[FIRST DRAFT] th November 2018 Geometric loading of... · 2019-01-03 · Engineer Ahmed Hafeez...

[FIRST DRAFT] 30th November 2018

1 National Transport Research Centre, Pakistan & Automotive Designs & Crashworthiness Research

In 2013 alone, Pakistan lost

6,211 precious lives in terrorism and insurgency incidences a

In the same year, Pakistan lost

25,781

equally precious lives in traffic accidents b

a. http://www.satp.org/Datasheets.aspx?countries=pakistan b. WHO, ed. (2015)

http://www.satp.org/Datasheets.aspx?countries=pakistan


Information about the Project

Study on the Geometric Patterns of Loading of Goods Vehicles in Pakistan

Funded by National Transport Research Center

Researched by Automotive Design and Crashworthiness Research

Team Head

Dr. Omer Masood Qureshi

Team

Engineer Ahmed Hafeez

Engineer Hassan Moin

Engineer Waleed Arshad

Engineer Shuja ur Rehman

Engineer Fatima Shoaib

_________________________


“Research in the transport sector is a very vital for building Pakistan into a developed Nation. The safety of our people is our foremost priority. We must develop and enhance the role of NTRC as a vital R&D wing of the National Highway Authority and the National Highways and Motorway Police”

Shoaib Siddiqui Federal Secretary Ministry of Communications Government of Pakistan

“Transport culture is transforming by virtue of many factors including commissioning of CPEC and CAREC. We are going towards international horizons, which have their own challenges, requirements and opportunities. This study is done to understand the impact of unfit vehicle on accidents in Pakistan”

Sajjad Afzal Afridi Chief

National Transport Research Center Government of Pakistan

“As a scientist, I believe that accidents always repeat themselves when we fail to learn from them. The main purpose that the law enforcing agencies should study accidents not to find whom to blame, but to scientifically analyse them and rectify faults in the system to prevent them from happening again”

Dr. Omer Masood Qureshi, PhD, Automotive Crashworthiness Research Consultant

Automotive Design and safety Lab.


About National Transport Research Center

National Transport Research Centre (NTRC) was established in June 1974 in the Planning and Development Division, as one of its technical sections to provide much needed research and development (R&D) support for planning and appraisal of transport sector projects/plans in a coordinated and cost-effective manner. NTRC was transferred to the Communications Division in November 1992. It is effectively functioning as a Research and Development Wing of the Ministry of Communications,

NTRC conducts research on the transportation sector of Pakistan in collaboration with other research bodies and generates policy and governance tools for its sister organizations, namely National Highway and Motorway Police and National Highway Authority Pakistan.


About Automotive Design & Crashworthiness Research Ltd.

ADCR is the only organization in Pakistan, government or private, specializing in vehicle crashworthiness research.

ADCR works as consultants for the Government of Pakistan in developing rules, regulations and laws on vehicle construction and safety as well as with the private sector in helping them improve safety and efficiency of their road fleets through design improvements and development of operating & inspection procedures.

ADCR Crash Investigation Wing (CIW) is one of its kind facility in Pakistan that investigates accidents technically in painstaking detail to reconstruct realities and learn from failures. CIW has been involved in federal investigations of the highest level for many road crashes of national significance including the Bahawalpur oil tanker tragedy and the Kalar Kahar school bus tragedy. ADCR also has a training wing in collaboration with our partner university which has been training civil, military and private investigators in specialized subjects related to crashworthiness, fleet safety and crash investigations.


Objectives of this Report

The purpose of this report is to develop and understanding of the only current goods loading

practices in Pakistan, compare them with the best practices worldwide and propose viable

solutions of policy interventions and regulations for the Government of Pakistan.

The study has the following objectives:

1. To objectively study the current loading practices in Pakistan.

2. To identify the unique problems related to each industry/segment.

3. To identify the applicable laws related to each industry/segment.

4. To explore possible areas of improvement in each sector and propose solutions of each

industry/segment with the help of stake holders of respective industry.

