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GOST for the transportation of products. General requirements for machines, instruments and other technical products in terms of storage and transportation conditions. Requirements for the safety of cargo and the safety of transport and forwarding services

1.10; 2.2.3; 3.1

2.5.2; 2.7.3

GOST 21929-76

GOST 23238-78

2.1.3; 2.5.2

This standard establishes general requirements for the preparation of general cargo for transportation in direct and mixed traffic: sea, river, rail, road and air transport.

The requirements of the standard should be taken into account when developing standards, technical specifications for products prepared for transportation, in terms of packaging, labeling, transportation and storage, when planning and organizing the shipment of goods, concluding agreements and contracts for the supply of export and import goods.

An explanation of the term "general cargo" is given in the appendix.

1. GENERAL PROVISIONS

1.1. The cargo must be prepared for transportation, taking into account the requirements of product standards. Rules for the carriage of goods in force on the respective modes of transport, and the Agreement on International Rail Freight Traffic (SMGS).

1.2. Preparation of cargo for transportation should ensure:

the safety of the cargo throughout the transportation and the safety of the vehicle and the environment;

maximum use of the carrying capacity and (or) carrying capacity of vehicles and lifting mechanisms with the obligatory ensuring the safety of the cargo and the safety of its transportation;

the necessary strength of cargo packaging during stacking and reloading operations;

convenience of carrying out cargo operations, fastening and placement on vehicles and in warehouses.

1.3. When preparing cargo for transportation, the following should be taken into account:

cargo properties, transportation area, delivery time and season;

the duration of the impact of hydrometeorological factors, including in microclimatic regions;

the dynamic nature of the loads acting on the corresponding mode of transport;

capacity and dimensions of cargo spaces, vehicles;

the need to secure the load;

the need to ensure certain temperature, ventilation and humidity conditions in the cargo spaces of vehicles;

the possibility of complex mechanization of transshipment processes to ensure high labor productivity and reduce vehicle downtime during loading and unloading;

danger of damage to cargo and machines, injury to people during reloading operations in case of insufficient or incorrect information of transport organizations about the properties of the cargo and the correct methods of its reloading, as well as due to their unpreparedness for cargo operations;

non-compliance of the form of presentation of cargo for transportation with the technological requirements of the transshipment and transportation processes;

the need for preliminary information from transport organizations on the form of presentation of cargo for transportation or on its change in order to determine or clarify the technology of transportation and its processing at transshipment points;

the possibility of consolidation and unification of packages in order to create conditions for the mechanization and automation of the movement and slinging of goods.

1.4. The transport container and packaging of the cargo presented for transportation must comply with the requirements of regulatory and technical documentation, have seals, locks, control tapes and special devices for fastening on the vehicle and be adapted for quick, convenient and safe slinging of cargo when moving its cranes and loaders.

1.5. Packing equipment for package transportation to the Far North should be predominantly single use.

1.6. The transport container and packaging of the cargo must ensure its safety during the production of cargo operations using load gripping devices.

1.7. Cargo marking must comply with the requirements of GOST 14192, GOST 19433 and the requirements provided for in the regulatory and technical documentation for specific products.

1.8. The standards and specifications for a specific cargo in containers or without it should stipulate the possibility of its transportation on open vehicles and on the upper (open) deck of ships under conditions of exposure to water in accordance with GOST 15150, GOST 15151.

1.9. Requirements for the packaging of cargo, the conditions and features of its transportation, methods and means of consolidation of packages should be set out in the regulatory and technical documentation for a specific type of cargo in the section "Packaging, marking, transportation and storage" in accordance with the requirements of GOST 1.5.

1.10. Tare and packaging of goods sent to the Far North must comply with the requirements of GOST 15846.

1.11. The consignor is responsible for the consequences of deficiencies in the packaging and internal packaging of goods (breakage, breakage, deformation, leakage, etc.), as well as the use of containers and packaging that do not correspond to the properties of the cargo, its weight or established standards.

1.12. The cargo and its packaging presented for transportation in mixed and direct communications must ensure their safety during transshipment, as well as the safety of railway rolling stock in accordance with GOST 22235 and GOST 22477.

2. CARGO REQUIREMENTS

2.1. Metal products

2.1.1. Preparation of certain types of metal products for transportation should be carried out in accordance with the requirements of GOST 7566, GOST 10692, as well as the current regulatory and technical documentation for certain types of metal products.

2.1.2. Means of packaging metal products and strapping methods should ensure the safety of bundles, bundles, rolls and coils from spilling and unwinding, from loss and depersonalization of labels both during transshipment operations and during transportation.

2.1.3. When baling long metal products in accordance with GOST 23238, load-bearing means of baling with upper gripping points should be used, or the configuration of the packages and methods of their placement in vehicles should allow slinging and slinging without lifting, spreading and other similar manual operations. Deviation from this rule is allowed only upon agreement with the port or railway station where the cargo is sent, if they have special lifting equipment (magnets, manipulators, etc.). An indication of the possibility of slinging for load-bearing strapping and packaging means must be marked on the cargo or included in the cargo documents.

2.1.4. Rolled metal products (rails, rods, shaped steel, pipes up to 350 mm in diameter, etc.), non-ferrous metal ingots, copper and nickel cathodes, packaged and unpacked coils (rolled wire, barbed wire, etc.) must be delivered for transportation in packages.

2.1.5. Heavy and long scrap metal must be divided into parts in accordance with GOST 2787, non-ferrous metal scrap - GOST 1639. Small metal waste is pressed into bags or stacked in bales. Small scrap in the form of used hardware, tools, non-ferrous metal scrap is packed in strong containers: boxes, barrels or specialized containers.

Only recycled scrap is accepted for transportation in mixed traffic.

2.1.6. Sheet steel in coils, transported end-mounted, should be delivered on skids, or it should be adapted for handling by pinching lever grippers that compress the coil from the outside and from the inside.

2.2. Mobile technology

2.2.1. In the documents for self-propelled equipment and in the information leaflet attached to the windshield of the cab from the inside, the name and brand of fuel with which it is refueled should be indicated. At the time of loading onto vehicles, mobile equipment must be refueled in an amount of at least 5 dm3 for cars and at least 12 dm3 for all other types of self-propelled equipment.

2.2.2. The engine cooling system must be filled with antifreeze (antifreeze), and the batteries are filled with electrolyte, charged and ready to start the engine.

At an outside air temperature above 4 °C, the engine cooling system can be filled with water.

When loading self-propelled equipment onto vehicles at an outside air temperature below 4 °C and in the absence of antifreeze in the cooling system, it is allowed to fill it with hot water. Drainage of water from the cooling system should be carried out immediately after loading the equipment onto the vehicle.

2.2.3. When transporting mobile equipment in mixed traffic, its preparation for transportation is carried out by consignors in accordance with the requirements for vehicles in accordance with GOST 15846.

2.2.4. Light and sound alarms, as well as all other devices that ensure traffic safety, must be installed and in good working order on the machines.

2.2.5. With the first unit of each type of equipment, or in advance, the consignor is obliged to send to the port, airport and railway station at least three copies of the instructions for the operation and management of the equipment.

