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WNTI
W O R L D N U C L E A R T R A N S P O RT I N S T I T U T E
GOOD PRACTICE GUIDE
Good Practice for the Securing
of Drums of Uranium Ore Concentrate
in 20’ ISO Containers
Dedicated to the safe, efficient and reliable transport of radioactive materials

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contents
Good Practice for the Securing of Drums of
Uranium Ore Concentrate in 20’ ISO Containers
Table of contents
1.0 Introduction 5
2.0 General 6
3.0 Loading and Securing 7
4.0 Examples of Drums Secured in ISO Containers 8
5.0 Examples of Calculations to determine the G-load on the securing system 9
5.1. Longitudinal Force 9
6.0 Securing of Drums of Uranium Ore Concentrate in 20’ ISO Container – Vertical Restraint 10
6.1. IAEA TS G-1 – Guidance Material 10
6.2. World Nuclear Transport Institute 11
6.3. IMO Guidelines 11
6.4. US DOT 49CFR 12
6.5. Transport Canada’s Regulations 12
6.6. American Association of Railroads 13
(CN and CP also require conformation with these standards)
6.7. Practical Cargo Securing 13
6.8. ISO Containers
6.9. Container Handbook – Published by GDV The German Insurer 13
6.10. Japanese Requirements 14
6.11. Summary 15
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contents
This publication is intended as a guide only. The official documents
cited in the text must be consulted for a definitive description of their
purpose and contents.
First Edition published in August 2011
by World Nuclear Transport Institute,
Remo House,
310-312, Regent Street,
London,
W1B 3AX
© World Nuclear Transport Limited, 2011
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home contents 1. Introduction
1.0 Introduction
This guide is intended to provide some methods for loading
drums inside ISO containers for shipment by rail, road and
sea. Loading of uranium concentrate must conform to the
regulations of the agency of authority of the countries
within which the shipment moves. This document will
provide a brief overview of some of these requirements.
It is important to properly secure drums inside ISO containers
as the container may move in multiple directions during
transport. During a container journey, normal transport
forces may shift an unsecured load to exert excessive
pressure against the nose, rear doors or side walls. Drums
that are improperly blocked and braced can shift to one side
of the container and cause the container to lean on the
flatcar or truck trailer which may cause the container to
sideswipe or even cause an accident. Weight of the drums
that is concentrated in a small area and not properly
distributed throughout the container can cause the
container floor to collapse during handling.
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home contents 2. General
2.0 General
The following steps provide a safe method of loading drums
inside an ISO container.
1) The ISO container should be clean, have sound roof,
sides and end walls, smooth floor and snug fitting
doors. There should not be any obvious damage,
distress, weakened parts or weakened sections.
Please refer to the WNTI Standard Uranium
Concentrates - Industry Good Practices for ISO
Containers in Multimodal Transports for more details.
2) Plan the loading of the drums in the ISO container
to prevent damage to the drums and equipment.
3) The loaded weight must not exceed the limit stated on
the ISO container manufacturer’s plate. The combined
weight of the drums and ISO container must conform
to all applicable regulations, specifically road vehicle
weight restriction, used at origin and at the final
destination.
4) The drums in the ISO container must be evenly
distributed both crosswise and lengthwise.
The drums should be tightly nested together.
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home contents 3. Loading and Securing
3.0 Loading and Securing
1) Secure the drums to prevent lengthwise movement.
ISO container doors are neither designed nor intended
to restrain drums. Blocking and bracing may be used to
prevent the movement of the drums toward the doors.
2) Fill voids and apply blocking and bracing to maintain
proper lengthwise and crosswise weight distribution
during transit and to prevent the drums from damaging
doors, nose and walls or from falling out when the
doors are opened.
3) Use lumber which is phytosanitary compliant and free
of defects which impair its strength or interferes with
proper nailing.
4) Use adequate size and number of nails in the
construction and the securing of blocking
and bracing within the ISO container.
5) Do not nail to the ISO container walls.
Toe-nailing is not recommended.
6) Strapping used to secure the drums must be of
sufficient strength and amount and be properly applied
so as to secure the load from crosswise or lengthwise
movement.
