Volvo Tpt Manual FIe100 Issue 3

VLC Risk Management Dept 73400 FIe-100 Issue 3 Date 2008-08-01

TRANSPORT QUALITY MANUAL REQUIREMENTS FOR HANDLING AND TRANSPORTATION OF GENERAL CARGO 1 Introduction 2 Rules for cargo securing 3 Cargo Transport Units and inspection of CTU:s 4 Methods and equipment for cargo securing 5 Instructions for loading and securing of Volvo cargo 6 Dangerous goods 1 INTRODUCTION These instructions are issued by Volvo Logistics AB and are valid for loading and securing of Volvo cargo for transports by road, rail, air and at sea. These instructions are valid for all transporters, as well as subcontractors, involved in loading, unloading and transportation of Volvo products. The quality managers at the transport companies are responsible to make sure that all personnel involved have good knowledge regarding these instructions. These instructions are based on international and national regulations, standards and guidelines for securing of cargo, and are Volvos minimum demands to be fulfilled by the personnel and transporters handling Volvo cargo. If a transport company is affected by local specific instructions, these must be at least at the same standard as what is stated in these instructions. The purpose with these instructions is to achieve the following: - Uniform systems for loading. - Uniform and secure systems for cargo securing. - Avoiding transport damages. Random inspections or planned audits will be made continuously within areas where loading/unloading takes place. This is regarding cargo securing in general but also securing of dangerous goods. The purpose is to make sure that all the transporters are following these instructions. Detected remarks will be reported to the actual transport company and to the purchaser of the transport. Please note that these instructions do not in any way supersede regulations stipulated by various authorities.


In these instructions references are made to standards, rules and regulations valid in May 2008. After this date updated versions or replacements of these rules and regulations are to be used when practicing these instructions. VOLVO LOGISTICS CORPORATION Risk Management Department Quality Assurance http://web.volvo.com/vlc 2 GENERAL REQUIREMENTS 2.1 Introduction to this chapter During transportation the cargo and the Cargo Transport Units (CTU:s) are exposed to forces with different magnitude and direction depending on if the transport is by road, by rail, at sea, by air or if its a combination of these transport modes. To avoid accidents, authorities have made regulations how to secure cargo in different types of CTU for different types of transport modes. If these regulations are noticed, also damages to the cargo are prevented. Authorities in a number of countries are issuing regulations for loading and securing of cargo in their respective traffic area. These authorities also have the responsibility to supervise that the regulations are observed. The quality demands that Volvo Logistics Corporation have on the transporters of Volvo cargo means that the rules for securing of cargo, described in this instruction or national regulations if they are stricter, shall be fulfilled during the transport. As a basic rule it is the transport company that shall secure the cargo. If Volvo has secured the cargo it is the responsibility of the transport company to inspect the securing when receiving the load carrier. All cargo securing shall be continuously inspected during the transport. In the following sections the minimum demands for loading and securing cargo are noted. 2.2 Road transport In most European countries it is stated that cargo is not allowed to be transported on or in a vehicle in such a way that it can be a danger to persons, cause damage to property, drag behind or fall off the vehicle, raise a disturbing dust or similar, complicate the driving of the vehicle, or cause unnecessary noise. Depending on the nature of the cargo space, the cargo shall be secured. If needed, the cargo shall be covered. There are no common regulations within EU regarding cargo securing but a European Best Practice Guidelines on Cargo Securing for Road Transport (EU BPG) was agreed upon in May 2006. In the EU BPG different securing methods and how to dimensioning them are described. In EU BPG there are references to both Standard


EN 12195-1 and IMO Guidelines for Packing of Cargo Transport units. Depending on the selected reference the number of lashing could be quite different. Each member state can decide the valid method on the national roads. International standards and guidelines are among others: - EU Best Practice Guidelines for Cargo Securing for Road Transport - EN 12195-1 - IMO/ILO UN ECE Guidelines for Packing of Cargo Transports Units, CTUs with IMO Model Course 3.18 and Quick Lashing Guides - In Sweden, Norway, Finland, Great Britain, Germany and Austria there are, in addition, national regulations or guidelines, of more or less extent. The cargo securing at road transports shall be designed for the following forces: - Forward direction: 0.8 of the full weight (In Sweden: Full weight of the

cargo). - Rearward and sideways direction: Half weight of the cargo.