2.2.6. For mobile equipment, with the exception of cars, the manufacturer must draw up a slinging scheme for reloading with lifting devices, indicating the slinging points, lifting devices, the location of the slinging branches and the center of gravity. The location of the slinging branches and the devices used must exclude the possibility of damage to the mobile equipment and its paintwork.

The slinging chart should be attached to the inside of the cab glass. If the mobile equipment does not have a cabin, the scheme is attached in a conspicuous place with protection from damage by precipitation.

2.2.7. Cars shipped in packaged form must be presented for transportation in wooden lattice boxes in accordance with GOST 10198.

2.2.8. When sending mobile equipment intended for loading under its own power, stored in ports, airports and railway stations, timely recharging of batteries and the performance of all other work provided for by the instructions for the operation of mobile equipment when stored on a contractual basis must be ensured.

2.2.9. Tractor equipment, for which long-term storage is possible before being sold to the buyer, is shipped in mothballed form with dry-charged batteries. At the same time, manufacturers are obliged, on the basis of contracts, to provide transport organizations with the equipment and devices necessary for loading and unloading tractor equipment onto vehicles without depreservation.

2.2.10. If it is impossible to load spare parts and attachments onto the autotractor equipment, it is allowed to ship the latter in a packaged form for a batch of equipment. The type, shape and weight of the package must ensure the loading of the package on regular vehicles using forklifts.

2.2.11. When loading tractor equipment in mothballed form and there are towing facilities at transfer points that do not require the driver to be in the cab of the towed tractor, the latter must be closed and sealed with factory seals.

2.3. Reinforced concrete products and structures

2.3.1. Reinforced concrete products and structures (hereinafter referred to as reinforced concrete products) can be presented for transportation both in packed and unpacked form.

Packaged lightweight reinforced concrete products weighing less than 5 tons must be equipped with slinging devices.

2.3.2. Reinforced concrete products transported by rail and road using special devices (cassettes, combs, pyramids) must be supplied for transportation on ships and aircraft using these devices.

2.3.3. Small parts (lintels, window sills, light beams, asbestos-cement pipes) should be transported in bags and containers.

The normative and technical documentation for specific types of products should indicate the standards for packages and containers.

2.3.4. Reinforced concrete products must have devices for slinging and fastening (loops, holes).

Concrete sagging on slinging and fastening devices is not allowed.

On products that are not structurally provided for slinging devices and it is difficult to distinguish the top from the bottom (beams, slabs and other products with asymmetrical reinforcement), the consignor must make the indelible inscription "Top".

2.3.5. On each reinforced concrete product, in a clearly visible place, marks (risks) should be applied with indelible paint, defining supports, fastenings of guy wires and slings in the absence of mounting loops or other devices on the products.

2.3.6. Reinforced concrete products from autoclaved cellular and heat-resistant concretes on liquid glass, as well as multi-layer products with a layer of insulation, elements with insert window frames and door blocks must be protected at manufacturing plants from damage and moisture. The textured, sanded or veneered surfaces of wall panels and blocks must be protected from damage with soft sponge rubber pads or technical coarse wool felt.

2.3.7. Window sashes and doors inserted into the frames should be fixed in the closed state.

2.3.8. Structural elements that do not have sufficient rigidity during transportation must be temporarily reinforced.

2.3.9. The consignor is obliged, before presenting reinforced concrete products for transportation, to issue to the transport organization the cargo characteristics of the products and the conditions for their slinging and storage, which indicate:

product name, brand, weight in kilograms, dimensions (length, width, height or thickness);

storage scheme and the number of tiers allowed in the stack, based on the strength characteristics of the products;

sizes of linings and gaskets (taking into account the height of the mounting loops and protruding parts of the products);

slinging scheme indicating the maximum angles of deviation of the branches of the sling from the vertical;

data on gripping devices;

special conditions for loading and unloading operations and placement.

2.4. Cargo in containers

2.4.1. Containers with such damages, deformations and malfunctions are not allowed for transportation, as a result of which the safety of reloading, the reliability of fastening containers are not ensured, or damage to the transported cargo, loss of the contents of the container and access to the cargo is possible.

2.4.2. Containers loaded in excess of the permissible displacement of the center of mass of the cargo are not allowed to be reloaded and transported.

2.5. Cargoes in overpacks

2.5.1. Cargoes that, due to their size and properties, can be formed into transport packages, must be presented by the sender for transportation in packaged form.

The package is a transport package. All shipping documents should indicate both the number of packages and the number of individual items in them.

2.5.2. The transport characteristics of enlarged packages (dimensions, weight, specific loading volume) and the conditions for their formation must comply with GOST 16369, GOST 19848, GOST 21391, GOST 21399, GOST 21650, GOST 23238, GOST 23285, GOST 24597, GOST 26663.

2.5.3. The design of the packages must ensure their strength, stability, the impossibility of removing individual packages from the package without violating the packaging, strapping or control tapes, as well as reliability during reloading and transportation in several tiers.

When determining the possibility of multi-tier transportation of packages, the capacity of the cargo spaces of vehicles should be taken into account.

Registration of cargo documents should provide for the possibility of control without disbanding the packages.

2.5.4. Filling the area of flat pallets with a stack of cargo should be at least 90%.

2.5.5. In the standards for strapping materials and packaging means, it is necessary to indicate the possibility of their use when transporting cargo on an open rolling stock, including in conditions of exposure to the marine environment, taking into account the requirements of GOST 15150.

2.6. Heavy cargo and oversized equipment (TG)

2.6.1. Equipment in boxes and unpacked, metal structures, the specific pressure from which on vehicles exceeds the allowable, must be transported according to special projects, the need for the development of which is determined by the carrier.

2.6.2. On each TG, the places of the sling and the center of gravity must be marked without fail. If, in order to ensure the safety of the cargo and the safety of transshipment operations when moving by cranes, the use of any spacer beams, frames and other special devices, except for the usual ring or end slings, is required, a lashing diagram must be attached to each package or such a diagram must be sent to the transport organization before the arrival of the cargo.

2.6.3. The lashing points must be equipped and placed on the load, and the load must be installed on the vehicle so that the winding of the load handling devices can be carried out without preliminary lifting and moving away.

2.6.4. If any special load handling devices, frames, traverses, etc. are required for handling operations. which are not available at the transfer point, they must be delivered by the consignor together with the cargo or in advance. The need for such a supply must be agreed in advance.

2.6.5. Slinging schemes for TGs of large dimensions or complex shapes must be agreed with transport organizations in advance, and the shipment of goods should be carried out only after such agreement.

2.6.6. Cargoes with a complex configuration of the supporting surface, cylindrical, spherical and conical, must be presented for transportation together with special supports, pedestals and keel blocks necessary for stacking in a warehouse and placing on a vehicle.

2.6.7. Placement and fastening of TG is carried out, as a rule, in accordance with special transportation projects.

2.6.8. The cargo owner submits, at the request of the carrier, a project for the transportation of heavy cargo.

The development of the project is carried out by a specialized design organization, a carrier or by order of the cargo owner and at his expense.

2.6.9. The project for the transportation of heavy cargo should include: the choice of a vehicle, schemes and calculations for the placement and securing of cargo, calculations of the stability and strength of vehicles, calculations and documentation for their retrofitting, transshipment technology, preparations for loading and unloading points.

