (517) 349–8469 Fax
Forest Products Division Products: Shock and Vibration Recorders,
120 55th Street N.E. Accelerometers, Temperature and Humidity
Fort Payne, AL 35967–8140 Recorders, Data Loggers, Data Acquisition
(256) 845–1914
(256) 845–1493 Fax
Products: Polyester Cord Strap

Ireco LLC Lock n’ Pop

805 Golf Lane 1320 Leslie Drive
Bensenville, IL 60106 Douglasville, GA 30134
(630) 741–0155 (800) 225–5539
(630) 595–0646 Fax Email: customer.service@locknpop.com
Email: sales@ireco.com Products: Lock ‘n’ Pop Adhesive
Products: Lading Anchors, Strap Retainers,
Tie-Down Assemblies Lodge Lumber Company Inc.
5001 Oates Road
Kinedyne Corp. Houston, TX 77013
3701 Greenway Circle (713) 672–6679
Lawrence, KS 66046–5442 (713) 672–5135 Fax
(800) 848–6057 Email: lodgeteam@lodgelumber.com
(785) 841–3668 Fax Products: Separators
Email: customerservice@kinedyne.com
Products: Beam End Sockets, Cargo Restraint Maillis Strapping Systems
Devices, Corner Protectors, Custom Design 404 Wall Street
Shoring Beams, Strap Anchors, Strap Fountain Inn, SC 29644–2035
Assemblies, Winches (877) 962–4648
Email: info@maillisstrapping.com
Lansmont Corporation Products: Polyester Strapping, Plastic
17 Mandeville Court Strapping, Strapping Tools
Monterey, CA 93940
(831) 655–6600 Menasha Packaging Company
Products: Data Loggers, Temperature 1645 Bergstrom Road
Recorders, Humidity Recorders, Vibration Neenah, WI 54957
Measurement Tools, Test Instruments (800) 558–5073
Products: Corrugated Boxes, Corrugated
Lat-Lon Fanfold Bulk Containers
2300 South Jason Street
Denver, CO 80223 Moldwood Products Co.
(877) 300–6566 104 Mallard Circle
(303) 937–7406 York, AL 36925
(303) 531–5754 Fax (205) 392–5256
Email: sales@lat-lon.com Products: Core Plugs
Products: Data Recorders
National Rubber Technologies Corp.
Litco International, Inc. 35 Cawthra Ave.
One Litco Drive Toronto, ON M6N 2W3
Vienna, OH 44473 Canada
(330) 539–5433 (800) 387–8501
(330) 539–5388 Fax (416) 657–1111 ext. 4283
www.litco.com (416) 652–4751 Fax
Products: Load Securement (Training), Products: Rubber Mats, Masticated Rubber,
Packaging Materials (Sales), Corrugated Friction Mats, Load-Bearing Rubber, Mud
Void Fillers, Dunnage Air Bags Flaps, Rubber Wheel Chocks, Custom
Designed Rubber
Logistick
19880 State Line Road Pasadena Skid and Pallet Co.
South Bend, IN 46637–1545 5202 Red Bluff Road
(800) 758–5840 Pasadena, TX 77503
(574) 271–2565 (281) 991–0190
(574) 271–2574 Fax (281) 991–0905 Fax
Products: Blocking and Bracing Devices, Products: Eucalyptus Hardboard, Skids, and
Strapping, D.I.D. Bags, Void Fillers, Security Pallets, Corrugated Pallets, Palletizing
Seals, Corner Protectors Materials

PendaForm Shippers Products

200 Friendship Drive 808 Blake Road
New Concord, OH 43762 Sheridan, AR 72150
(866) 558–1913 (870) 942–2151
(740) 261–4420 Products: Air Compressors, Angleboard, Bulk
Products: Truck Bulkhead Spacer, Rail Containers, Coil/Roll Edge Protectors,
Bulkhead Spacer, Truck Separator, Rail Contour Buffer Pads, D.I.D. Bags, Load Bars,
Separator, 4-96 Void Panel, 2-102 Void Panel, Roll Risers, Rubber Mats, Separators, Slip
4-120 Void Panel, 814 Lateral Void Filler, Sheets, Void Fillers
1618 Lateral Void Filler, 1420 Lateral Void
Filler, Plastic Board, Plastic Cover Signode Packaging Systems
3650 West Lake Avenue
PlyVeneer Products Glenview, IL 60026
800 48th Street (800) 323–2464
Springfield, OR 97478 (847) 657–5323
(866) 447–0771 Products: Load Cushioners, Plastic Strap,
(541) 747–0771 Polyester Cord Strapping, Steel Strapping,
(541) 747–0775 Fax Strap Anchors
Products: Ply Veneer Panels
Shockwatch Corp.
Rainer GmbH Suite 350
Graf-Zeppenlinstrasse 22b 5501 Lyndon B Johnson Fwy
D-51147 Cologne, Germany Dallas, TX 75240
0049 2203 922 970 (800) 393–7920
0049 2203 922 975 Email: info@shockwatch.com
Products: Impact, Tilt, and Temperature
RB Rubber Products Recorders
904 E. 10th Avenue
McMinnville, OR 97128 Southern Bracing Systems, Inc.
(503) 472–4691 1900 Parish Drive
(800) 525–5530 Rome, GA 30161
(503) 434–4455 Fax (706) 291–4206
Products: Rubber mats (706) 291–0229 Fax
Email: sales@southernbracing.com
RC Packaging Systems, Inc. Products: Bulkheads, Cargo Restraining
4935 Technical Drive Devices, Contour Buffer Pads, Corner
Milford, MI 48381 Protectors, Custom Design Products, D.I.D.
(248) 684–6363 Bags, Polyester Cord Strap, Risers, Rubber
(248) 685–3521 Fax Mats, Separators, Laminated Bulkhead
Products: Polyester Cord Strap (Ty-gard™), Void Fillers
RFTrax—Now IONX Southern Strapping Systems