0.8 Cargo Weight (1.0 in Sweden)0.5 Cargo Weight

0.5 Cargo Weight 0.5 Cargo Weight

0.8 Cargo Weight (1.0 in Sweden)0.5 Cargo Weight

0.5 Cargo Weight 0.5 Cargo Weight

Maximum forces likely to be experienced during normal road use. At road transport, forces are generated lengthways when a vehicle brakes and sideways when crossing road undulations. 2.3 Railway transport The most European railway inspection boards have not yet issued regulations on cargo securing. In the mean time the International Union of Railways (UIC) Loading Guidelines are practiced. The regulations are the same for most of the European railway administrations. The cargo securing at combined transports on railway shall be designed for the following forces: - Lengthways direction: Full weight of the cargo. - Sideways direction: Half weight of the cargo.


At sliding the dynamic vertical forces must be taken into consideration. The force affecting the cargo in vertical direction is only 70% of the cargo weight. The force sideways is at the same time 50% of the cargo weight. For cargo secured against tipping in lengthways direction a horizontal force of 60% of the cargo weight shall be used. The force downwards is at the same time the full cargo weight. In all other cases a vertical force of the full cargo weight is used in combination with the force lengthways or sideways. The given forces are valid for transportation of cargo in Cargo Transport Units that are not subjected to hump and fly shunting. Thus it is of great importance that in contracts with railway companies it is stated that CTU:s containing Volvo cargo are not to be subjected to hump and fly shunting.

0.5 Cargo Weight

1.0 Cargo Weight0.5 Cargo Weight





1.0 Cargo Weight

Maximum forces likely to be experienced during normal railway use in load carriers not subjected to hump and fly shunting. In the International Union of Railways (UIC) Loading Guidelines, there are detailed instructions for how to secure different cargo types at railway transport. Note that these detailed instructions not always fulfil the general requirements. 2.4 Sea transport For cargo securing at sea transportation the securing shall be according to the International Maritime Organization, IMO, guidelines: IMO/ILO UN ECE Guidelines for Packing of Cargo Transport Units CTUs, IMO Model Course 3.18 and IMO Quick Lashing Guides. The cargo securing at sea transports shall be designed for the following forces sidways: - In sea area A: 50% of the weight of the cargo. - In sea area B: 70% of the weight of the cargo. - In sea area C: 80% of the weight of the cargo. The cargo securing at sea transports shall be designed for the following forces lengthways: - In sea area A: 30% of the weight of the cargo in combination with 50% of the weight of the cargo vertically. - In sea area B: 30% of the weight of the cargo in combination


with 30% of the weight of the cargo vertically. - In sea area C: 40% of the weight of the cargo in combination with 20% of the weight of the cargo vertically. Area A is including the Baltic Sea and the Kattegat. Area B is including the North Sea and the Mediterranean. Area C means unrestricted trade. The forces sideways are supposed to be in combination with a vertical force of the full cargo weight acting perpendicular to the platform of the CTU. The securing of Volvo cargo at sea transportations shall be according to the accelerations above.

0.7 Cargo Weght0.7 Cargo Weght0.7 Cargo Weght0.7 Cargo Weght Maximum forces likely to be experienced sideways during sea transportation in Sea area B 2.5 Air transport At air transportation the operating companies establish the design accelerations. According to for instance SAS (Scandinavian Airline System) Aircraft Handling Manual the cargo securing arrangement for palletised cargo at air transport are to be designed by the forces according to the figure below.