The project should provide for the submission by the consignor to the point of departure of the necessary auxiliary materials and devices for loading and unloading, storage, fastening and transportation (traverses, frames, gaskets, racks, beams, wedges, etc.).

2.6.10. The cargo is accepted for transportation after the transportation project is agreed by the carrier. If necessary, transportation projects are agreed with the consignor, loading and unloading points and other transport and assembly departments involved in the delivery and assembly of the cargo.

2.7. Packaged cargo

2.7.1. Packaged goods must be presented for transportation in packages or containers.

2.7.2. Unpackaged piece cargo (cylinders, bottles, canisters) should be presented for transportation only in packages or containers.

Goods that are not suitable for containerization, for example, goods in bags (cement, alumina, etc.), should be presented for carriage in packages.

2.7.3. Packaged cargoes, the strength of which is insufficient, must be presented for transportation in box and rack pallets in accordance with GOST 9570 in accordance with the requirements of GOST 19848 or in containers.

3. REQUIREMENTS FOR SHIPMENT

3.1 Cargoes that require packaging to protect against loss, damage and damage, or that pose a danger to people, transshipment and vehicles in an unpacked form, must be presented for transportation in containers and packaging that meets the requirements of the standards.

The dimensions of the shipping container and packaging must comply with GOST 21140, dangerous goods - GOST 26319, products shipped to the Far North and hard-to-reach areas - GOST 15846.

3.2. The container design must withstand tests in accordance with GOST 25014.

3.2.1. When placing vehicles in cargo spaces in several tiers in height, the tare load () in kPa is calculated by the formula

where - weight of the package (gross), t;

- the number of tiers in height (the maximum height of the cargo space is 7-8 m).

The specific load from the mass of one package must not exceed 20 kPa (2.0 t/m).

3.2.2. The fastening of cargo in containers along the horizontal component must withstand the load () in kgf, calculated by the formula

where is the weight of the cargo (net), kg.

The means of fastening cargo in packages must ensure their safety under the action of maximum, inertial loads that occur on the modes of transport involved in the transportation.

3.2.3. When lifting in slings, a container with a load must withstand the load (compression force from the sling) () in newtons, calculated by the formula

where is the weight of the cargo (gross), kg.

3.3. Cargoes in a shipping container with a gross weight of more than 1 t, machines, equipment, assemblies and parts presented for transportation without packaging or with partial protection, for the convenience of performing transshipment operations and the possibility of fastening on a vehicle, must have devices (rings, brackets, butt, hooks , mounting loops, sling holes) or places for slinging or winding flexible fastening elements and inserting the forks of the loader.

barrels must be without dents, smudges, with a full set of hoops;

bags must be intact, dry, ensuring the safety of the cargo during re-transportation and reloading;

the packaging should not have protruding sharp objects in the form of nails, wire.

3.6. The mechanical strength of the returnable packaging must comply with the requirements of the standards given in clause 3.4.

APPENDIX (reference). EXPLANATION TO THE TERM USED IN THE STANDARD

APPENDIX
Reference


Term	Explanation
General cargo	Various piece cargo: metal products, mobile equipment (self-propelled and non-self-propelled on wheeled or caterpillar tracks), reinforced concrete products and structures, containers, packaged cargo, cargo in transport packages, bulky and heavy cargo, timber cargo

The text of the document is verified by:
official publication
M.: Publishing house of standards, 1990

GOST 26653-2015

INTERSTATE STANDARD

PREPARATION OF GENERAL CARGO FOR TRANSPORTATION

General requirements

Preparation of general cargoes for transportation. General requirements

Introduction date 2017-03-01

Foreword

The goals, basic principles and basic procedure for carrying out work on interstate standardization are established in GOST 1.0-92 “Interstate standardization system. Basic Provisions” and GOST 1.2-2009 “Interstate Standardization System. Interstate standards, rules and recommendations for interstate standardization. Rules for the development, adoption, application, updating and cancellation”

About the standard

1 DEVELOPED JSC “Central Order of the Red Banner of Labor Research and Design Institute of the Marine Fleet”

2 INTRODUCED TC 318 “Morflot”

3 ADOPTED by the Interstate Council for Standardization, Metrology and Certification protocol dated September 29, 2015 N 80-P

Short name of the country according to MK (ISO 3166) 004-97		Abbreviated name of the national standards body
		Armstate standard
Belarus		State Standard of the Republic of Belarus
Kazakhstan		State Standard of the Republic of Kazakhstan
Kyrgyzstan		Kyrgyzstandart
		Gosstandart of Russia
Tajikistan		Tajikstandart

Information about changes to this standard is published in the annual information index "National Standards" (as of January 1 of the current year), and the text of changes and amendments - in the monthly information index "National Standards". In case of revision (replacement) or cancellation of this standard, a corresponding notice will be published in the monthly information index “National Standards”. Relevant information, notification and texts are also posted in the public information system - on the official website of the Federal Agency for Technical Regulation and Metrology on the Internet

1 area of use

This standard establishes general requirements for the preparation of general cargo for transportation in direct and mixed traffic: by road, air, rail, sea and river transport.

The requirements of this standard should be taken into account when developing standards, specifications and working documentation for products prepared for transportation, in terms of packaging, labeling, transportation and storage, when planning and organizing the shipment of goods, concluding agreements and contracts for the supply of goods, when exercising state control for the fulfillment by the consignor of obligations to prepare general cargo for transportation, including informing the carrier about the dangerous properties of the cargo that require special precautions, including through the involvement of specialized organizations accredited in the prescribed manner.

2 Normative references

This standard uses normative references to the following interstate standards:

3.20 heavy, bulky, oversized and long cargo: Cargo, the weight and size characteristics of which exceed those established by the rules for the carriage of goods by the corresponding mode of transport.

Note - For the criteria for classifying cargo into each of these categories, see the rules for the carriage of goods by the corresponding mode of transport.

3.21 emergency braking: Braking to reduce the vehicle's speed as quickly as possible.

3.22 cargo separation: Separation of one consignment from another in the warehouse and on the vehicle.

3.23 lodgment(support assembly): A shaped support in a warehouse or vehicle for cargo with a complex shape of the supporting surface.

3.24 keel block(keelblock): A support for the bottom of a ship standing on a slipway or in the dock, or a figured stand for installing a boat, boat on the deck of a ship or ashore.

4 General provisions

4.1 The cargo must be prepared for transportation in accordance with this standard and taking into account the requirements of standards, technical specifications and working documentation for products, the rules for the carriage of goods in force for the corresponding mode of transport, , , and the Agreement on International Freight Transport by Rail (SMGS) .

4.2 Preparation of cargo for transportation should ensure:

– the safety of cargo and vehicles throughout the transportation, environmental safety, compliance with the requirements for the placement and securing of cargo that apply to the corresponding mode of transport;

- maximum use of the carrying capacity and capacity of vehicles and handling equipment with the obligatory ensuring the safety of the cargo and the safety of its transportation;

- the necessary strength of the cargo packaging during storage (stacking) and loading and unloading operations, as well as under the influence of standard dynamic loads to be taken into account on the corresponding mode of transport in accordance with Appendix A and , ;

- proper, in accordance with the standards, specifications and working documentation for products, securing the cargo inside the cargo unit;

– convenience of carrying out cargo operations, placement and fastening on vehicles and warehouses.