5. To develop a policy tool for drafting the loading laws of Pakistan.


List of Abbreviations

GoP Government of Pakistan

MOC Ministry of Communications

NHA National Highways Authority

NHMP National Highways & Motorway Police

NTRC National Transport Research Centre

DFID UK Department for International Development

WHO World Health Organisation

ABS Antilock Braking System

ESC Electronic Stability Control

JICA Japan International Cooperation Agency

UNECE United Nations Economic Commission for Europe

PSQCA Pakistan Standards and Quality Control Authority

ITF International Transport Forum

ToR Terms of Reference

PTI Periodic Technical Inspection

NCAP National Car Assessment Program

WP29 World Forum for Harmonization of Vehicle Regulations.

CITA Int. Motor Vehicle Inspection Committee

OGRA Oil and Gas Regulatory Authority

MVR Motor Vehicle Rules

NHSO National Highway Safety Ordinance


About National Transport Research Center

National Transport Research Centre (NTRC) was established in June 1974 in the Planning and Development Division, as one of its Technical Sections, to provide much needed research and development (R&D) support for planning and appraisal of transport sector projects/plans in a coordinated and cost-effective manner. NTRC was transferred to the Communications Division in November 1992. It is effectively functioning as a Research and Development Wing of the Ministry of Communications,

NTRC conducts research on the transportation sector of Pakistan in collaboration with other research bodies and generates policy and governance tools for its sister organizations, namely National Highway and Motorway Police and National Highway Authority Pakistan.


About Automotive Design & Crashworthiness Research Ltd

ADCR is the only organization in Pakistan, government or private, specializing in vehicle crashworthiness research.

ADCR works as consultants for the Government of Pakistan in developing rules, regulations and laws on vehicle construction and safety as well as with the private sector in helping them improve safety and efficiency of their road fleets through design improvements and development of operating & inspection procedures.

ADCR Crash Investigation Wing (CIW) is one of its kinds in Pakistan that investigates accidents technically in painstaking detail to reconstruct realities and learn from failures. CIW has been involved in federal investigations of the highest level for many road crashes of national significance including the Bahawalpur oil tanker tragedy and the Kalar Kahaar school bus tragedy. ADCR also has a training wing in collaboration with our partner university which has been training civil, military and private investigators in specialized subjects related to crashworthiness, fleet safety and crash investigations.


Table of Contents

Information about the Project ..................................................................................................................................... 2

Objectives of this Report ............................................................................................................................................... 6

List of Abbreviations ....................................................................................................................................................... 7

About National Transport Research Center .......................................................................................................... 8

About Automotive Design & Crashworthiness Research Ltd ......................................................................... 9

1 Introduction ................................................................................................................................................................. 12

2 Loading issues in Pakistan and challenges for the future ......................................................................... 14

3 Major Loading Types ................................................................................................................................................ 17

3.1.1 OIL TANKERS .................................................................................................................................................. 18

3.1.2 PROPOSED SOLUTION: OIL TANKERS .................................................................................................. 19

3.2.1 LPG, AMMONIA AND HAZARDOUS CHEMICAL TANKERS ........................................................... 20

3.2.2 PROPOSED SOLUTION: FOR LPG, AMMONIA AND HAZARDOUS CHEMICAL TANKERS . 21

3.3.1 LIQUID FOODS: EDIBLE (OIL, MILK & WATER TANKERS) .......................................................... 22

3.3.2 PROPOSED SOLUTION: LIQUID FOOD TANKERS ............................................................................. 23

3.4.1 VEHICLE CARRIERS ...................................................................................................................................... 24

3.4.2 PROPOSED SOLUTION: VEHICLE CARRIERS ..................................................................................... 25

3.5.1 CONTAINER FREIGHT: ................................................................................................................................ 26

3.5.2 PROPOSED SOLUTION: PROTECTED AND SECURED FREIGHT ................................................ 27

3.6.1 MINERALS......................................................................................................................................................... 28

3.6.2 PROPOSED SOLUTION: MINERAL TRANSPORT ............................................................................... 29

3.7.1 AGRICULTURAL PRODUCE ........................................................................................................................ 30

3.7.2 PROPOSED SOLUTION: AGRICULTURAL PRODUCE ....................................................................... 31

3.8.1 IRON RODS, METAL SECTIONS, PIPES & POLES............................................................................... 32