7) The combined strength of straps used must be
sufficient to withstand the G-loads for the mode
of transport.
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home contents 4.0 Examples of Drums Secured in ISO Containers
4.0 Examples of Drums Secured in ISO Containers
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home contents 5.0 Examples of Calculations to determine the G-load on the securing system
5.0 Examples of Calculations to determine
the G-load on the securing system
The actual G-load to consider in this calculation
is discussed in the next section.
This calculation considers that the forces act in one direction
at a given time.
Vertical Cz = Vertical acceleration coefficient up or down
Longitudinal Cx = Longitudinal acceleration coefficient
in either direction
Transverse Cy = Lateral acceleration coefficient
in either direction
Friction Coefficient of drums against plywood floor
µd = .25
SYMBOLS
m Mass of load in (kg)
Fx Longitudinal force activated by the loads (daN)
Fy Lateral force activated by the loads (daN)
Fz Vertical force activated by the loads (daN)
Ff Friction Force (daN)
R Resisting force by floor or walls of container or by
TY-GARD Bands (daN)
Rx Longitudinal force (daN)
Ry Lateral force (daN)
Rz Vertical force (daN)
Rotm Vertical force due to overturning (daN)
g Gravitational acceleration
gn Standard acceleration due to gravity
gn = 9.807 m/s2
µd Dynamic friction factor
5.1. Longitudinal Forces
Longitudinal forces toward the rear (open end) of container.
The forces are resisted by the bands or straps used and by
friction on the floor.
400mm
Rx
Pt A
4800mm
Fz
4800mm
Fz
Fz = M x 1 x gn (per unit braced) And Rz = Fz
Fx = m x Cx x gn
Friction is µd = .40
so Ff = µd x Rz
Rx = 2(Fx-Ff) For two blocks of drums tied together.
Force/Band = Rx/number of straps or bands used
This should be less than the strength of the straps or bands.
ROTM (2Fx-Rx) 400 / 4,800 x 2
(per unit)
Check summary of forces
∑f = 0
2 Fx = Rx+2 Ff
Horizontal
∑f = 0 2 Fz = 2 Rz 2
Vertical
(ROTM forces cancel)
Ff
Rotm
Fx
Rz
Ff
Rotm
Rz
Fx
∑M = 0 (2 Fx - Rx) 400 =ROTM x 2 x 4,800
About Pt. (A)
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home contents 6.0 Securing of Drums of Uranium Ore Concentrate in 20’ ISO Container – Vertical Restraint
6.0 Securing of Drums of Uranium Ore Concentrate
in 20’ ISO Container – Vertical Restraint
One question we are attempting here to understand is the
apparent disparity between the IAEA TS G-1 recommendations
which state that radioactive materials cargo should be secured
vertically by 2g for sea, road, and rail transport when other
regulations do not require this amount of vertical restraint.
6.1 IAEA TS-G-1 – Advisory Material for
the IAEA Regulations for the Safe
Transport of Radioactive Material
TABLE IV.2 ACCELERATION FACTORS FOR PACKAGE
RETENTION SYSTEM DESIGN FOR SPECIFIC PACKAGES
Type of package Acceleration factors
Longitudinal Lateral Vertical
Certified fissile and
Type B(U) or Type
B(M) packages in
the USA [IV.7]
All 10g 5g 2g
PACKAGE ACCELERATION FACTOR
CONSIDERATIONS
V.7.
V.8.
Because of the differences in transport infrastructures
and practices throughout the world, the national
competent authorities and the national and
international transport modal standards and
regulations need to be consulted to confirm the
mandatory or recommended package acceleration
factors, together with any special conditions for
transport, which should be used in the design of
the packages and their retention systems.
Acceleration factors will need to be applied in the
design and analysis of packages and their retention
systems. Table V.1 gives an indication of the
magnitude of the acceleration factors which might
be used for the design of the package and its
retention system for routine conditions of transport.