4.3 When preparing cargo for transportation, the following should be taken into account:

- transport characteristics and properties of the cargo, geographical area, delivery time and time of year;

- the duration of the impact of hydrometeorological factors, including in microclimatic regions;

- capacity and dimensions of closed and open cargo spaces, compartments, compartments, platforms of vehicles: ships, wagons, car bodies, aircraft, etc.;

- the need to secure a load that poses a risk of displacement (see B.3 of Appendix B), taking into account the use of materials with an increased coefficient of friction given in Appendix C and , ;

- the need to ensure certain temperature, humidity and ventilation conditions in the cargo spaces of vehicles;

– the possibility of using means of mechanization of reloading processes;

- the risk of damage to cargo and vehicles, injury to people during reloading operations in case of insufficient or unreliable awareness of transport organizations about the transport characteristics and properties of the cargo and safe methods of its transshipment, placement and fastening, and on the vehicle;

– the need to inform transport organizations in advance about the type of presentation of cargo for transportation or about its change in order to determine or clarify the technology of its transportation and processing at transshipment points. The form of such information used in maritime transportation is given in Appendix B and is recommended for use in transportation by other modes of transport;

- the possibility of consolidation of cargo places.

4.4 The shipping container and packaging of the cargo presented for transportation must comply with the requirements of the standards, technical specifications and working documentation for the products, provide, if necessary, the possibility of using and / or have seals, locking and sealing devices, locks, control tapes and special devices for mounting on a vehicle; be adapted for quick, convenient and safe slinging of cargo when moving it by means of handling equipment.

4.5 Cargoes with a complex configuration of the supporting surface, cylindrical, spherical and conical, should be presented together with special supports necessary for transportation, pedestals, lodgements and keel blocks of sufficient strength. Cargoes with a displaced center of gravity should be presented for transportation subject to the requirements of 5.3.2.

4.6 Shipping containers and packaging of cargo must ensure its safety and safety of carrying out cargo operations using load gripping devices.

4.7 The marking of the cargo must comply with the requirements of GOST 14192 and the requirements provided for by the technical specifications and working documentation for specific products, and the marking characterizing the type and degree of danger must comply with the requirements of GOST 19433, international rules and agreements on the transport of dangerous goods in force in the member states these agreements, the rules for the transport of dangerous goods in force on the relevant mode of transport, , , , , , , .

4.8 The standards and specifications for a specific cargo in containers or without it should stipulate the possibility of its transportation on vehicles with an open body or on the upper (open) deck of ships under the influence of water in accordance with GOST 15150, GOST 15151.

4.9 Requirements for the packaging of cargo, conditions and features of its transportation, methods and means of consolidation of packages should be given in the standards, specifications and working documentation for products of a particular type in the section “Packaging, marking, transportation and storage” in accordance with the requirements of GOST 1.5 .

4.10 Tare and packaging of goods shipped to the Far North must comply with the requirements of GOST 15846.

4.11 The consignor is responsible for the consequences caused by the provision of false information about the cargo and its properties, deficiencies in the marking, packaging and internal packaging of the cargo (breakage, breakage, deformation, leakage, etc.), as well as the use of containers and packaging that do not correspond to the properties cargo, its weight or established standards, specifications and working documentation for products of a particular type, as a result of which circumstances arose that affected the safety of transportation and the safety of the transported cargo.

4.12 Cargo and its packaging offered for transportation in mixed and direct communications must ensure their safety during transshipment, as well as the safety of railway rolling stock in accordance with GOST 22235 and GOST 22477, vehicles of other modes of transport and cargo transport units.

5 Cargo requirements

5.1 Steel products

5.1.1 Preparation of certain types of metal products for transportation should be carried out in accordance with the requirements of GOST 7566, GOST 10692, as well as current standards, specifications and working documentation for specific types of metal products.

5.1.2 Means of packaging metal products and strapping methods should ensure, in accordance with the requirements of GOST 9498, GOST 11070, GOST 13843, GOST 19437, the safety of packs, bundles, rolls and coils from spilling and unwinding, from loss and depersonalization of labels as in reloading operations as well as during transportation.

5.1.3 When packing metal products in accordance with GOST 7566 and GOST 10692, load-bearing means of packing with upper gripping points should be used, or the configuration of the packages and the methods of their placement in vehicles should provide slinging and slinging without lifting, spreading and other operations. Deviation from this rule is allowed only upon agreement with the operator of the cargo terminal where the cargo is sent, if the cargo terminal has special lifting equipment (magnets, manipulators, etc.). An indication of the possibility of slinging for load-bearing strapping and packaging means must be marked on the cargo and / or indicated in the shipping documents.

5.1.4 Rolled metal products (rails, rods, shaped steel, pipes up to 350 mm in diameter, etc.), non-ferrous metal ingots, copper and nickel cathodes, packaged and unpackaged coils (rolled wire, barbed wire, etc.) must be presented for transportation in packages.

5.1.5 Ferrous metal scrap must be divided into parts in accordance with GOST 2787, non-ferrous metal scrap - GOST 1639. Fine metal waste should be pressed into briquettes or formed into transport packages. Small scrap in the form of used hardware, tools, non-ferrous metal scrap should be placed in strong containers: boxes, barrels or specialized containers.

5.1.6 Sheet steel in coils, transported with installation on the end, should be delivered on skids, or coils should be adapted for reloading with tong grippers that compress the coil wall from the inside and outside.

5.2 Mobile (autotractor) equipment

5.2.1 In the shipping documents for self-propelled equipment and in the information sheet attached to the windshield of the cab from the inside, the name and brand of fuel intended for refueling should be indicated. At the time of loading onto vehicles, mobile equipment must be filled with fuel in the amount prescribed by the rules for the carriage of goods on the corresponding mode of transport.

5.2.2 The engine cooling system must be filled with antifreeze, and the batteries charged and ready to start the engine. After loading the equipment onto the vehicle, the key in the ignition lock must be left in the “off” position.

When the outside air temperature on the delivery route is above 4°C, the engine cooling system can be filled with water. When loading self-propelled equipment onto vehicles at an outside air temperature below 4°C and in the absence of antifreeze in the cooling system, it is allowed to fill self-propelled equipment with hot water. Drainage of water from the cooling system in this case should be carried out immediately after loading the self-propelled equipment onto the vehicle.

5.2.3 When transporting mobile equipment in mixed traffic, its preparation for transportation is carried out by the consignor in accordance with the requirements for vehicles in accordance with GOST 15846.

5.2.4 Light and sound alarms, as well as all other devices that ensure traffic safety, must be installed and in good working order on mobile equipment.

5.2.5 With the first unit of self-propelled equipment of each type, or in advance, the consignor is obliged to send to the cargo terminals at least three copies of the instructions for the operation and management of self-propelled equipment, in cases stipulated by the rules for the carriage of goods by the corresponding mode of transport.

5.2.6 For mobile equipment, including passenger cars, the manufacturer must draw up a slinging scheme for reloading with lifting devices, indicating the slinging points, lifting devices, the location of the slinging branches and the center of gravity. The location of the slinging branches and the devices used must exclude the possibility of damage to the mobile equipment and its paintwork.