3.8.2 PROPOSED SOLUTION: IRON RODS, METAL SECTIONS, PIPES & POLES. ............................. 33

3.9.1 STACKED BAG GOODS: CEMENT, FERTILIZER, GRAINS, ETC..................................................... 34

3.9.2 PROPOSED SOLUTION: STACKED BAG GOODS, GRAINS FERTILIZER ETC. .......................... 35

3.10.1 WOOD & BAMBOO ...................................................................................................................................... 36

3.10.2 PROPOSED SOLUTION: WOOD & BAMBOO .................................................................................... 37

3.11.1 CIVIL CONSTRUCTION GOODS: BRICKS, BLOCKS, SAND, CRUSH, SOIL, SHUTTERING & GLASS ............................................................................................................................................................................. 38

3.11.2 PROPOSED SOLUTION CIVIL CONSTRUCTION GOODS............................................................... 39

3.12.1 GARBAGE ........................................................................................................................................................ 40

3.12.2 PROPOSED SOLUTION: GARBAGE ...................................................................................................... 41


3.13.1 LIVESTOCK, POULTRY & FISH ............................................................................................................... 42

3.13.2 PROPOSED SOLUTION: LIVESTOCK, POULTRY & FISH .............................................................. 43

3.14.1 THREE WHEEL GOODS TRANSPORT VEHICLES ........................................................................... 44

3.14.2 PROPOSED SOLUTION: THREE WHEELERS GOODS TRANSPORT VEHICLES................... 44

4 International practices ............................................................................................................................................ 46

4.1 REFERENCE INTERNATIONAL LAWS: ..................................................................................................... 47

ADR STANDARDS...................................................................................................................................................... 47

4.2 EQUIPMENT AND PRACTICES USED IN CARGO SECUREMENT: ................................................... 48

5 Legislative Framework and Provision .............................................................................................................. 51

5.1 Legislative Framework of Pakistan ........................................................................................................... 51

5.2 Provision under Pakistani law for proposed cargo securement rules ........................................ 53

5.3 Provision under Pakistani law for enforcement of proposed rules ............................................. 54

5.4 Vehicle Classification under Dimensional rules 2018 ........................................................................ 55

6 Conclusion .................................................................................................................................................................... 56

Annexure A: Preliminary draft of proposed Cargo-Securement Regulations ...................................... 64


1 Introduction

Logistics play an important role in the economy of

country. It plays a pivotal role in enhancing the

global competitiveness of an economy. Pakistan

has 2 major ways of transportation which include

road and rail transport. According to Government

of Pakistan, 96 % of the national freight is carried

on road networks due to failure of the railway

freight operations. This market distribution has led

to an increasing importance on the trucking sector

of Pakistan which is the backbone of transport

system of Pakistan. According to Government of

Pakistan, it has 223,152d registered trucks in

which 93% are operational on the road.

Paksitan has total road network of 259,618e kms. Pakistan has two types of roads: 69% high and 31% low type.

The transport system of Pakistan especially road system is inefficient due to outdated fleet and poor infrastructures of roads in Pakistan.

Whereas the freight rates in Pakistan is one of the lowest in world. Freight rate depends on the cargo, its weight, type of vehicle and the distance which is nearly equal to 0.015 $ to 0.021$ per ton per kilometer in Pakistan according to World Bank, 2006.

Vehicles the cost and enhance profits the transporters usually overload in which they do not practice any geometric loading pattern which in results at higher cost because it is life threatening to road users, damaging the vehicle itself, vehicles breakdown, traffic disruption and degradation of the infrastructure.

In 1995, NTRC conducted an axle load study which indicates that 88% trucks are loaded above the design limits of 8.2 tons whereas 43% trucks are above the permissible axle load limit of 12 tons. f

In result of overloading, it costs billion of rupees to Pakistan to repair the damages done by it in

the form of loss of lives, damage of property and the roads.