TABLE IV.1 ACCELERATION FACTORS FOR PACKAGE
RETENTION SYSTEM DESIGN
Acceleration factors
Mode Longitudinal Lateral Vertical
Road 2g 1g 2g up, 3g down
Rail 5g 2g 2g up, 2g down
Sea/water 2g 2g 2g up, 2g down
Air 1.5g (9g forward) 1.5g 2g up, 6g down
Radioactive material
packages in Europe
by rail (UIC) [IV.8]
Rail 4g (1ga) 0.5ga 1g±0.3gb
Carriage of irradiated
nuclear fuel, plutonium
and high level radioactive
wastes on vessels [IV.9]
Sea 1.5g 1.5g 1g up,
2g down
Domestic barge transport
of radioactive material
packages [IV.6]
Sea/water 1.5g 1.6g 2g
Uranium hexafluoride
packages [IV.1]
Road and rail 2g 1g + 1g
Sea 2g 1g + 2g
Air 3g 1.5g + 3g
a These values are required by the United States Competent
Authority for tie-down fixtures that are structural parts
of Type B(U) and Type B(M) and fissile package designs.
b Lower acceleration factors are allowed if dedicated
movements with special rail wagons are made.
Additionally, higher acceleration factors are required
if snatch lifting on the attachment points is likely to
occur, or if the rail wagons are to be carried.
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home contents 6.2. World Nuclear Transport Institute (WNTI)
6.2. World Nuclear Transport Institute
(WNTI)
Uranium Concentrates – Industry Good
Practices for ISO Containers in Multimodal
Transports
“6.2.13 Cargo restraint shall be compliant with
the requirements of reference 8.5 listings for G force
restraint minimums with particular attention to
the logistic being used, especially when the logistic
includes rail shunting.”
“8.5 IMO/ILO/UN ECE Guidelines for Packing of
Cargo Transport Units, IMDG Code Supplement,
amendment 33-06, publication number IF210E.”
6.3. International Maritime
Organization (IMO) Guidelines
The above values should be combined with static gravity
force of 1.0 x cargo weight acting downward and a dynamic
variation of
(a) + 0.3 (sliding only)
(b) + 0.5
(c) + 0.7
(d) + 0.8
Sea area (B) includes the Mediterranean.
The same table is shown on Page 24 of the below link:
Also see Pages 21, 22, and 23 of this book which diagrams
the forces on CTUs during road, rail and sea transport.
http://books.google.com/books?id=dZ8qhxZls6oC&dq=packi
ng+cargo+transport+units&printsec=frontcover&source=bl&
ots=r-ipgtVcwE&sig=CJwFikNWjAeV0Zyw0u2QVAb35a
A&hl=en&ei=kV8ISsi3Cp7cMNXZuIIO&sa=X&oi=book_result
&ct=result&resnum=3#PPA24,M1
IMO/ILO/UN ECE Guidelines for Packing of Cargo Transport
Units, IMDG Code Supplement, amendment 33-06,
publication number IF210E.
6.4. United States Department of
Transportation (US DOT) 49CFR
Mode of Transport Forward Backward Sideways
Road 1.0 0.5 0.5
Railway
Shunted Wagons 4.0 4.0 0.5 (a)
Containers, Swap bodies, 1.0 1.0 0.5 (a)
semi-trailers in combi-trains
and wagons in block trains
(non shunted wagons)
Sea
Baltic Sea (A) 0.3(b) 0.3(b) 0.5
North Sea (B) 0.3(c) 0.3(c) 0.7
Unrestricted (C) 0.4(d) 0.4(d) 0.8
We also refer to 49CFR and the requirements related there
for securing of hazardous materials as quoted below.
§ 176.69 General stowage requirements for
hazardous materials.
(a) Hazardous materials (except as provided
in paragraph (c) of this section and Class 9
(miscellaneous hazardous) materials) must
be stowed in a manner that will facilitate
inspection during the voyage, their removal
from a potentially dangerous situation, and
the removal of packages in case of fire.
(b) Each package marked in accordance with
§172.312(a)(2) of this subchapter must be
stowed as to remain in the position indicated
during transportation.