The slinging chart should be attached to the inside of the cab glass. If the mobile equipment does not have a cabin, the scheme is attached in a conspicuous place with protection from damage by precipitation.

5.2.7 Cars shipped in containers must be presented for transportation in wooden lattice boxes in accordance with GOST 10198.

5.2.8 When dispatching equipment intended for loading on its own, located at cargo terminals, on a contractual basis, timely recharging of batteries and the performance of all other work provided for by the instructions for the operation of mobile equipment during its storage, including during piggyback transportation, must be ensured.

5.2.9 Tractor equipment, for which long-term storage is possible before sale, is shipped in mothballed form with dry-charged batteries. At the same time, manufacturers are obliged, on a contractual basis, to provide transport organizations with the devices necessary for loading and unloading tractor equipment onto vehicles without depreservation.

5.2.10 If it is impossible to mount a set of spare parts and attachments on a unit of automotive and tractor equipment, it is allowed to ship such sets in separate packages along with the dispatched batch of equipment.

5.2.11 When tractor equipment is loaded in mothballed form and there are towing facilities at the transshipment points that do not require the driver to be in the cab of the towed tractor, the cabs must be closed and sealed.

5.2.12 For large-sized imported equipment shipped from the port in a partially dismantled state, instructions for dismantling the equipment must be provided in advance. Dismantling works are carried out on a contractual basis.

5.3 Oversized and heavy cargo (OTG)

5.3.1 The criteria for classifying each cargo as long, oversized and heavy are determined by the rules for the carriage of goods in force for the corresponding mode of transport.

GOST 26653-90

INTERSTATE STANDARD

PREPARATION OF GENERAL CARGO
TO TRANSPORTATION

GENERAL REQUIREMENTS

IPK STANDARDS PUBLISHING HOUSE

Moscow

INTERSTATE STANDARD

PREPARATION OF GENERAL CARGO
TO TRANSPORTATION

Generalrequirements

Preparation of general cargoes for transportation.
General requirements

GOST
26653-90

Date of introduction 01.07.91

This standard establishes general requirements for the preparation of general cargo for transportation in direct and mixed traffic: sea, river, rail, road and air transport.

The requirements of the standard should be taken into account when developing standards, technical specifications for products prepared for transportation, in terms of packaging, labeling, transportation and storage, when planning and organizing the shipment of goods, concluding agreements and contracts for the supply of export and import goods.

An explanation of the term "general cargo" is given in.

1. GENERAL PROVISIONS

1.1. The cargo must be prepared for transportation, taking into account the requirements of product standards, the Rules for the Transportation of Goods in force for the relevant modes of transport, and the Agreement on International Freight Transport by Rail (SMGS).

1.2. Preparation of cargo for transportation should ensure:

Safety of cargo throughout the transportation and safety of the vehicle and the environment;

Maximum use of the carrying capacity and (or) carrying capacity of vehicles and lifting mechanisms with the obligatory ensuring the safety of the cargo and the safety of its transportation;

Necessary strength of cargo packaging during stacking and reloading operations;

Convenience of carrying out cargo operations, fastening and placement on vehicles and in warehouses.

1.3. When preparing cargo for transportation, the following should be taken into account:

Cargo properties, transportation area, delivery time and season;

The duration of the impact of hydrometeorological factors, including in microclimatic regions;

The dynamic nature of the loads acting on the corresponding mode of transport;

Capacity and dimensions of cargo spaces, vehicles;

The need to secure cargo;

The need to ensure certain temperature, ventilation and humidity conditions in the cargo spaces of vehicles;

The possibility of complex mechanization of transshipment processes to ensure high labor productivity and reduce vehicle downtime during loading and unloading;

The danger of damage to cargo and machines, injury to people during reloading operations in case of insufficient or incorrect information of transport organizations about the properties of the cargo and the correct methods of its reloading, as well as due to their unpreparedness for cargo operations;

Non-compliance of the form of presentation of cargo for transportation with the technological requirements of the transshipment and transportation processes;

The need for preliminary information from transport organizations on the form of presentation of cargo for transportation or on its change in order to determine or clarify the technology of transportation and its processing at transshipment points;

The possibility of enlargement and unification of packages in order to create conditions for the mechanization and automation of the movement and slinging of goods.

1.5. Packing equipment for package transportation to the Far North should be predominantly single use.

1.6. The transport container and packaging of the cargo must ensure its safety during the production of cargo operations using load gripping devices.

2.5. Cargoes in overpacks

2.5.1. Cargoes that, due to their size and properties, can be formed into transport packages, must be presented by the sender for transportation in packaged form.

The package is a transport package. All shipping documents should indicate both the number of packages and the number of individual items in them.

The dimensions of the transport container and packaging must correspond to, dangerous goods -, products shipped to the Far North and hard-to-reach areas -.

These places and devices must be marked or specified in the accompanying documentation.

APPENDIX

In supply contracts, quite often there is an article with the following content: "The packaging of the goods must provide full protection for any type of damage and corrosion, taking into account long-term transportation and storage in road transport." The reference in this case referred to the standard GOST 26653-90 “Preparation of general cargo for transportation. General requirements". This document, issued back in 1990, partly explained what the preparation of cargo for transportation should ensure, but the fact of “prescription” made it possible to speculate around many of its provisions. A huge drawback was the lack of information about the forces acting on the cargo during transportation by various modes of transport.

And now, within the walls of the Central Research and Design Institute of the Marine Fleet (Russia), a new standard GOST 26653-2015 has been developed, which establishes general requirements for the preparation of general cargo for transportation in direct and mixed traffic by road, air, rail, sea and river transport.

The standard sets out the scope, normative references, terms and definitions, requirements for cargo and shipping containers, etc. There are also three appendices:

A (mandatory) - regulatory dynamic loads to be taken into account on the corresponding mode of transport;

B (reference) - technical characteristics of materials with an increased coefficient of friction.

Let's take a brief tour of the new standard, accompanied by some comments in comparison with the previous version.

In the 1990 version, it was stated that the requirements should have been taken into account when concluding agreements and contracts for the supply of export and import goods. The 2015 standard applies to absolutely all transportation - both international and domestic, without defining a difference.

An important aspect of the new GOST is the inclusion of a whole section "Terms and definitions", which avoids differences in interpretation.

Let's look at some terms.

3.1. General cargoes (general cargoes): “Various piece cargoes: metal products, mobile equipment (self-propelled and towed (trailed) vehicles on wheels or caterpillars), bulky and heavy cargoes, reinforced concrete products and structures and other construction cargoes, packaged piece cargoes , including dangerous goods in containers, goods in overpacks, including flexible containers, timber cargo, cargo transport units, including cargo containers.

3.2. Transportation of cargo: "Transportation of cargo with the obligatory conclusion of a contract of carriage and compliance with all the rules established on the mode of transport on which this transportation is carried out."

If earlier there were options for dividing the concepts of transportation and transportation into two different processes, the difference of which is the presence of a contract of transportation, now it is indicated that transportation is transportation and is therefore subject to the standard.

Some terms are given with translation into English, which facilitates correct understanding.

3.6. Packaging (packaging): “Means or a set of means that ensure the protection of containers with products in the process of their circulation. The circulation process is understood as the transportation, storage and sale of products.