96% of freight in Pakistan is carried by road, only 4% is transported by air

and rail. c

c. Finance Division, GoP. Pakistan Economic Survey 2007-08 ,pg 223

d. Pakistan transport plan study, NTRC/JICA 2005 e. Pakistan Transport Plan Study, 2006; Pak Econ Survey, 2010;

National Transport Research Center– Deputy Chief of NTRC. f. National Transport Research Center 1995


Inefficiencies involved in transportation of goods eats up almost 2%g of our GDP. e These

problems not only damage our road network but also enhance fuel consumption. This is

affecting our foreign exchange being drained out directly. Also, due to inefficiency in our system,

some of our Agro base product gets wasted. They also cause a lot of damage to environment by

increasing carbon footprint.

Freight generally includes a combination of different types of load which can vary in size, mass and shape. It may include carton, boxes crates or cartons etc.

Only 60% of Pakistani roads

are paved. h

g. Challenges and opportunities for logistics providers serving in Pakistan

h. Finance Division, GoP. Pakistan Economic Survey 2007-08 ,pg 223

https://fp.brecorder.com/2011/05/201105131188058/


2 Loading issues in Pakistan and challenges for the future

In Pakistan, cargo securement is not followed as per according to the defined rules by different regulatory bodies. The Motor Vehicle Ordinance was made in 1969; Safety Ordinance was passed in 2000 makes a provision for such laws under section 38 of cargo rules. In 2017, Pakistan vehicle dimensional rules were approved which were drafted by Automotive Design and Crashworthiness Research and they were approved by the Ministry of Law. However, mounting and un-mounting of cargo is still an area which is under research.

The situation of Pakistan is very severe. Where worldwide, most cargo is secured and transported inside the trade buildings, the ground situation in Pakistan is such that most of the cargo is transported outside the containers or in the wide open and loading/unloading is usually done manually rather than using fork-lifters and other machinery.

Certain types of cargo are extremely hazardous and can be very problematic in case of securement rules violation such as iron rods and steel pipes, sand and chemicals.

Proper tie down of cargo is causing a serious road accidents and fatalities of the citizens all around the country. Wrong vehicles are used for specified goods. For example: Edible oil should be carried in clean and specified food containers, but the containers being used for its cargo are old and rusty from inside and cause contamination. Food is often carried in non-refrigerated containers etc. regulated E.g.: Cement and Petroleum products, while some are difficult to regulate E.g.: Agriculture, Mining, Livestock etc.

Major issues include:

1 Improper use of vehicle for the type of cargo transported. Example: Farm vehicles (Tractor Trolleys) for on road transportation of goods. Usage of decommissioned oil tankers for transportation of edible oil etc.

2 Securement of Cargo to ensure that cargo does not shift, cut loose, drop during transportation. Example: Unsecured metal coils, and construction equipment, unsecured bricks and gravel. Loose sand spillages etc.

3 Unsafe loading and unloading of cargo, compromised health and safety of workers. Example: Mining and excavation workers and loading practices of stone, Workers in sanitation and garbage collection etc.

4 Load and Center of gravity control. Example: Vehicle carriers, agricultural produce, bricks, metal coils and pallets, etc..

5 Hygiene of cargo (especially in food transport.)


Example: Transportation of fridge items such as meat in non-refrigerated and open carriers, Transportation of Fish

6 Safe and ethical handling of live cargo (Livestock, animals). Example; Overstocking and bad weather protection of broiler chicken in farm to market transportation, Loose or improper securement of farm animals.

7 Overhang and over dimensioned cargo control. Example: Steel rod transportation, heavy machinery, agricultural produce.

8 Securement against pilferage and adulteration of cargo. Example: Pilferage of food items, and adulteration of beverage bottles during transportation.

9 Protection of cargo against weather and climatic conditions. Example: Spoilage of cement during rain, paper rolls and sun damage to plastic and rubber.


3 Major Loading Types

The Geometric Loading patterns of Pakistan are very complex. Whereas in developed countries,

freight is moved inside containers, walled trucks, cargo movement in Pakistan is

usually done in high-walled, walled and flatbed generic carriers. The

use of specialized carriers for the type of goods is also not

common and generic carriers are used more commonly.

Loading and unloading is done mostly manually.