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home contents 6.5. Transport Canada’s Regulations
(d) Packages of hazardous materials must be secured
and dunnaged to prevent shifting in any
direction. Vertical restraints are not required if the
shape of the package and the stuffing pattern
preclude shifting of the load.
(e) Packages of hazardous materials must be braced
and dunnaged so that they are not likely to be
pierced by the dunnage or crushed by a
superimposed load.
6.5. Transport Canada’s Regulations
a. National Safety Code – Motor Carriers
Performance criteria
(1) The cargo securement system shall be capable of
withstanding the forces that result if the vehicle is
subjected to each of the following accelerations:
(a) 0.8 g deceleration in a forward direction;
[Amdt. 176–1, 41 FR 16110, Apr. 15, 1976, as
amended by Amdt. 176–1A, 41 FR 40687, Sept. 20,
1976; Amdt. 176–12, 45 FR 81573, Dec. 11, 1980;
Amdt. 176–30, 55 FR 52689, Dec. 21, 1990; 56 FR
66282, Dec. 20, 1991; 68 FR 61942, Oct. 30, 2003]
Of the casualties investigated it is often the case
that horizontal spaces – that is fore-and-aft and
longitudinally – are more or less adequately chocked,
but the vertical component is entirely neglected. When
a ship is pitching and scending in a seaway, vertical
acceleration and deceleration forces acting on cargo
components can attain values of 2g. That is, as it goes
up and comes down the load upon the securing
arrangements will be equal to twice the static weight
of the cargo item. If there is no arrangement to hold
down the cargo securely to the container’s floor the
cargo will lift, and once it lifts it will start to shift,
and once it starts to shift it will go on shifting!
Fig C
(b) 0.5 g deceleration in a rearward direction;
(c) 0.5 g acceleration in either sideways direction.
(2) The cargo securement system shall provide a
downward force equal to at least 20 % of the
weight of an article of cargo if the article is not
fully contained within the structure of the vehicle.
b. Transport of Dangerous Goods Regulations
5.4 Loading and Securing
A person must load and secure dangerous goods in
a means of containment and must load and secure
the means of containment on a means of transport
in such a way as to prevent, under normal conditions
of transport, damage to the means of containment
or to the means of transport that could lead to an
accidental release of the dangerous goods.
6.6. American Association of Railroads
(CN and CP also require
conformation with these
standards CIRCULAR 43-D)
Our Interpretation: In the case of the Fig C securing
of drums, the cargo is secured sufficiently to not allow
“shifting” of the load therefore no additional vertical
restraint is required.
RULES GOVERNING THE LOADING,
BLOCKING AND BRACING OF FREIGHT
IN CLOSED TRAILERS AND CONTAINERS
FOR TOFC/COFC SERVICE
5. Loading and Securing
A. Secure lading to prevent lengthwise movement.
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home contents 6.6. Practical Cargo Securing
G. Strapping used for load securing must be of
sufficient strength and amount, and be properly
applied so as to secure the load from crosswise
or lengthwise movement.
6.9. Container Handbook – Published
by GDV The German Insurer
www.containerhandbuch.de/chb_e/stra/index.html
H. The combined joint strength of steel straps used
must be equal to the weight of the lading being
secured, except as provided in approved loading
methods in Section IV of this Intermodal Loading
Guide. (See Table E on page 28of Section III.)
www.aar.com/dpls/pfds/Circular43-D.pdf
6.7. Practical Cargo Securing
Distributed by American Trucking Assn and
Commercial Vehicle Safety Alliance
www.practicalcargosecurement.com/CSBook.html
Chapter 7 – Securing of Cargo in Vans
“Grouping articles of cargo together is a useful
method of helping to secure it. Grouped articles
are more stable, less prone to shifting and tipping,
and less likely to become damaged.”
6.8. ISO Containers
According to the ISO standard, both the front and rear
walls (rear doors) must withstand an internal load (force)
equivalent to 0.4 x MAXIMUM CARGO WEIGHT evenly
distributed over the entire end wall surface (door surface).
This applies also to end walls of containers. According to ISO
standard, sidewalls must withstand an internal load (force)
equivalent to 0.6 x MAXIMUM CARGO WEIGHT evenly
distributed over the entire wall.