3.7. Transport packaging: "A product designed to protect containers with products during their storage and transportation, forming an independent cargo unit."

3.8. Cargo unit, cargo unit (cargo unit): "Cargo prepared for loading and unloading and transport and storage operations."

3.9. Transport package (overpack): "Enlarged cargo unit, formed from several cargo units using packaging means, prepared for loading and unloading and transport and storage operations."

3.10. Freight transport unit, CTU: "A freight container, road vehicle, railway wagon, piggyback, swap body or similar unit used, inter alia, for multimodal transport."

3.15. Unpacking: " CTU exemption cargo and means of fastening».

3.16. Loader (packer): " Party that loads, stows and secures the cargo in/or on the CTU; the loader may be hired by either the shipper or the shipper, forwarding company or carrier; if the shipper or shipper loads the CTU on their territory, the shipper or shipper is also the loader».

Each term and its translation are obtained from other normative documents, a link to which is given here. , despite the fact that the Russian version of the Convention for the Carriage of Goods by Road uses the translation "upakovka" for the term packing.

In GOST 26653-2015, the “General Provisions” have been slightly modified and supplemented.

4.1. The cargo must be prepared for transportation in accordance with this standard and taking into account the requirements of standards, technical specifications and working documentation for products, the rules for the carriage of goods in force on the relevant mode of transport and the Agreement on International Freight Transport by Rail (SMGS).

4.2. Preparation of cargo for transportation should ensure:

safety of cargo and vehicles throughout the transportation, environmental safety, compliance with the requirements for the placement and securing of cargo that apply to the corresponding mode of transport;
maximum use of the carrying capacity and capacity of vehicles and transshipment equipment with the obligatory ensuring the safety of the cargo and the safety of its transportation;
the necessary strength of cargo packaging during warehousing (stacking) and loading and unloading operations, as well as under the influence of standard dynamic loads to be taken into account on the corresponding mode of transport in accordance with Appendix A;
proper, in accordance with the standards, specifications and working documentation for products, securing the cargo inside the cargo unit;
convenience of carrying out cargo operations, placement and fastening on vehicles and warehouses.

4.3. When preparing cargo for transportation, the following should be taken into account:

transport characteristics and properties of the cargo, geographical area, delivery time and season;
the duration of the impact of hydrometeorological factors, including in microclimatic regions;
capacity and dimensions of closed and open cargo spaces, compartments, compartments, platforms of vehicles: ships, wagons, car bodies, aircraft, etc.;
the need to secure a load that poses a risk of displacement (see B.3 of Appendix B), taking into account the use of materials with an increased coefficient of friction given in Appendix C;
the need to ensure certain temperature, humidity and ventilation conditions in the cargo spaces of vehicles;
the possibility of using means of mechanization of reloading processes;
danger of damage to cargo and vehicles, injury to people during reloading operations in case of insufficient or unreliable awareness of transport organizations about the transport characteristics and properties of the cargo and safe methods of its transshipment, placement and fastening on the vehicle;
the need to inform transport organizations in advance about the type of presentation of cargo for transportation or about its change in order to determine or clarify the technology of its transportation and processing at transshipment points. The form of such information used in maritime transportation is given in Appendix B and is recommended for use in transportation by other modes of transport;
the possibility of consolidation of cargo places.

4.6. The transport container and packaging of the cargo must ensure its safety and the safety of cargo operations with the use of load gripping devices.

The responsibility of the consignor has been somewhat expanded.

GOST 26653-90: “1.11 The consignor is responsible for the consequences of deficiencies in the packaging and internal packaging of goods (breakage, breakage, deformation, leakage, etc.), as well as the use of containers and packaging that do not correspond to the properties of the cargo, its weight or established standards” .

GOST 26653-2015: “4.11 The consignor is responsible for the consequences caused by the provision of false information about the cargo and its properties, deficiencies in the marking, tare and internal packaging of the cargo (breakage, breakage, deformation, leakage, etc.), as well as the use of containers and packaging that do not comply properties of the cargo, its mass or established standards, specifications and working documentation for products of a particular type, as a result of which circumstances arose that affected the safety of transportation and the safety of the transported cargo”.

Chapter 5 of the new standard sets out the requirements for cargo with an emphasis on the following groups of general cargo: metal products; mobile (autotractor) equipment; oversized and heavy cargo (KTG); reinforced concrete products and structures; packaged cargoes; cargoes in transport packages; cargoes in universal medium-tonnage and large-tonnage containers; dangerous goods in containers.

The requirements for each group are quite interesting. So, for example, there was a regulation for the project for the transportation of KTG (oversized and heavy cargo).

5.3.9. The project for the transportation of KTG in the general case may include the choice of a vehicle, schemes and calculations for the placement and securing of cargo, calculations of stability (stability) and strength of vehicles, calculations and documentation for their additional equipment, transshipment technology, measures to prepare loading and unloading points, to strengthen and develop the road component, including engineering structures.

5.3.10. Cargo is accepted for transportation after the project of its transportation and fastening is agreed with the carrier. If necessary, the transportation project is agreed with the consignor, recipient, cargo terminals and other transport and installation organizations involved in the delivery and installation of cargo at the recipient.

Chapter 6 defines the requirements for shipping containers. Here we highlight the following points.

6.2.2. The fastening of a container with a load inside the transport package along the horizontal component must withstand the load F in newtons (N), calculated by the formula:

F = 0.8 x Q x g,

where 0.8 is the coefficient of horizontal dynamism;

Q is the net weight of the cargo, kg;

g is the free fall acceleration (9.81 m/s2).

6.2.3. The means of fastening cargo in overpacks must ensure the safety of packages under the action of maximum dynamic loads that occur on the modes of transport involved in transportation in accordance with Appendix A.

6.3. Cargoes in a shipping container with a gross weight of more than 1 t, machines, equipment, assemblies and parts required for transportation without packaging or with partial protection, for the convenience of carrying out cargo operations and the possibility of fastening on a vehicle, must have devices (rings, brackets, butts, hooks , mounting loops, sling holes) or places for slinging, or winding flexible fastening elements and forklift forks. These places and devices must be marked and specified in the accompanying documentation. (Picture 1).

The most important addition to GOST 26653-2015 is the inclusion of Annex A (mandatory) “Regulatory dynamic loads to be taken into account on the corresponding mode of transport”, which repeats the provisions of the IMO / ILO / UNECE Code for loading cargo transport units.

Accelerations (a) to be taken into account during transport include acceleration due to gravity (g = 9.81 m/s2) and accelerations due to typical transport conditions, such as emergency braking or a sudden change of lane by a vehicle, or ship movements of a significant agitation of the aquatic environment. These accelerations are expressed as the product of the gravitational acceleration (g) and the dynamic factor (k) during transportation: a = k x g.

The strength of the container must meet the same conditions.

I would like to draw your attention to the fact that emergency braking is a typical transport condition and should be taken into account when packing and securing cargo.

The requirements of the new interstate standard GOST 26653-2015 should be taken into account:

when developing standards, specifications and working documentation for products prepared for transportation, in terms of packaging, labeling, transportation and storage;
when planning and organizing the dispatch of goods, concluding agreements and contracts for the supply of goods;
in the course of state control over the fulfillment by the consignor of the obligations to prepare general cargo for transportation, including informing the carrier about the dangerous properties of the cargo that require special precautions.