The industry dynamics are also diverse and fragmented, with

some industries (eg: oil, cement) are much better regulated

as compared to others (eg: forestry, agriculture) and all

have a very diverse and unique set of issues that need to be

studied extensively in isolation to devise an overall effective

strategy to address all safety issues of loading.

The following areas are discussed in this section

Liquids and Gasses

Vehicle Carriers

Minerals and Rocks

Agricultural Produce

Iron Rods, Poles and Pipes

Wood Bamboo

Construction Goods

Stacked Bag Goods

Livestock, Poulty

Garbage

Machinery, Metals

Boxed Goods


3.1.1 OIL TANKERS

Pakistan has about 11000g oil tankers in Pakistan. Nearly all petroleum products imported from Karachi are distributed by oil tankers to the entire country.

Oil tankers pose a serious safety risk owing to the flammable nature of the product. Recently the issue came to light in the 2017 Ahmedpur Sharqia tragedy when more than 200 people lost their lives in an oil tanker accident and subsequent fire.

Oil Tankers are one of the few classes of vehicles in Pakistan which have technical engineering standards in the Pakistani law. The law made under OGRA ordinance is based on the international ADR standards. The standards were the first of its kind engineering standards in Pakistan for any HTV industry. The industry was given a grace period of five years to comply with the standards which expired in 2014. However, no enforcement plan was either devised or executed by OGRA and the standards were never adapted by the

industry.

EXISTING REGULATIONS

OGRA RULES (Technical standards for petroleum industry)

ADCR Motor Vehicle Dimensional Rules (geometric dimensions of vehicles)

National Highway Authority (Axle Load Limit)

Pakistan Motor Vehicle Rules 1969

KEY ISSUES ON LOADING

No laws on driver work-shift regulations,

No training of drivers on emergency handling of hazardous chemical spillage/accidents.

Lack of enforcement of OGRA Technical standards due to: o Ambiguities in laws o Lack of adaptation of the laws to

Pakistani road and economic conditions

o Lack of enforcement plan by the government

o Lack of third party inspection services

o Inadequate weight stations, lack of enforcement while loading Relaxation on NHA load limits.

i. https://fp.brecorder.com/2017/08/20170823211689/


3.1.2 PROPOSED SOLUTION: OIL TANKERS

Oil tankers are one of the more manageable areas of concern. The oil industry is regulated by OGRA which already has laws. The Oil transportation is done by large multinationals mostly which are easier to regulate and penalize, unlike agricultural industry.

The loading and unloading procedures at terminals are also regulated by ORGA and the internal SOPs of the multinationals involved.

Interestingly enough the least regulated, and most safety compromising organization among these oil marketing companies is the government owned Pakistan State Oil. PSO is also the largest fleet operator in Pakistan with a market share exceeding 50 %.

AREAS OF IMPROVEMENT

1 Operator Regulations 2 Loading SOPs at refineries 3 OGRA Laws 4 General Vehicle safety rules of

crashworthiness such as braking systems, under-ride and conspicuity

5 Registrations of trailers

(OPTION A): FORTIFY OGRA LAWS.

OGRA should revise the OGRA standards to make them more practical and up to date. Driver operator regulations and use of electronic goods should be added in OGRA regulations. OGRA should devise and enforcement plan for OGRA Regulations

NH&MP should develop an enforcement

plan for checking of certification licensing

Motor Vehicle Examiners office/ VICS should develop a certification test for oil tankers.

Motor Vehicle Registration Office should start a system for registering semitrailers.

(OPTION B): REPEAL OGRA LAWS AND PASS TECHNICAL STANDARDS UNDER NHSO2000

Rule for all Equipment used for the transportation of dangerous goods should be drafted under the NHSO2000 chapter 38. This would include oil tankers as well as lpg tankers, ammonia tankers, acid tankers and hazardous chemical transportation.