515 S. Franklin Street 1900 Parish Drive
West Chester, PA 19382 Rome, GA 30161
(484) 653–2600 (888) 290–0967
Products: Rail Asset Tracking Data Acquisition (706) 291–0229 Fax
Devices Email: sales@sstrap.com
Products: Polyester Strapping
Samuel Strapping Systems
1455 James Parkway Stopak (Pty) Ltd.
Heath, OH 43056 4 Paddy Close, Ottery
(800) 222–1855 Cape Town, South Africa 7808
Products: Steel Strap, Plastic Strap, Strapping +27 21 703 9393
Tools +027 21 704 1349 Fax
Email: bsearson@stopak.com
Products: D.I.D. Bags

Sunrise Arkansas, Inc. Tapex American Corporation

400 Airline Drive 2626 20th Street
Benton, AR 72015 Port Huron, MI 48061–0233
(800) 264–5411 (810) 987–4722
(501) 778–6335 Fax Fax:(810) 987–4728
Email: info@mytransitprotection.com Products: AAR-Approved Polyester Cord
Products: Bulkheads, D.I.D. Bags, Risers, Strapping (Grades, III, IV, V and VI), AAR-
Separators, Void Fillers Approved Fasteners, Complete Range of
Manual and Pneumatic Tools and
Sunrise Mfg., Inc Accessories
2665 Mercantile Drive
Rancho Cordova, CA 95742 Trinity Industries, Inc.
(800) 748–6529 106 Wellwood Road
(916) 635–9730 Fax Brooklyn, MI 49230
Products: Buf-Bags, Bulkheads, D.I.D. Bags, (734) 281–4466
Laminated Bulkheads (Ty-gard™), Polyester (734) 281–2098
Strap, Rubber Matting, Separators, Slip
Sheets, V-Boards, Void Fillers TydenBrooks
409 Hoosier Drive
Sunrise Washington, Inc. Angola, IN 46703
5900-A N.E. 88th Street #119 (800)348–4777
Vancouver, WA 98665 (260) 665–8309
(360) 574–3512 Email info@tydenbrooks.com
(888) 485–4085 Products: Security Seals Locking Devices
(360) 574–7695 Fax
Products: Buf-Bags, Bulkheads, D.I.D. Bags, Tyoga Container Co., Inc
Corner Protectors, Void Fillers, Laminated 9 Fish Street
Bulkheads (Ty-Gard 2000), Corrugated Tioga, PA 16901
Pallets, Rubber Matting, Polyester Strap, (570) 835–5295
Slip Sheets, Stretch Film, Roll Risers, (570) 835–5647
Security Seals
US Dunnage LLC
Superior Packaging Company 144 Wood Street
500 South 59th Avenue Crossett, AR 71635
West Duluth, MN 55807 (866) 407–2247
(800) 705–5279 (870) 304–2247
(218) 624–8945 (870) 364–2288 Fax
(218) 624–8949 Fax Products: D.I.D. Bags
Products: Angleboard, Beam and Sockets,
Beverage Bulkheads, Bulk Containers, Walnut Industries Inc.
Bulkheads, Car Liner Sheets, Cargo 1356 Adams Road
Restraining Devices, Core Plugs, Corner P.O. Box 624
Posts, Corner Protectors, Contour Buffer Bensalem, PA 19020
Pads, Cushion Contour Poly Foam Pads, (800) 523–6536
Custom Design Products, DID Bags, (215) 638–4939 Fax
Laminated Bulkheads, Load Bars, Metal Email: Sales@ty-gard.com
Blocking Devices, Rebonded Rubber Pads, Products: Laminated Bulkheads (Ty-gard™)
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