The carrier has the right to expect that the goods presented for transportation will be properly prepared to ensure safe delivery. But often the shipper is not aware of what can happen along the way, and only a carrier who knows the delivery process thoroughly can indicate the necessary stowage and securing measures.

Important note: Many lawyers distinguish between such concepts as "transportation" and "transportation" and even "transportation" and "transportation", but for the purposes of this article, these concepts mean only the movement of goods on motor vehicle e used for transportation cargo by road open for public use

First of all, I refer to the provisions of the GOST 26653-90 standard “Preparation of general cargo for transportation. General requirements".

This standard establishes general requirements for the preparation of general cargo for transportation in direct and mixed traffic: by sea, river, rail, road and air transport.

Now let's define what relates to the equipment and whether the equipment cargo belongs to the "general cargo" class.

Interstate standard GOST EN 1070-2003 Group T51 “Equipment safety. Terms and definitions" is an identical text of the European standard EN 1070-98 "Safety of machinery. Terms and definitions" The standard was put into effect directly as a national standard of the Russian Federation on July 1, 2004 by a resolution of the State Committee of the Russian Federation for Standardization and Metrology dated December 5, 2003 No. 346-st.

There is another Interstate standard GOST ISO / TO 12100-1-2001
"Equipment safety. Basic concepts, general principles of design. Part 1. Basic terms, methodology" (put into effect by the Decree of the State Standard of the Russian Federation of May 23, 2002 N 199-st)

This International Standard, which contains the authentic text of ISO/TR 12100-1-92 (EN 292-1-91), is intended to explain to designers, equipment manufacturers and other interested parties the basic safety requirements for equipment in order to achieve compliance with European legislation.

Both standards give the following definitions related to the cargo in question.

3.4 Equipment (machine):A set of interconnected parts or devices, of which at least one moves, as well as drive, control and energy units that are designed for a specific application, in particular for processing, manufacturing, moving or packaging material. The term "equipment" also refers to a set of machines that are so arranged and controlled that they function as a single whole to achieve the same goal.

Appendix A contains a general schematic of the machine.

General schematic representation of the machine

3.11. Machine safety - the ability of the machine to perform the functions and be able to be transported installed, adjusted, maintained, dismantled and disposed of under the conditions of intended use according to the manufacturer's instructions (and in some cases, within a specified period of time, according to the instruction manual) without injury or other harm to health (phrase "be able to be transported" highlighted by me. – A. Sh. ).

3.14. Machine design - a range of actions including:

a) study of the machine itself, taking into account all stages of its life cycle:

1) design;

2) transportation and commissioning:

Installation;

Adjustment;

3) application (use):

Tuning, training/programming or changeover process;

Operation (work);

cleaning;

Search for consequences of failures and damages;

Maintenance;

4) decommissioning, dismantling, disposal;

b) development of an operating manual for all the above stages (excluding design) in accordance with 5.5 GOST ISO / TO 12100-2.

(See 3.11 of ISO/TR 12100-1.)

(Item 2 - word "transportation" again intentionally highlighted by me . – A. Sh.).

From all of the above, it follows that opportunity to be transported must be provided to the machine at the time of construction and this must be reflected in the manufacturer's instructions or in the operating manual.

However, the practice of our surveyor inspections indicates that the equipment is not prepared for transportation (transportation) and transportation (transportation) often ends with damage to the goods. Very often the manufacturer's instructions are either missing or misleading the shipper and carrier. A striking example is the situation indicated in the photographs below. The shipper and carrier followed the fastening scheme provided by the shipper, but the transformer fell out of the vehicle after a thousand kilometers.

Here, for persuasiveness, we present the instructions themselves, on which the manufacturer shows how exactly the transformer should be mounted. But two straps for this unstable load is not at all what is actually required to secure it securely!

However, most often the manufacturer's instructions are simply not followed by the consignor or carried out in their own way.

For example, in the case shown in the following photographs, the shipper was not allowed to use the clamping straps as indicated on the container label, believing that the clamping would damage the container itself. Another cause of the accident was the displacement of another load, which was also not prepared for transportation, despite the fact that a detailed description of the actions was indicated in the instruction manual that followed with the load.

Undoubtedly, the equipment during transportation belongs to the class of general cargoes, therefore I will remind the provisions of the GOST 26653-90 standard “Preparation of general cargoes for transportation. General requirements".

Preparation of cargo for transportation should ensure:

Safety of cargo throughout the transportation and safety of the vehicle and the environment;

Maximum use of the carrying capacity and (or) carrying capacity of vehicles and lifting mechanisms with the obligatory ensuring the safety of the cargo and the safety of its transportation;

Necessary strength of cargo packaging during stacking and reloading operations;

Convenience of carrying out cargo operations, fastening and placement on vehicles and in warehouses.

Requirements for the packaging of cargo, the conditions and features of its transportation, methods and means of consolidation of packages should be set out in the regulatory and technical documentation for a specific type of cargo in the section "Packaging, marking, transportation and storage" in accordance with the requirements of GOST 1.5.

I give as an example a standard related to equipment where the requirements of GOST 26653-90 “Preparation of general cargo for transportation. General requirements". This is the standard GOST 24686-81 (ST SEV 1923-79) “Equipment for the production of electronic and electrical products. General technical requirements". There is the required chapter “4. Marking, packaging, transportation and storage. Here are some of its sections that are of fundamental importance in our case:

4.10. The packaging of the equipment and its components must ensure the safety of the equipment and its components, tools, accessories and accompanying operational documentation from mechanical damage and the harmful effects of atmospheric factors during transportation.

4.11. Equipment must be free of oil, coolant, and other process fluids before packaging and transport.

4.12. All moving parts of the equipment must be brought to a position in which the equipment has the smallest overall dimensions, and in this position they are fixed with packing elements (wooden supports, elastic shock-absorbing elements made of rubber, felt, etc.) or by bringing equipment elements (using latches, latches, stoppers, etc.) to a position that excludes spontaneous movement of moving parts of the equipment.

4.13. Tare and packaging should ensure the safety of equipment during transportation, taking into account possible transshipment of goods, its transportation by various modes of transport, as well as taking into account the climatic conditions in which transportation is carried out.

4.14. Spare parts, tools and accessories that are included with the equipment are recommended to be packed in permanent storage containers (cases, cases, stowage boxes).

4.18. Equipment as a whole or separately transportable assembly units and their parts must be adapted for loading and transportation by road, rail, air or water transport.

From all of the above, it follows that the carrier has the right to expect that the goods presented for transportation (transportation) will be properly prepared, ensuring safe transportation.

However, the shippers of the equipment have the most stringent requirements for transportation and storage.

High-quality and sensitive equipment often must not be subjected to forces of a certain magnitude during transport and storage, such as acceleration in the x, y, z direction, tilt, and temperature and humidity.

Compliance with these requirements for the conditions of carriage can be monitored using special recording devices that are firmly attached to the vehicle, packaging or the equipment itself.

Color indicator sensors, which are attached to packages and change color at certain temperatures, humidity, angles, or forces, are another, albeit less effective, means of monitoring carrier compliance.