3.0 Cargo Weight

1.5 Cargo weight1.5 Cargo Weight



1.5 Cargo weight1.5 Cargo Weight


Maximum forces likely to be experienced during air transport


2.6 Summary General Requirements The forces shown in the table below are to be used when designing securing arrangements for Volvo cargo, depending on transport mode. The values are minimum values. The values are given as parts of the cargo weight. Mode of transport Forward Backward Sideways ROAD 0,8 (s) 0,5 0,5 RAILWAY Wagons subject to shunting. 4,0 4,0 0,5 (j) Containers, swap bodies, semi-trailers in combination 1,0 (i) 1,0 (i) 0,5 (j) trains and wagons in block trains not shunted down a hill SEA Baltic Sea (A) 0,3 (a) 0,3 (a) 0,5 North Sea (B) * 0,3 (b) 0,3 (b) 0,7 Unrestricted trade (C) 0,4 (c) 0,4 (c) 0,8 AIR ** 1,5 1,5 1,5 (s) 1,0 in Sweden, Norway, Finland and UK (i) 0,6 at tipping The above values should be combined with static gravity force of the full cargo weight acting downwards and a dynamic variation of: (j) 0,3 (sliding only) (a) 0,5 (b) 0,7 (c) 0,8 * The Mediterranean is included in sea area B. ** At air transport the cargo shall be secured for forces of 3 times the cargo weight acting upwards.


3 CARGO TRANSPORT UNITS AND INSPECTION OF CTU:s 3.1 Introduction to this chapter The rational transport systems of today have lead to the use of different types of Cargo Transport Units (CTU:s). Containers, swap bodies, trailers and other vehicles are common CTU:s transported daily by road, railway and at sea. To keep a high quality of Volvos products throughout the logistic chain, the CTU:s must be in good condition and have functioning cargo securing gear. The CTU:s shall be inspected before the cargo is loaded. If a CTU doesnt fulfill the demands specified in this chapter, it is to be rejected. 3.2 Different types of Cargo Transport Units Below are shown some different types of vehicles and CTU:s that could be used when transporting Volvo cargo.

Different types of vehicles and CTU:s Different types of superstructures are more or less suitable for cargo securing. The strength of the vehicle side is of great importance for the possibility of blocking cargo in sideways direction. The standards give different demands on the walls of Cargo Transport Units see figure below:


VEHICLES Box Type Cover/stake with side boards Curtainsiders

Standard

EN 12642 L

P = 30% of payload

P = 30% of payload

P1 = 24% of payload

P2 = 6% of payload

P1 = 24% of payload

P2 = 6% of payload

P = 0% of payload

P = 0% of payload

EN 12642 XL

P = 40% of payload

0.75 H

P = 40% of payload

0.75 H

P = 40% of payload

0.75 H

P = 40% of payload

0.75 H

P = 40% of payload

0.75 H

P = 40% of payload

0.75 H

Standard SWAP-BODIES

EN 283

P = 30% of payload

P = 30% of payload

P1 = 24% of payload

P2 = 6% of payload

P1 = 24% of payload

P2 = 6% of payload

P = 0% of payload

P = 0% of payload

Comparison of different types of standards and superstructures 3.3 The condition of the Cargo Transport Unit The CTU shall be in good condition and have functioning cargo securing gear. The cargo space shall be clean and free from fixed or loose protruding details that can damage the cargo. The CTU:s must be weatherproof to minimize the risk of damaging the cargo. It is important that the cargo is protected from eventual condense in the CTU. Condense can occur and damage cargo that is transported through different climatic regions. Rust and mould are examples of damage due to condense. Condense can also weaken cardboard boxes and make important signs disappear. Damages by condense can be eliminated by good ventilation.


3.4 Requirements on swap bodies, trailers and other vehicles. 1. The Cargo Transport Unit shall have an undamaged platform, landing

legs and headboard. 2. The CTU shall be weatherproof and it shall be possible to close and

seal it, which means that drop sides, tarpaulin, laths and tarpaulin sealing shall be undamaged. The strength of headboard, drop sides and rear wall should fulfil the European standards

CEN 283, CEN 12642 L or CEN 12642 XL. Curtainsiders preferably built and marked according to Standard EN 12642 XL.

3. The cargo area including the platform shall be undamaged. 4. The cargo area shall be clean, dry and free from odour. 5. The cargo securing equipment shall be undamaged and functioning. 4-tons web lashings with Lashing Capacity LC 1300 daN

and tension force STF 400 daN in requisite amount shall be included in the outfitting of the load carrier.