NH&MP should develop an enforcement plan for checking of certification licensing

Motor Vehicle Examiners office/ VICS should develop a certification test for oil tankers according to ADR

RELEVANT ASSOCIATIONS AND AUTHORITIES

OGRA. Oil and Gas Regulatory Authority https://www.ogra.org.pk/

APOTA. All Pakistan Oil Tanker Association http://www.allpakistanoiltankersownersassociat.enic.pk/

OCAC. Oil Companies Advisory Committee http://www.ocac.org.pk/


3.2.1 LPG, AMMONIA AND HAZARDOUS CHEMICAL TANKERS

OGRA has followed a completely different approach for LPG tankers as compared to oil tankers. LPG tankers can only be manufactured by an OGRA certified workshop. Only a handful of workshops fabricate LPG tankers. The same LPG tankers are used for the transportation of Ammonia and CO2. However, the OGRA rules for LPG tankers are not so comprehensive for LPG vessel construction and vehicle construction as its rules for Oil Tankers. The one time work shop accreditation for life policy has also not been of any effect in improving the safety of vehicles. As the demand and movement of LPG grows in Pakistan, a massive LPG disaster is a very real possibility in the near future unless OGRA addresses this sector comprehensively.

Transportation of other hazardous gasses is even more unregulated. Very toxic and dangerous gasses and liquids are being transported without any proper certification of tankers, training of drivers and labeling of content. The law enforcing agencies also have no training on how to handle spillages of hazardous chemicals.

Internationally, very strict design codes and standards are implemented. The ADR vessel and vehicle construction standards are mandated by law.

EXISTING REGULATIONS

OGRA LPG RULES (Technical standards for petroleum industry)




Pakistan Mineral and Gases Rules 2010

Pakistan Explosives Act

KEY ISSUES ON LOADING

No laws on driver work-shift regulations.

No training of drivers on emergency handling of hazardous chemical spillage/accidents.

Lack of laws with respect to vehicle design standards.

Ineffective procedure of OGRA for verification.

Lack of third party inspection services.

Lack of product labeling and identification.


3.2.2 PROPOSED SOLUTION: FOR LPG, AMMONIA AND HAZARDOUS CHEMICAL TANKERS

LPG and other hazardous chemicals need immediate updated regulations by the government of Pakistan. Various chemicals are being governed by different departments with varying laws.

Some fall under OGRA as petroleum products, others fall under Department of Explosives or Pakistan Mineral and Gasses safety.

The system needs to be regularized under one umbrella as done internationally like the ADR standards. ADR standards are revised every two years by a panel of experts in the relevant field for each chemical handling. Making rules of our own would require a huge amount of ongoing investment and research. Furthermore, trade and transit trade would be affected


1 Operator Regulations 2 Loading SOPs at refineries 3 Collection and streamlining of all

laws under one umbrella such as the international ADR standards for the transportation of dangerous goods

4 Emergency response guidebook for handling accidents involving material spillages of hazardous chemicals and fires.

5 Adequate content labeling. Mandatory Hazchem plates

6 General Vehicle safety rules of crashworthiness such as braking systems, under-ride and conspicuity

7 Registrations of trailers

ACCEDE TO ADR STANDARDS, MAKE PROVISION UNDER NHSO 2000 OR PAKISTAN ROAD SAFETY ACT

MoC should develop rules under NHSO2000 to include ADR standards. The provision should also have a periodic inspection plan through a private third party independent inspections and a penalty system for non-compliant companies.

NH&MP should immediately develop an emergency response handbook in English and Urdu. The handbook should be present

in all Police vehicles as well as be available online and as a mobile app.


OGRA. Oil and Gas Regulatory Authority www.ogra.org.pk/

APLDA. All Pakistan LPG Distributors Association www.lpgassociation.com Pakistan Minerals Development Corporation www.pmdc.gov.pk/

Department of Explosives www.doe.gov.pk

National Disaster Management Authority www.ndma.gov.pk

http://www.lpgassociation.com/

http://www.pmdc.gov.pk/

http://www.doe.gov.pk/


3.3.1 LIQUID FOODS: EDIBLE (OIL, MILK & WATER TANKERS)

Pakistan has major use of edible oil in daily

life. Pakistan local oil industry produces

only 0.462 Million metric tons which

contributes only 14 % whereas remaining

gap is met by imports importing 3.264

Million metric tons j.