Impact indicator

tilt indicator

You can repeat at least a thousand times that it is the shipper who is responsible for the correct stowage and securing of the cargo, but we often face a situation where the shippers simply do not realize what can happen to the cargo during transportation, and only the carrier who knows thoroughly what forces and hazards will be exposed to the cargo and the vehicle during transportation, may indicate to the shipper.

Sometimes it just gets ridiculous. The photographs below show the situation that occurred in 2002. The haulier delivered an empty container to a Belarusian manufacturer for loading. The workers loading the container, without thinking about any forces, simply asked the driver how best to load it. As a result of the "smartest" instructions of the driver, 80% of the mass was placed 3 m at the front wall of the container, the rest of the equipment was placed along the side walls of the container. It was only by a stroke of luck that nothing happened during the road transport, although nothing prevented the displacement of the cargo inside the container. During reloading in Hamburg, the sensors of the loading terminal detected an unacceptable deviation in the position of the center of gravity of the cargo in the container. When the container was opened, it turned out that the cargo was secured properly. As a result, additional costs (for re-laying and fastening) exceeded 7 thousand euros.

So, often we are faced with a situation where the cargo is not prepared for transportation, there are no proper instructions for transportation from the shipper.

The cargo has a tendency to self-destruction from vibration loads. Very often, consignees claim huge damages to the cargo even with small visible mechanical damages, referring to internal hidden damages and/or to the uniqueness of the equipment and lack of spare parts.

Features of transportation (transportation) on the roads of the Russian Federation are:

1. The presence of long-term vibration loads due to poor road quality, which often leads to weakening and deformation of the structure of the cargo unit itself due to loosening of intra-package screw connections and / or destruction of welding joints, as well as fasteners (primarily clamping fasteners ).

Stand self-destruction

Destruction of the legs of the stand

2. Long duration of transportation (transportation) without the possibility of opening a closed and sealed body and checking the state of fastening with subsequent control.

Very often, the cargo falls out of the vehicle after 1000 or even 500 km of travel.

Studies have shown that in 80% of cases the load was secured using clamps, which, in my opinion, is absolutely unacceptable when transporting (transporting) equipment. However, our drivers are not even aware of the existence of other methods of fastening and continue to use clamping belts (with all their shortcomings) in absolutely insufficient quantities. For some reason, it is generally accepted that if there are 24 points in the body for securing 12 clamping belts, then these 12 belts will hold a load equal in weight to the maximum load capacity.

The last photo was taken at the end of this winter. Moscow, exit to Volokolamskoe highway from Pokhodny proezd. Before my eyes, the cargo moved from side to side when making turns. And this is in the presence of four attachment points on the cargo unit for the installation of four independent stretch marks!

Due to heavy traffic, my car was pressed against this car, and I recalled with horror the fall of a transformer on a bus in Ryazan in 2005. Five years have passed since that terrible tragedy that taught us nothing ...

To ensure safe transportation, you must:

1. Carefully sweep the body, ridding it of debris, with the body open - from ice and snow;

2. Increase the coefficient of friction by all available means. The best is the use of special rubber gaskets that provide a sliding friction coefficient of at least 0.6;

3. Distribute the load from the legs of the equipment to avoid damage to the deck and fall of the equipment.

The deck was broken by the leg of the equipment. Well, why not a female heel!

For comparison:

A winch weighing 6 tons on a base measuring 1.5 by 2 m (3 m²) gives a deck load of 2 t / m²;

A woman weighing 60 kg wore evening shoes with a heel area of 50 mm² (0.00005 m²). When she steps on your shoe during the dance with all her weight on one heel, then you will have to withstand a load of 1200 t / m². That's why our women are 600 times more dangerous than the cars we transport!

But if you don’t say anything to a woman, but only silently endure the pain, then the driver may demand to distribute the load from the legs of the equipment by placing boards of the appropriate size at the time of loading.

4. Require the consignor to indicate the points of attachment and secure the cargo units with independent braces and/or in other ways that exclude any movement of the cargo units.

5. Blocking is the second most important method of securing, however, it should be remembered that blocking involves direct contact between the cargo unit and the element of the blocking fastening, which in turn can lead to damage to the load. Even small scratches can have serious consequences.

Fastening with independent stretch marks

In my opinion, this is the most effective way of fastening expensive equipment, ensuring the non-displacement of the cargo unit. It requires attachment points both in the vehicle body and on the loading unit.

Stretch installation options

Keep in mind that when attaching to guy wires, the working load (LC) of the belt is used for calculations, and not the clamping force (STF). The stretch only starts to work when the displacement starts, so there is no need to stretch the stretch to the maximum, it is only necessary to “take up the slack”. One stretch works only in one direction, so four are needed. It is necessary to calculate the horizontal projections of the belt working load (LC) in the longitudinal and transverse directions. That is why it is very important to measure the installation angles of the brace - vertical a and horizontal b.

There are options when one of the angles is equal to 0. So, for example, in the case of installing oblique braces, the horizontal angle b is equal to 0, in the case of horizontal guy wires, the angle a is 0.

Oblique extensions

Horizontal braces

Load immovability condition according to EN 12195-1, where

m	Load weight
g	Acceleration due to gravity 9.81 m/s²
with x,y,z	Coefficients of acceleration of inertial forces for road transport (Cx = 0.8; Cy= 0.5; Cz= 1.0)
mD	Sliding friction coefficient (dynamic coefficient of friction) - selected from tables or measured
a	Vertical Angle
b x	Longitudinal horizontal angle
b at	transverse horizontal angle.

Calculations according to the above formulas cause sacred horror for many: the driver, they say, will never cope. However, I myself witnessed a dispute between a German policeman and a Belgian driver, when the driver proved with the help of a calculator that his fastenings are sufficient, so that knowledge is power. And it is quite accessible to the driver.

The main thing to remember is that the longitudinal horizontal vectors of the guy work load (LC) must be greater than the difference between the longitudinal inertial force and the opposing frictional force. The same is true for transverse loads.

This article is not a textbook, so I will not give numerous methods and calculation methods. There are programs, tables, numerous devices that allow you to figure out in seconds what kind of fastening is needed.

For example, the calculation wheel from Dolezych allows you to calculate the required fastening very quickly. The illustration shows the Russian version of this calculation circle with a poor translation. It is believed that most guy wires are installed with vertical angles a between 20 and 65 degrees, and horizontal angles b between 6 and 55.

Since all fasteners are designed with working load values (LC) with a certain resolution (1000, 2000, 2500 daN, etc.), this also makes it possible to simplify calculations and operations with the fixture.

By setting the load weight window to the required value (in this case 10 t, again a simplification), we see that four guy wires with working loads of 10000 daN at a friction coefficient of 0.2 (chains) and only 2000 daN (conventional belts) at a coefficient of friction 0.6.

There are a lot of devices like this circle, each manufacturer of fasteners has something of its own. Knowing that nothing in the back will fall off the spot in any danger and expensive equipment will not be damaged, it is much calmer to hit the road over a long distance.

We used to say at sea: “The better you fix it, the less it shakes!”. In one of the Australian instructions for drivers, I came across the phrase “The better you fix it, the calmer the road!”. For all. Why are we worse than the Australians?

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