6. Securing points intended for internal securing of the goods shall withstand a force of at least 2 tons according to Standard EN 12640. 7. Trailer shall be equipped with required amount of 12-tons external

securing fittings for the securing of the unit in ferry traffic. Minimum amount of ferry eyes per trailer side: total weight up to 20 ton - 2 pcs total weight between 20 and 30 ton - 3 pcs total weight between 30 and 40 ton - 4 pcs 8. Corner castings and other bottom fittings on swap bodies shall be undamaged. 9. Non actual labels shall be removed or masked. 10. CTU, which shall be transported by rail, shall be marked with the

required code sign. 11. CTU, which shall be transported on rail, shall fulfill the requirements from the European rail administrations regarding the stake body, see section 3.9.


3.5 Requirements on containers 1. The container shall be of type 1AA or 1CC and fulfill actual ISO8

standards for containers. 2. The frame work of the container shall be undamaged. 3. The container shall be weather tight and it shall be possible to seal it when closed. This means that walls, floor, roof, doors, door sealing as well as possible tarpaulin cover with sealing shall be undamaged. 4. The cargo area including the floor shall be undamaged. 5. The cargo area shall be clean, dry and free from odour. 6. Ventilation openings shall be undamaged. 7. Corner castings shall be undamaged. 8. The container shall be marked with safety plate (CSC9). 9. Non actual labels shall be removed or masked. 3.6 Check of load carrier general instructions The Cargo Transport Units (CTU) shall be checked before the loading of the goods is started. The check is performed according to the checklists and errors or deficiencies are noted. When anything is unclear the person responsible for the shipping department is consulted, who will decide whether the CTU can be accepted, has to be rectified or refused. If the CTU is refused the transport company has to be informed accordingly. 3.7 Check list for inspections of load carriers DATE SUPERVISOR TRANSPORT COMPANY TYPE OF CTU TRAILER CONTAINER SWAP BODY CTU NUMBER APPROVED APPROVED REFUSED WITHOUT AFTER RECTIFICATION RECTIFICATION CTU: ITEM RECTIFICATION 3.8 Check of swap bodies, trailers and other vehicles


3.8.1 Items to be checked on swap bodies and trailers ITEM YES NO REMARKS 1 Are platform, landing legs, head board, longitudinal and transverse frames undamaged? ___ ___ _______________ 2 Are the drop sides, tarpaulin and laths intact and complete? ___ ___ _______________ 3 Is the CTU weatherproof? ___ ___ _______________ 4 Is the cargo area free from protruding nails and bolts? ___ ___ _______________ 5 Is the cargo area clean, dry and free from odour? ___ ___ _______________ 6 Is the cargo securing equipment functioning? ___ ___ _______________ 7 Are corner castings and other bottom fittings on swap body undamaged? ___ ___ _______________ 8 Number of ferry eyes per trailer side ___pcs ___pcs_______________ 9 Are non actual labels removed? ___ ___ _______________ Extra check points for rail transport 10 Is the CTU equipped with code sign? ___ ___ _______________ 11 Is the TIR-rope and the sealing line correct applied? ___ ___ _______________ 12 Does the lock for the landing legs function, is the tarpaulin unsplit? ___ ___ _______________ 3.8.2 Items on swap bodies, trailers and other vehicles


1 Platform 2 Drop sides 3 Locking devices 4 Landing legs 5 Cargo securing equipment 6 Body stakes 7 Laths 8 Tarpaulin 9 Sealing Items on swap bodies, trailers and other vehicles


3.8.3 Check of swap bodies, trailers and other vehicles Checklist point 1; platform, landing legs and head board. The strength of

the load carrier is depending on an undamaged framework. If there is reason to suspect that the framework is damaged, the CTU should not be used. If the CTU collapses during the transport

the goods may be delayed or damaged. Checklist point 2 and 3; drop sides, laths, tarpaulin with sealing. The outfitting shall be undamaged and functioning. The strength of the headboard, drop sides and body stakes should fulfil the requirements in standards CEN 283, CEN 12642 L (not Curtainsiders) or CEN 12642 XL

(also Curtainsiders). Vehicles build according to CEN 12642 XL are marked at two places; marking integrated on the vehicle identification plate and also one independent sign see example below. If CEN 12642XL standard for Curtainsiders are not fulfilled, securing of cargo must be done according to legal requirements.

