Subpart D
Every intermodal container must be legibly and permanently marked with its empty weight, its maximum cargo weight, and the sum of both (the container plus cargo). See the marking requirements in 1917.71(a).
The employer must ascertain from the carrier whether the container to be hoisted is loaded or empty before any hoisting begins. This duty is stated in 1917.71(b)(1).
Every outbound loaded container received at a marine terminal ready to load aboard a vessel must be weighed to obtain the actual gross weight before being hoisted. See 1917.71(b)(3).
If the terminal has no scales, the actual gross weight may be calculated by adding the weight of the container when empty to the weight of its contents and then posting those calculated weights on the container with the name of the person who made the calculation and the date. See 1917.71(b)(4)(ii) and the posting requirement in 1917.71(b)(5).
You must either plainly mark the actual gross weight on the container so it’s visible to the crane operator and supervisors, or provide a cargo stowage plan or equivalent permanent display that contains the actual gross weight and the container’s identification to the crane operator and supervisors. See the two options in 1917.71(b)(2)(i) and 1917.71(b)(2)(ii).
Closed dry van containers carrying only completely assembled vehicles and no other cargo, that are marked externally so employees can readily tell they contain vehicles, and whose vehicles were loaded at the marine terminal, are exempt from the paragraph (b)(4) weighing requirement. See the three exemption conditions in 1917.71(b)(6)(i)–(iii).
Any scale used within the United States to weigh containers for these requirements must meet the accuracy standards of the state or local public authority where the scale is located. See 1917.71(b)(8).
No — a container may not be hoisted if its actual gross weight exceeds the container's marked maximum cargo weight in 1917.71(a)(2) or if it exceeds the capacity of the crane or hoisting device to be used, as stated in 1917.71(c).
Employers must set aside marked or designated areas within a container or roll-on/roll-off terminal for employees to pass to and from active cargo transfer points unless the employer provides transportation to those points; they also must direct employees to stay clear of areas beneath suspended containers. See 1917.71(d)(1) and 1917.71(d)(2).
Each employee working near container handling equipment or in terminal traffic lanes must wear a high visibility vest or equivalent protection such as high-visibility/retro-reflective coveralls that make the worker visible by day and at night. The requirement is in 1917.71(e), and acceptable material areas (for example background and retro-reflective minimums) are described in 1917.71(f) and its explanatory text.
Loaded containers 20 feet or more in length hoisted by their top fittings must have lifting forces applied vertically from at least four such fittings; if hoisting from bottom fittings, the hoisting connections must bear only on the fittings and make no other contact with the container. See 1917.71(f)(1)(i) and 1917.71(f)(1)(ii).
A less-than-vertical lift is permitted only if the container is an ISO closed box in sound condition, hoisting and lowering speeds are moderated for heavily laden containers, the lift angle is 80–90 degrees, the spreader-to-load clearance and spreader beam lengths meet the specified minimums, and other listed conditions are met. See the full set of conditions in 1917.71(f)(1)(i)(A)–(F).
Employers must take all precautions to prevent accidental release when spreaders use lanyards for activation, and spreader twistlock systems must be designed and used so that a suspended load cannot accidentally be released. See 1917.71(f)(2)(i)–(ii).
Intermodal containers must be inspected for defects in structural members or fittings before handling, and any container found unsafe must be identified, removed from service, and repaired before being returned to service. See 1917.71(g)(1)–(2).
Before hoisting a container, all engaged chassis twist locks must be released so that containers are not hoisted while still locked to a chassis. See 1917.71(h).
No more than two intermodal containers may be lifted in a VTL, and the employer must ensure that the two containers are empty before the lift begins. See 1917.71(i)(2)–(3).
Each employee involved in VTL operations must be trained and competent in the safety-related work practices, safety procedures, and other requirements in 1917.71 that pertain to their job assignments. See 1917.71(i)(1).
VTLs must be performed using a shore‑based container gantry crane or another crane that has precision control to restrain unintended rotation, can handle the load volume and wind sail potential of VTLs, and is specifically designed to handle containers. See 1917.71(i)(4)(i)–(iii).
VTL operations are prohibited when wind speed exceeds the lesser of 55 km/h (34 mph or 30 knots) or the crane manufacturer's recommended maximum wind speed. See 1917.71(i)(7)(i)–(ii).
Each interbox connector used in VTLs must be tested and certificated as having a load-bearing surface area of 800 mm2 when connected to a 65.0 mm corner casting opening and a safe working load of 98 kN (10,000 kg) with a safety factor of five when loaded via two 65.0 mm corner castings (or equivalent). This testing/certification requirement is in 1917.71(i)(8)(iv)(A)–(B).
Each container, corner casting, and interbox connector used in a VTL must be inspected immediately before use: connectors need visual checks for cracks, functional checks that locks work with adequate spring tension, and corrosion checks; containers and corner castings must be checked for cracks, corrosion, enlarged openings, bad welds, or debris like ice or mud. See the inspection items in 1917.71(i)(9)(ii)–(iii).
The employer must develop, implement, and maintain a written transport plan for vertically connected containers that establishes safe operating and turning speeds, covers terminal conditions affecting safety, and includes a defined safe work zone where employees may not be present while vertically connected containers are in motion. See 1917.71(j)(2) and 1917.71(k).
OSHA's December 21, 2004 Letter of Interpretation explains that installing a strobe light on powered industrial trucks is allowed if you obtain the manufacturer's written approval or written approval from a professional engineer when required, and operators may need refresher training under [29 CFR 1910.178(l)]. See the interpretation at https://www.osha.gov/laws-regs/standardinterpretations/2004-12-21-0 and the powered industrial truck training requirement referenced in 1917.1(a)(1)(xiv).
OSHA's March 17, 2017 memorandum explains that reach stackers are considered powered industrial trucks and are therefore exempt from the certification requirement in [1917.50], but they remain subject to [1917.43] and the powered industrial truck training requirements in [29 CFR 1910.178(l)]. See the memorandum at https://www.osha.gov/laws-regs/standardinterpretations/2017-03-17 and 1917.50.
OSHA's September 13, 2013 Letter of Interpretation states that an operator who becomes incapacitated may not leave the controls while a load is suspended; the employer must ensure operators are physically able to perform assigned tasks without unscheduled interruptions. See the interpretation at https://www.osha.gov/laws-regs/standardinterpretations/2013-09-13 and the related requirements in 1917.
Flatbed trucks and container chassis must have pins, flanges, or other positive means to prevent container shifting, and after July 27, 1998, flat beds, low boy trailers and similar equipment used to transport containers must be marked with their cargo capacities and must not be overloaded. See 1917.71(f)(3) and 1917.71(f)(4).
Each interbox connector must have a certificate available for inspection attesting it meets the strength criteria in [1917.71(i)(8)(iv)], and it must be clearly and durably marked with its safe working load for lifting and an identifying number or mark that links it to its test certificate. See 1917.71(i)(8)(v)–(vi).