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GOST transportation of goods by road. General requirements for machines, instruments and other technical products in terms of storage and transportation conditions. Evaluation of the resistance of products to the effects of transportation and storage conditions

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.

1.4. 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.

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

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?

Group T51
OKS 03.220.10
OKSTU 0131
Introduction date 1997-01-01

Foreword

1. Developed by the Research Institute of Road Transport (NIIAT) of the Ministry of Transport of Russia. Introduced by the Technical Committee for Standardization TC 372 "Transport Services"

3. Introduced for the first time

1 AREA OF USE

This standard establishes a range of recommended indicators for the quality of freight traffic by all types of public transport and the main provisions for the choice of indicators in accordance with the goals of managing the quality of freight traffic and the objectives of improving transport services for consumers and sectors of the country's economy. Norms, specific requirements for quality indicators and methods for their assessment should be established in the regulatory documentation of each type of transport for freight transportation, approved in the prescribed manner.

Based on this standard, regulatory documents are developed on the nomenclature of quality indicators for freight transportation carried out by individual modes of transport in international, long-distance and local communications, including suburban and intracity transportation of goods of specific types or their enlarged groups, homogeneous in terms of transportability properties.

This standard does not apply to the nomenclature of quality indicators for the transport of dangerous goods.

2. DEFINITIONS

For the purposes of this International Standard, the following terms apply with their respective definitions:

2.1 transport service: The result of the activities of the transport service provider to meet the needs of the passenger, consignor and consignee in transportation in accordance with established standards and requirements (GOST R 51006-96).

2.2 freight transportation: Transport services for the movement of material assets related to their safety and timeliness of delivery (GOST R 51006-96).

2.3 transportability of cargo: The degree of suitability (or readiness) of cargo for the transportation process.

Note - Transportability requirements provide for ensuring the transportation of cargo without damage and loss, the efficient use of vehicles, the performance of loading and unloading and storage operations and the entire range of operations associated with its movement from the sender to the recipient.

2.4 persistence of cargo: The property of the transported objects (products), to maintain a serviceable and operable condition during and after transportation.

3. GENERAL PROVISIONS

3.1 Based on the nomenclature of quality indicators, a list of names of characteristics of consumer properties of freight traffic that make up their quality, quantitative indicators and methods (methodologies) for their assessment is established.

3.2 The choice of the nomenclature of quality indicators is justified by:

characteristics and features of the transported cargo;
mode of transport and communication;
rolling stock used;
features of freight forwarding;
requirements for the transportation process;
tasks of quality management of transport services;
the composition and structure of properties that characterize quality;
basic requirements for quality indicators.

3.3 Quality indicators must meet the following basic requirements:

contribute to ensuring that the quality of freight transport meets the needs of consumers;
characterize all the properties of freight transportation, which determine its suitability to satisfy certain needs of consumers in accordance with its purpose;
be stable;
contribute to improving the quality of freight traffic;
to exclude interchangeability of indicators in a comprehensive assessment of the level of quality of freight traffic;
take into account modern achievements of science and technology and the main directions of scientific and technological progress in transport and in the field of transport services.

4. PROCEDURE FOR SELECTING THE NOMENCLATURE OF QUALITY INDICATORS

4.1 The procedure for choosing the nomenclature of quality indicators provides for the definition of:

type of transport;
the name (content) of the transport service;
basic requirements of consumers to the transportation process;
the purposes of application of the nomenclature of quality indicators;
initial nomenclature of groups of quality indicators;
method for choosing the nomenclature of quality indicators.

4.2 The type of transport must be determined on the basis of a technical and economic comparison (analysis, study, etc.) of possible options for transporting cargo of a particular type and choosing one of them that, for economic, technological or other reasons, is the most efficient (economical) for the consumer of transport services. An efficient mode of transport can be chosen by the consumer of transport services using an expert method.

4.3 The name (content) of the transport service for the carriage of goods is determined on the basis of intersectoral and sectoral documents classifying services by their types depending on the type of transport used, the type of goods transported.

The document of the intersectoral level is OK 002 "All-Russian classifier of services to the population". Appropriate classifiers, industry methods and guidelines for assessing the quality of services on various modes of transport can serve as documents at the industry level.

4.4 The main requirements of consumers for the transportation process are determined in accordance with the rules for the carriage of goods by transport of a particular type, approved in the prescribed manner.

4.5 The purposes of applying the nomenclature of quality indicators are determined in accordance with the objectives of managing the quality of freight traffic. Possible purposes of applying the nomenclature of quality indicators may be to establish a nomenclature of quality indicators for freight traffic for:

inclusion in state standards and industry standards, as well as in the rules for the carriage of goods by certain modes of transport;
carrying out work on the development and implementation of quality management systems for transport services;
carrying out research and development work aimed at improving the quality of transport services and the efficiency of the transportation process;
inclusion in the terms of contractual obligations.