Examples of marking according to EN 12642 XL

The CTU shall be weather tight and it shall be possible to seal it when closed. Earlier repairs should

be especially checked. Small holes are easy to discover by an internal check with tarpaulin cover and doors closed. Checklist point 4 and 5; the cargo area shall be undamaged. Protruding

nails, bolts etc shall be removed. The cargo area shall more over be clean, dry and free from odour.

Checklist point 6; Securing equipment shall be undamaged and functioning. Securing points intended for internal securing of the goods shall be in good shape and well fixed to the framework. The securing points shall withstand a force of at least 2 tons. Checklist point 7 and 8; Corner castings and other bottom fittings on

swap bodies for the securing of the CTU to vehicles, rail, cars or ships shall be undamaged.

Trailer shall be equipped with required amount of securing fittings for the securing of the unit in ferry traffic. Minimum number of ferry eyes per trailer side shall be: - total weight up to 20 ton - 2 pcs


- total weight between 20 and 30 ton - 3 pcs - total weight between 30 and 40 ton - 4 pcs The ferry eyes shall have strength of minimum 12-tons without permanent deformation. Trailers and vehicles shall have a manoeuvring handle for easy, effective and permanent emptying of the air spring system before the vehicle is lashed to the ship. Checklist point 9; non actual labels and signs (i.e. dangerous goods labels) shall be removed or masked. Non actual labels may cause delay of the goods. Checklist point 10, 11 and 12; for rail transport the following is valid: Trailer and swap body shall be marked with the required code sign. Maximum three non adjacent sealing eyes may be damaged, the vertical strap must be secured, jointed TIR-rope must be knotted by double knots and all eyelets be used on rear end, split tarpaulin is not permitted, landing leg securing must function.


3.9 Demands on cover superstructure on CTU to be transported by rail Technical information Translation of DB Information pamphlet no. 30 to personnel in technical service and in terminals. Figure 1-4 shows correct performance according to valid customs regulations. Tarpaulin with customs sealing or similar. CTU:s in condition as below is not accepted to be transported in international traffic, or are admitted with stated exceptions. Characteristic: Visual: Vertically running customs seal with milled surface. Usually in a deviating color. Manual: It should not be possible to put the hand inside the tarpaulin. Tarpaulin with not closed clamps/eyelets (figure 5). Exception: on CTU with tarpaulin in good general condition could maximum three not closed clamps/eyelets, however not beside each other, be accepted. Figure 5 Not used clamps and eyelets. Tarpaulin where clamps/eyelets are missing (figure 6). Are valid at horizontal and/or vertical tarpaulin closing. Exception: on CTU with tarpaulin in good general condition could maximum three not closed clamps/eyelets be accepted. Figure 6 Clamp on the sideboard is missing. Compare with figure 14. Tarpaulin with not closed or damaged vertical strap (figure 7 and 8). Exception: vertical strap could occasionally be secured afterwards with rope or steel wire. Figure 7 Not secured vertical strap. Figure 8 Damaged vertical strap not possible to secure. Tarpaulin with damages next to the eyelet (figure 9). Exception: on CTU with tarpaulin and eyelets in good general condition could maximum three not closed or damaged clamps/eyelets be accepted.


Figure 9 Damage on the tarpaulin, close to the eyelet. Tarpaulin with heavily bent eyelets (figure 10). Exception: on CTU with tarpaulin and eyelets in good general condition could maximum three not closed or damaged clamps/eyelets be accepted. Figure 10 Tarpaulin with knotted TIR-rope (figure 11a, b and c). Exception: not sealed TIR-rope can be accepted if it is knotted with double knot and all clamps/eyelets are used on the rear end. TIR-rope is not allowed to be knotted at any other spot. Figure 11a TIR-rope on the sideboard secured by single knot. Figure 11b The TIR-rope on the rear end is secured with a single knot. Several clamps/eyelets are not in use. Figure 11c TIR-rope with one end single knotted and one end secured with steel wire. Tarpaulin with tears, holes or other apparent damages (figure 12). Exception: smaller damages, holes (with diameter max 2 cm) or tears (max length 5 cm) can be accepted occasionally. Figure 12 Tear and small holes in the tarpaulin. Compare with figure 6. Units with broken or missing roof stakes. The tarpaulin is not allowed to hang down (figure 13). Figure 13 Tarpaulin heavily hanging down due to broken roof stake or bent side stakes. Units where the cargo is pressing against the tarpaulin (figure 14). Figure 14 The cargo is pressing against the tarpaulin. In addition the following are not allowed: - units with crooked placed side stakes. - units with less than three side or end laths between each side stakes. - units without functioning securing of the landing legs - units with divided tarpaulin side.