ROAD
Mode of Transport: Forward Backward Sideways
Road acting acting acting
forces forces forces
VDI guidelines 0.8 g 0.5 g 0.5 g
CTU packing guidelines 1.0 g 0.5 g 0.5 g
Swiss road transport 1.0 g 0.5 g 0.5 g
regulations
British regulations 1.2 g 0.5 g 0.8 g
In relation to the Table (see also comment on page 89),
it is stated in point 1.7 of the CTU packing guidelines that
examples of accelerations are given which could arise during
transport operations: ... However, national legislation or
recommendations may require the use of other values.
It is unsatisfactory that the tables generally state no
values for vertical acceleration, although any road user
will know just how much road vehicles can vibrate up and
down. The Swiss road haulage association “Les Routiers
Suisses” allows for upward vertical accelerations of 1 g.
RAIL
Mode of Transport: Forward Backward Sideways
Rail acting acting acting
forces forces forces
Rail cars subject to 4.0 g 4.0 g 0.5 g (a)
shunting [switching]*
Combined transport** 1.0 g 1.0 g 0.5 g (a)
1 g = 9.81 m/s?
The above values should be combined with static gravity
force of 1.0 g acting downwards and a dynamic variation of:
(a) = ± 0.3 g.
* The use of specifically equipped rolling stock is advisable
(e.g. high-performance shock absorbers, instructions for
shunting [switching] restrictions).
**”Combined transport” means “wagons [cars] with
containers, swap-bodies, semitrailers and trucks, and also
block trains (UIC and RIV)”.
Table from the CTU packing guidelines
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home contents 6.10. Japanese Requirements
In relation to the Table, it is stated in point 1.7 of the CTU
packing guidelines that examples of accelerations are given
which could arise during transport operations:
... However, national legislation or recommendations may
require the use of other values.
The statement in the Table: “The above values should
be combined with static gravity force of 1.0 g acting
downwards and a dynamic variation of: (a) = ± 0.3 g”
means that the CTU packing guidelines have adopted the
UIC railroad values for acceleration. In accordance with
these values vertical acceleration is calculated at 0.3 g.
The same values are also specified by the VDI guidelines for
intermodal transport. In road-rail intermodal transport, the
following values are thus obtained: 1 g in the longitudinal
direction, 0.5 g sideways and 0.3 g vertically.
SEA
Ocean-going vessel Forward Backward Sideways
acting acting acting
forces forces forces
Baltic Sea 0.3 g (b) 0.3 g (b) 0.5 g
North Sea 0.3 g (c) 0.3 g (c) 0.7 g
Unrestricted 0.4 g (d) 0.4 g (d) 0.8 g
1 g = 9.81 m/sec? The above values should be combined
with static gravity force of 1.0 g acting downwards and a
dynamic variation of:
(b)= ±0.5g (c)= ±0.7g (d)= ±0.8g
The values stated in footnotes (a), (b) and (c) in principle
describe accelerations in the vertical direction. Such
accelerations are particularly high in pitching and rolling
movements and, in exposed positions in very bad weather,
can easily reach 1 g. The CTU packing guidelines here
state the maximum at 0.8 g. Vertical acceleration
reduces friction forces and increases stack pressure.
If containers, road vehicles, rail cars or the like and road
trailers, roll trailers and semitrailers are loaded inland for
maritime transport, their ultimate stowage space on board
is unknown. The least favourable conditions should thus
always be taken into account. As a rule of thumb, loads
of 1 g in the vertical direction and 0.8 g in the horizontal
direction should be anticipated for worldwide transport.
Note: The following comments may be made regarding the
tables shown in section 1.9 of the CTU packing guidelines:
the wording/notation is incorrect in that forces are stated in
the column headings, while the level of acceleration caused
by such forces is stated in the associated fields. If forces are
the intended meaning, “g” as a measure of acceleration
due to gravity of 9.81 m/s? ought to be replaced by “G”
as a unit for the normal force. If, however, the values in the
table are intended to indicate the level of acceleration, the
word “forces” in the column headings ought in each case
to be replaced by “acceleration”. The same applies to the
wording of the footnotes to the tables.