CLOSED CAR LOADING STANDARDS
Publication
Part Subject/Title Date Formerly
1 Minimum Loading Standards for 01/2014 Pamphlet No. 14, Minimum Loading
Freight in General Purpose Standards for Freight in General Purpose
Boxcars and Specially Equipped Boxcars (12/84)
2 Best Practices for Loading of Roll 08/2016 Best Practices for Loading of Roll Paper in
Paper in Railcars Railcars/Pamphlet No. 39, Supplemental
Loading Standards for Roll
Paper/Pulpboard in Closed Cars (5/11)
Plywood and Similar Building Standards for Sanded and Sheathing
Products in Closed Cars Plywood in Closed Cars (11/85)
Lumber in Closed Cars Standards for Lumber in Closed Cars
(10/87)
5 Minimum Loading Standards for 06/2014 Pamphlet No. 6, Minimum Requirements
Building Brick in Closed Cars for Loading, Bracing and Blocking
Carload Shipments of Building Brick in
Closed Cars (8/83)
Prepared Food and Similarly Standards for Packaged Food Products in
Packaged Products in Closed Closed Cars and TOFC/COFC (10/88)
Cars
7 Minimum Loading Standards for 07/2014 New
Intermediate Bulk Containers
in Closed Cars
Bagged and Baled Standards for Bagged and Baled
Commodities in Closed Cars Commodities in Closed Cars (10/93)
9 Minimum Loading Standards for 08/2014 Pamphlet No. 23, Minimum Standards for
Coiled Metal Products in Closed Loading Steel Products in Closed Cars,
Cars Trailers or Containers (4/95)
10 Minimum Loading Standards for 10/2014 Pamphlet No. 37, Minimum Standards for
Primary Metal Products in the Safe Loading of Ingots, Pigs, Anodes,
Closed Cars Rods and Similar High Density Metallic
Commodities in Closed Cars (11/84)
See also:
Intermodal Loading Guide for Products in Closed Trailers and Containers (01/2016)
Open Top Loading Rules Manual, Sections 1–7

04 Tightening Reliability

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Closed Car Loading Guide

Approved August 2016 by the

Issued: August 2016

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

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

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

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

1.2.1 Circular No. 42-K (or supplements thereto)

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

Rolls in lengthwise alignment Rolls without lengthwise alignment transfer forces

Figure 1.1 Load forces

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

2.0 SELECTION AND PREPARATION OF CAR

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

THIS PAGE LEFT BLANK INTENTIONALLY

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

3.0 GENERAL LOADING INFORMATION

Percentage of Total Force

3.2 Maximum Load Weight

Closed Car Loading Guide—Loading Roll Paper in Rail Cars 3–1

3.4 Center of Gravity

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

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 – Spring Deflection (loaded)

E =Lightweight of railcar in pounds

F =Weight of load in pounds

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

3–2 Closed Car Loading Guide—Loading Roll Paper in Rail Cars

3.4.6 EXAMPLE: Roll Paper

Calculate Center of Gravity Line

Closed Car Loading Guide—Loading Roll Paper in Rail Cars 3–3

Group 1 = C1 = (50 in. × 3) / 2 = 75 in.

Group 1 = D1 = 75 in. + 44 in. = 119 in.

Group 1 = F1 = 19 rolls × 3 layers × 2,500 lb = 142,500 lb

= 97.8 in. above top of rail (ATR)

3–4 Closed Car Loading Guide—Loading Roll Paper in Rail Cars

4.0 LOADING CONSIDERATIONS

Closed Car Loading Guide—Loading Roll Paper in Rail Cars 4–1

4–2 Closed Car Loading Guide—Loading Roll Paper in Rail Cars

5.0 BLOCKING AND BRACING MATERIALS

5.2 Nonmetallic Strapping

Closed Car Loading Guide—Loading Roll Paper in Rail Cars 5–1

Figure 5.1 Rubber mat symbols

5–2 Closed Car Loading Guide—Loading Roll Paper in Rail Cars

Figure 5.2 Void fillers used with contour buffer pads

CONTOUR BUFFER PAD

Closed Car Loading Guide—Loading Roll Paper in Rail Cars 5–3

DETAIL OF END WALL BLOCKING

Figure 5.4 Endwall filler in pulpboard load

Figure 5.5 Honeycomb filler along sidewall in pulpboard load

5–4 Closed Car Loading Guide—Loading Roll Paper in Rail Cars

SIDE WALL SPACER

Figure 5.7 Sidewall fillers

Closed Car Loading Guide—Loading Roll Paper in Rail Cars 5–5

Figure 5.8 Strip, square, and circular risers

5–6 Closed Car Loading Guide—Loading Roll Paper in Rail Cars

Example 1: 40-in.-diameter by 50-in.-tall rolls stacked two high;

Example 2: 40-in.-diameter by 50-in.-tall rolls stacked two high;

Closed Car Loading Guide—Loading Roll Paper in Rail Cars 5–7

Figure 5.9 Risers used to break strata line

5–8 Closed Car Loading Guide—Loading Roll Paper in Rail Cars

6.0 LOAD SECUREMENT