3.10 Check of containers 3.10.1 Items to be checked on containers ITEM YES NO REMARKS 1 Is the framework undamaged? ___ ___ _____________ 2 Are walls, floor, roof and doors intact? ___ ___ _____________ 3 Is it possible to close the doors, is the sealing intact and soft? ___ ___ _____________ 4 Is the load carrier weatherproof? ___ ___ _____________ 5 Is the cargo area free from protruding nails and bolts? ___ ___ _____________ 6 Is the cargo area clean, dry and free from odour? ___ ___ _____________ 7 Are the ventilation openings undamaged and open? ___ ___ _____________ 8 Is the cargo securing equipment functioning? ___ ___ _____________ 9 Are the corner castings undamaged? ___ ___ _____________ 10 Is the container equipped with CSC9-sign ? ___ ___ _____________ 11 Are non actual labels removed? ___ ___ _____________


3.10.2 Items on containers

1 Corner castings 2 Welding in framework and walls 3 Wall, floor and roof 4 Door sealing Items on containers 3.10.3 Check of containers Checklist point 1; platform, landing legs and head board. The strength of

the container is depending on an undamaged framework. If there is reason to suspect that the framework is damaged, the container should not be used. If the container collapses during the transport the goods may be delayed or damaged.

Checklist point 2, 3 and 4; walls, floor, roof, doors with sealing. The

outfitting shall be undamaged and functioning. The container shall be weatherproof and it shall be possible to seal it when closed. Earlier repairs should be especially checked. Small holes are easy to discover by an internal check with the doors closed.

Checklist point 5 and 6; the cargo area shall be undamaged. Protruding

nails, bolts etc shall be removed. The cargo area shall more over be clean, dry and free from odour.

Checklist point 7; ventilation opening shall be open and undamaged.

Insufficient ventilation may be a contributing reason for the origin of condense. Condensation may cause damage to the goods.

Checklist point 8; Securing equipment shall be undamaged and functioning. Securing points intended for internal securing of the goods shall be in good shape and well fixed to the framework. The securing points shall withstand a force of at least 2 tons.


Checklist point 9; corner casting for lifting and securing on vehicles, rail cars and ships shall be undamaged.

Checklist point 10 and 11; container shall be marked by a safety sign,

CSC9-sign Other signs and non actual labels (i.e. dangerous goods labels) shall be removed or masked. Non actual labels may cause delay of the goods.

1 SFS Swedish statute-book

2 TSVFS The Swedish National Road Administrations Statute-book (- 1993)

3 VVFS The Swedish National Road Administrations Statute-book (1993 -)

4 SJF Swedish Rails statute 5 SJFS The Swedish National Maritime Administrations

Statute-book 6 IMO International Maritime Organization 7 SAS Scandinavian Airlines System 8 ISO International Standard Organisation 9 CSC International Convention for Safe Containers


4 METHODS AND EQUIPMENT FOR CARGO SECURING 4.1 Introduction to this chapter Cargo is to be secured by blocking, lashing, locking or by a combination of these methods. Correct loading is the basis for a good cargo securing. It is also important that the correct equipment is used. 4.2 Cargo securing methods 4.2.1 Blocking The blocking is to be made in such a way that the cargo cant move. Blocking is mainly used to prevent sliding but a blocking that reach to the cargos centre of gravity also prevents tipping. Blocking means that the cargo is stowed to lie flush against fixed blocking structure and fixtures on the CTU. These may be in form of headboards, sideboards, sidewalls or stanchions. The cargo can be stowed directly or indirectly by means of filling against the fixed blocking devices built into the load carrier, and these prevent any horizontal movement of the cargo. In practice it is difficult to achieve a tight fit against the blocking devices. A minor clearance usually remains. If this clearance towards the blocking is larger than the corresponding height of a Euro pallet (near 15 cm) then the gap should be filled with, such pallets standing on end for example. If the clearance towards the sidewalls on each side of a centered cargo section is larger than the corresponding half of the height of a Euro pallet then the gap should be filled with suitable filling, for example timber. Unnecessary clearance or clearance that could cause damage to the cargo must be avoided.