Imports include the cotton, mustard,

sunflower and canola deed oils. Imported

edible oil reaches the port Qasim terminal

which is then transported to the industrial

units in different parts of Pakistan.

In the absence of grade tankers, the edible

tanker is transported in oil tankers which

are usually oil decommissioned oil tankers.

They contribute in contamination of rust,

unsafe metals and other harmful chemicals

into the product which affect the

consumers.

Pakistan is the world’s third largest milk producer. Most of the milk is produced in rural areas where there is no proper storage of it. As it is a perishable commodity, it must be handled efficiently quickly so it is transported in containers/tankers to the milk processing plants, retail shops or consumers directly. Bulk tankers are insulated to make the milk cold till it reaches the destination.

In Pakistan, water is being used in consturution, horiculture and in daily life. In current scenario, two major cities inlcuding Karachi and islamabad is facing water-issues. Water is being trasnported in water tankers and water bowsers which are usullay manufactured substandard due to absence of any rules and regulations.

EXISTING REGULATIONS ON LOADING




KEY ISSUES

Unhygienic build quality unfit for food loading resulting in food contamination.

Inadequate specification of content, ineffective process control, improper control of temperature.

Pilferage and adulteration. Inappropriate washing, decantation

and inspection of tankers while loading and unloading.

j. An overview of edible oil industry in Pakistan M. Bashir Jan Mohammed.


3.3.2 PROPOSED SOLUTION: LIQUID FOOD TANKERS

The transportation of food is a huge concern. But the safety hazards associated with food transportation are not in skillset or awareness of those managing transportation in Pakistan. Food transportation is unregulated completely apart from company self-regulation (especially for the milk industry).

There are functional food authorities in Punjab and KPK, Sindh is in the right direction, process of setting up an authority. AJK and GB are also working on proposals. There is no such department in Baluchistan.

None of these authorities currently have any rules for the transportation of food on highways.

(OPTION 1), DRAFT RULES UNDER PROVINCIAL FOOD AUTHORITIES

Punjab, Sindh, GB and Kashmir already have food safety acts. The rules drafted under the relevant acts and ordinances. There are no rules for transportation in any of these acts.

Only Punjab and KPK have functional food authorities. None of them have any enforcement on the road.

(OPTION 2), DRAFT FOOD TRANSPORT RULES UNDER NHSO 2000

This could be a viable option to make food transportation rules, however for these rules to be enforced by NH&MP. NH&MP would need to have a very specialized engineering wing.

(OPTION 3), MAKING FOOD TRANSPORT RULES UNDER NHSO 2000, ENFORCING THROUGH PROVINCIAL FOOD AUTHORITIES

Rules can be drafted under NHSO, and all food authorities can add a clause in their respective laws to comply and enforce NHSO200 rules. This would keep the laws centralized and the enforcement a provincial subject


PEOTA. Pakistan Edible Oil Tanker Association

PDA. Pakistan Dairy Association www.pda.com.pk

Punjab Food Authority www.pfa.gop.pk

KPK Food Safety and Halal food Authority kpfsa.gov.pk


3.4.1 VEHICLE CARRIERS

In Pakistan, vehicles are being

manufactured and imported as complete

knock down (CKD) and Complete Box Unit

(CBU). Complete knock down units are

being assembled in factories in Karachi and

Lahore and then transported throughout

Pakistan via car carriers. In most countries,

train transport is used for this purpose.

Cars are not heavy; a typical car weighs

around 1.3 Tons, implying that a vehicle

carrier carrying 12 vehicles would carry

only a payload of 15.6 tons. However, the

average vehicle length is about 4.5 meters,

implying that stacking 12 cars in 2 rows (6

each) require 27 meters of bed length. (89

feet), adding a prime mover makes a length

of 100 feet or more.

Prior to the vehicle dimensional rules of

2018, there was no specified allowable

length of vehicles except a very impractical

specified length of 33 ft in MVR 1969.

Typical trailers are about 60 ft in length.

Motorcycle carriers have a major width

issue, with a typical width of 3m.