6.10. Japanese Requirements
2.8 The Tie-down System of Type TNF-XI Package
on Sea Container
The tie-down system of type TNF-XI packages inside a sea
container has been designed in accordance with Japanese
regulation. The spacer and the fixture used for this tie-down
system are shown in Table 3. The detailed procedure of the
fixing in the sea container is described in Appendix 2.
TABLE 2: JAPANESE REGULATION FOR THE TIE-DOWN SYSTEM
Acceleration Normal transport Incidential condition
Front and Back 2 G 10 G (only forward)
Up and Down
2 G
Right and Left 1 G
TABLE 3: THE EQUIPMENT FOR THE TIE-DOWNS SYSTEM
Equipment Material Specification
Spacer of Front, Wood (Conifer) See Figure 7 (1),
Side, Upper and (2), (3) and (6)
Back (type 1)
Spacer of Back (type 2) Carbon Steel See Figure 7 (7)
Fixture Wood (Conifer) See Figure 7 (4)
Stopper for Back Carbon Steel See Figure 7 (5)
Spacer (type 1)
Conifer : Japanese red pine, Japanese black pine, Larch,
American pine, Japanese cypress (or equivalent wood of
compressive strength is more than 20 N/mm2).
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home contents 6.11. Summary
6.11. Summary
1. The IMO Guidelines (interpretation as per the Container
Handbook (9)) suggest that .8g forces should be
addressed for securing purposes. The Container
Handbook suggests 1g as a “rule of thumb”.
See also Pages 21, 22, and 23 of the IMO Publication
– Safe Packing of Cargo Transport Units which
diagrams the forces during transport by road, rail
and sea (accessible by clicking on link in #3 above).
6. U3O8 drums are grouped by the Ty-Gard system
and the tie-down is attached to the strong side walls
of the sea container, therefore shifting of the load
under normal conditions of transport is precluded.
2. Canada’s Motor Carrier Regulations require .2g
downward (plus cargo weight gravity) if the article
isn’t fully contained by the trailer.
3. Rail guidelines as per AAR do not appear to address
downward or vertical restraint and illustrations in most
materials deal with lateral and longitudinal movements
of the cargo but do not address the need for vertical
or downward restraint. The Container Handbook (9)
states .3g is the recommended force to address.
4. IAEA Guidance Material as per TSG-1 Table IV.1
provides the guideline of 2g (or more) vertical
restraint for all modes of transport “for the design of
the package and its retention system” but they defer
to the applicable modal requirements and country
requirements for the recommended package
acceleration factors.
The vertical restraint strengths for road, rail and sea
as per TSG-1 Appendix IV are significantly in excess
of the IMO Guidelines, 49 CFR, and Transport
Canada. Refer to the attached WNTI documents
which are proposed changes to the TSG-1 as it is
recognised that the IAEA TSG-1 Appendix IV are not
consistent with the modal requirements.
7. Inflatable Cargo restraint for drums in ISO;
The below restraint system is an option for vertical
restraint of drums. Even when shipping single layer
drums, strong inflatable cargo systems can be placed
to fill up to the roof of the ISO.
If the shipper loaded in the configuration as shown
below, the double stacking of the drums plus the
inflatable system would provide significant vertical
restraint. This is an option should the reader feel
additional vertical restraint systems are a preferred
method of shipping.
5. Drums grouped together and also tied to the walls
of the sea container (as per the Ty-Gard system of
tie-down) have a significant amount of vertical
restraint provided by the grouping of the drums, the
attachment to walls of the sea container by the tiedown
system and the friction between the grouped
drums. Vertical shifting of this group of drums would
require significant force to create a movement upward.
1 5

WNTI
W O R L D N U C L E A R T R A N S P O RT I N S T I T U T E
Remo House
310-312 Regent Street
London W1B 3AX
United Kingdom
Tel: +44 (0)20 7580 1144
Fax: +44 (0)20 7580 5365
Web: www.wnti.co.uk
Email: wnti@wnti.co.uk
GPG3_EN_MAR13_V1