Blocking of cargo Note that when using Curtainsiders only vehicles build according to European standard CEN 12642 XL are allowed to be used as sideways blocking device.


4.2.2 Lashing In general lashing equipment should be whole, clean and functioning. No wear or rust should be shown on the lashing fittings. Some different lashing methods are shown in the figure below.

Top-over lashing Spring lashing

Loop lashing Straight lashing Different lashing methods Spring lashing and loop lashing could also be regarded as blocking. Note that the straps some Curtainsiders have as reinforce tarpaulins are not to be regarded as cargo securing. 4.2.3 Locking Cargo securing by locking demands that both cargo and CTU have locking devices that are strong enough and suitable for each other. The locking devices must together resist a force of twice the cargo weight in forward and backward direction and the full cargo weight sideways. The locking devices should restrain twice the cargo weight or the service weight of the vehicle in upward direction. Locking is mostly used to secure containers.


4.3 Cargo securing equipment 4.3.1 Web lashing Only web lashings with right dimension, quality and number and approved and recommended by Volvo should be used when securing Volvo cargo. The most common types are polyester webbing with the width 50 mm and break load MBL = 4 tonnes (reusable) and break load MBL = 2 tonnes (single use). The lashing capacity of the reusable web lashing shall be at least LC = 1300 daN and the tension force at least STF = 400 daN. The reusable web lashing shall be marked according to Standard EN 12195-2, se example below

Unit: 1 daN = 1 kg

Breaking load = 4000 kg

LC = Lashing capacity = 1 300 daN

SHF = Standard hand force = 50 daN STF = Standard tension force = 400 daN

Example of marking of web lashing according to Standard EN 12195-2

4.2.2 Corner protections for cardboard boxes Below are listed three reasons to use corner protections: 1 To spread the lashing force so the lashings dont damage the cargo or

the wrapping. 2 To protect the lashings from sharp edges. 3 To spread out the effect of the lashings. The most common corner protections are made of rigid plastic, plastic-coated cardboard or light metal. Corner protection to be used to spread out the effect of the lashings should be made of strong profiles or boards (25 x 100 mm) nailed together. 4.4 Example of different types of lashing equipment

Reusable web lashing with tensioner Corner protection and corner profile


5 INSTRUCTIONS FOR LOADING AND SECURING OF VOLVO

CARGO 5.1 Introduction to this chapter The cargo should always be loaded in a way that makes the unloading easy. Cargo handling symbols should always be taken in consideration at the loading. Pallets and boxes must be loaded turned right side up - note eventual symbols e.g. this side up. When loading cargo it is important to make sure that the cargo is protected from the weather. It is also important to notice that the cargo can be affected by local weather conditions with various temperature, precipitation and humidity of the air. Instructions for loading of cargo meant for air transport are not included in this chapter. The cargo should always be secured according to valid regulations. 5.2 General loading instructions 5.2.1 Weather protection The Cargo Transport Unit should be closed in such a way that water cant come through during the transport. When it is an open CTU the cargo should be covered with plastic or a tarpaulin. Covering with plastic or walking boards can eliminate leakage from below. 5.2.2 Checking of transport documents The transport company is responsible to check that the transport documents (consignment note) are corresponding with the loaded cargo. Changes in the transport documents are never to be done by the transport company. 5.2.3 Inspection of damages and loading of damaged cargo The transport company does the damage inspection. Attention should be drawn to external damages, deformations, moisture etc. If damaged cargo are to be loaded should the damage be noted in the transport documents or in a special damage report, issued by the shipper. The transport company should never load damaged cargo if the damage hasnt been documented. 5.2.4 Stapling Generally heavy cargo should never be loaded on top of light cargo or cargo packed in corrugated cardboard or box of plastic. Heavy cargo and light cargo should be secured separately, not together.