4.6 The initial nomenclature of quality indicators is selected taking into account the requirements of 3.2, 3.3, section 5, as well as on the basis of the requirements for the system of indicators of the quality of transport services provided for in the regulatory documents for a particular type of transport.

4.7 The method for selecting the necessary and sufficient range of quality indicators for freight traffic is established in the standards and (or) methods for choosing the range of quality indicators, as well as in industry methods for assessing the level of quality of transport services.

The main method for determining the initial nomenclature of quality indicators is the expert method.

5. NOMENCLATURE OF GROUPS OF QUALITY INDICATORS OF CARGO TRANSPORTATION AND THEIR CHARACTERISTICS

5.1 This standard establishes the following nomenclature of the main groups of quality indicators according to the properties of freight traffic characterized by them:

indicators of timeliness of transportation;
indicators of the safety of transported goods;
economic indicators.

5.2 Indicators of the timeliness of the transportation, depending on the features they characterize, are divided into indicators:

transportation of goods by the appointed time;
regularity of cargo arrival;
urgency of cargo transportation.

5.3 Indicators of the safety of transportation, depending on the features they characterize, are divided into indicators of the transportation of goods:

no loss;
without damage;
without loss;
without pollution.

5.4 Indicators of transportation of goods by the appointed date characterize the properties of transportation, due to the accuracy of the arrival of goods by a predetermined (specified) date.

The indicators of cargo transportation by the appointed time include:

average deviation of cargo arrivals from the appointed time;
average excess of the appointed time;
maximum exceedance of the appointed time;
the maximum allowable deviation from the appointed time;
the number of deviations in the arrival of the cargo by the appointed time;
the number of arrivals of goods by the appointed time.

5.5 Indicators of the regularity of the arrival of cargo characterize the properties of transportation, due to the frequency of receipt of cargo for a set (specified) period of time.

The indicators of the regularity of cargo arrival include:

average number of cargo arrivals per unit of time;
the minimum number of cargo arrivals per unit of time;
average time between receipts of cargo;
maximum time between arrivals of cargo;
minimum time between receipts of cargo;
the number of deviations from the established regularity of cargo receipt;
the number of cargo receipts with a given (agreed) regularity.

5.6 Indicators of the urgency of cargo transportation characterize the properties of transportation, determined by the time the cargo is in the process of transportation or the speed of cargo movement.

The indicators of urgency of transportation include:

standard (contractual) time of cargo transportation;
average time of cargo transportation;
the maximum allowable time of cargo transportation;
maximum deviation from the average time of cargo transportation;
the percentage of cargo arrivals in excess time;
average deviation from standard time;
average speed of cargo transportation;
daily mileage of the vehicle;
the number of cargo arrivals for the standard time.

5.7 Indicators of cargo transportation without losses characterize the property of the transport service to keep the mass of cargo the same at the beginning and end of the transportation or reduced in accordance with the established norms of natural loss. This indicator must first of all be used when transporting bulk, bulk and perishable goods.

The indicators of cargo transportation without loss include:

loss rates;
specific cargo losses;
average loss of goods during transportation;
the cost of cargo losses during transportation;
the number of goods delivered without loss;
coefficient of deterioration in the quality of goods during transportation.

5.8 Carriage of goods without damage indicators characterize the property of the transport service to ensure the preservation of goods during transportation and their suitability for their intended use after transportation. This indicator is recommended to be used when transporting finished products for household and industrial purposes.

The indicators of the transportation of goods without damage include:

the proportion of goods transported without damage;
average damage from cargo damage;
unit costs from cargo damage.

5.9 Loss-free cargo transportation indicators characterize the property of the transport service to keep the number of cargo pieces the same at the beginning of the transportation and after its completion.

The indicators of cargo transportation without loss include:

unit costs from unsafe transportation;
share of lost goods during transportation;
average damage from missing cargo.

5.10 Indicators of the transportation of goods without pollution characterize the property of the transport service to maintain the cleanliness of the transported cargo in accordance with established norms and requirements.

The indicators of transported goods without pollution include:

coefficient of pollution of goods during transportation (the ratio of the number of contaminated goods to the total number of goods transported);
share of the cargo not accepted by the consignee after transportation due to contamination;
allowable percentage of foreign matter in the cargo;
the proportion of foreign matter in the cargo.

5.11 When assessing the quality level of freight traffic, it is necessary to take into account economic indicators that characterize the elemental or general costs associated with the transportation process as a whole or the performance of individual works during the delivery of cargo.

The economic indicators of the efficiency of freight transportation are:

unit costs for the transportation of goods by various modes of transport;
specific total costs for the delivery of goods;
costs for the production of loading and unloading and storage operations;
the percentage of transportation costs in the cost of production (goods).

The source of information:

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.

1.5. 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

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