5.2.5 Cargo distribution The CTUs capacity should never be exceeded. The cargo should be placed in such a way that the weight is even distributed in the CTU. Permitted axle loads mustnt be exceeded. Maximum 60% of the cargo weight is allowed to be stowed in one half of a container. 5.2.6 Damaged wrapping It is not allowed to use damaged wrapping. The wrapping should be in good condition without damaged corners, cracks or holes. Damaged or worn out wrapping should be changed. (See Emballagehandbok Kvalitet, February 1995. Volvo Logistics AB Wrapping administration). 5.2.7 Damage routines See 7 in Volvos instructions. 5.2.8 Collective consignment Other consignor that has collective consignment with Volvo should also have its cargo secured according to valid regulations. 5.3 Cargo securing instructions The transport company should perform the cargo securing for transport by road, by rail and at sea in such a way that it at least fulfil these instructions, for current mode of transport. If the corresponding national regulations are stricter, the securing should be done according to these regulations. The cargo securing should be designed according to one of these documents: * European Best Practice Guidelines on Cargo Securing for Road

Transport regarding road transport. * IMO/ILO UN ECE Guidelines for Packing of Cargo Transport Units, CTUs with IMO Model Course 3.18 and Quick Lashing Guides regarding

road, sea or combined transport by rail. * EN 12195-1 European standard regarding road, sea or combined transport by rail. * VVFS 1998:95 regarding road, sea or combined transport by rail. * TFK:s handbook 1998:2E regarding road, sea or combined transport by rail. * TYA:s quick guide for cargo securing on road. * TYA:s quick guides for cargo securing at sea area A, B and C. The transport company should supply the cargo securing gear in required amount, if not anything else is agreed.


5.4 Inspection of the cargo securing during the transport The cargo securing should be regularly inspected during the transport if possible. Lashings should be tightened at least at the following occasions: 1. After about 20 30 km from the place of loading. 2. When the CTU is leaved and received in ferry and railway terminals. 3. When change of driver. 5.5 Education The transport companys personnel should be educated in cargo securing so they can secure the Volvo cargo according to these instructions. 6 DANGEROUS GOODS 6.1 Introduction to this chapter The basic rules about dangerous goods are to be found in the regulations of transport of dangerous goods for different modes of transport: Road: ADR (valid in 39 countries basically in Europe) Railway: RID (valid in 42 countries basically in Europe) Sea: IMDG-code Air: IATA/DGR 6.2 Cargo securing regulations for dangerous goods According to the ADR and IMDG-code section 7.5.7 the dangerous cargo shall be secured in the same way as not dangerous cargo. 6.3 Transport company A transport company of dangerous goods must fulfil all regulations issued by the authorities. A transport company must have a Safety adviser for transports of dangerous goods approved by the authorities. 6.4 Transport documentation It is important to make sure that all transport documents (dangerous goods declaration, instruction in writing, packing certificate, vehicle declaration, etc) are handed over by the shipper. Also the transport company must check that all documents are included and that the transport unit is marked according to valid regulations. For sea transport of dangerous goods the shipper should issue a Container Packing Certificate. This document should also be enclosed the container during an eventual road transport before the sea transport. 6.5 Demands upon vehicle and driver


Vehicles transporting dangerous goods should be equipped according to ADR4 Drivers of vehicles shall always bring their ADR-certificate. It is important that rules are followed so Volvos ability to deliver isnt jeopardized. 1 CEN European Committee for Standardisation 2 TFK TFK Transport research institute 3 TYA Transportfackens Yrkes- och Arbetsmiljnmnd 4 ADR European Agreement Concerning the International Carriage of

Dangerous Goods by Road 5 RID Regulations Concerning the International Carriage of Dangerous

Goods by Rail 6 IMDG International Maritime Dangerous Goods Code 7 IATA International Air Transport Association

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Volvo Tpt Manual FIe100 Issue 3

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