KEY ISSUES

Excessive length of vehicles. Excessive height of vehicles. Huge effective rear overhang which

result in vehicle under-ride Tail swing, off tracking and

blockages on diversions due to excessive length

Improper load securement, loosening and damage of vehicles


3.4.2 PROPOSED SOLUTION: VEHICLE CARRIERS

The car carrier association of Pakistan has been very active I engaging with the national highway authority, ministry of communication, and the national highway and motorway police to resolve the long standing issue of oversized car carriers in Pakistan. The dimensions have been specified. However the rules are still to be enforced.


1 Operator Regulations 2 Enforcement of dimensional rules 3 Cargo securement rules. 4 Improvisation and improvement of

design for more compact, efficient and safer stacking of vehicles.

5 Registrations of trailers 6 Prohibition of carriage of goods

other than vehicles, such as animals or freight.

IMPLEMENTATION PLAN FOR VEHICLE DIMENSIONAL RULES 2018

Since 2018, The maximum height, width and length of vehicles has been specified. Motorbike carriers and vehicle carriers are given their own category and classified as conditional access vehicles. They can only be used for the transportation of vehicles and not as general purpose transport.

NH&MP must issue a notice to car carrier and motorcycle carriers issuing them a compliance grace period after which to commence enforcement.

DEVELOPING CARGO SECUREMENT, TIE DOWN RULES UNDER NHSO 2000

Currently, there are no rules for cargo securement tie down and safety of top ramp cargo jacks used in car carriers and motorcycle carriers. Such rules must be made under NHSO 2000 or the proposed Pakistan Road Safety Act.

FUND RESEARCH TO LOCAL UNIVERSITIES FOR THE DEVELOPMENT OF A SPACE OPTIMIZED VEHICLE CARRIER

Vehicle carriers and manufactured locally in Pakistan in the automotive cottage industry. The current design is based on a simple ladder frame chassis with two floors. There is a potential of using compact individual stacking mechanism and using stinger steer trucks to optimize space usage. NTRC should fund such an R&D project and provide design blue prints to the manufacturers as means to develop the industry.


All Pakistan Car Carrier Association www.facebook.com/apccaPakistan/

FOAP Fleet Operators Association of Pakistan www.foap.pk


3.5.1 CONTAINER FREIGHT:

Most of the trade movement in Pakistan is done through containers. Imports and exports are done through the port in Karachi and is transported throughout the country. Most cross country trade is done through containers as well.

The freight containers have standardized ISO dimensions and trucks are designed to accommodate them. The most commonly used dimensions are 20ft container and 40ft containers. 45ft containers and High Roof containers are also used.

For refrigerated goods, there are refrigerated containers and for gaseous goods. There are multimodal gas tank containers which are used for imported gasses.

A lot of local cargo movement which is done in open trucks like locally consumed and produced beverages and food items should also be done in closed containers.

Often times, trucks are not equipped with appropriate interlocks to secure the container and containers are placed on top of trucks without interlocks, this results in

cargo movement, loosening during extreme braking, off-tracking or rollovers.

Some items, especially food items which must be moved in refrigerated containers are moved in normal containers. This results in food spoilage and bacteria growth.





KEY ISSUES

Unsecured placement of containers on trucks without interlocks

Unsecured freight inside container Pilferage, adulteration and

smuggling due to nontrade sealed containers

Non regulation of transport companies

No Specification of cargo handling codes

Usage of normal containers for items in which refrigerated containers must be used.


3.5.2 PROPOSED SOLUTION: PROTECTED AND SECURED FREIGHT

DEVELOPMENT OF CARGO SECUREMENT RULES UNDER NHSO 2000

Proper twist locks must be used for securing the container to avoid any accidents. 4 twist locks are used to secure the container.

The freight inside the container must be properly secured using the tie down methods. Lashings should be used for separate heavy loads so during the journey the load isn’t loose. Cargo seals and sealing procedures must also be regulated by law to prevent adulteration, pilferage and smuggling.

MoC must develop rules under NHSO 2000 for proper cargo securement and sealing

NH&MP must train its officers for inspection of properly secured and sealed cargo and commence enforcement.

FUND RESEARCH TO LOCAL UNIVERSITIES FOR THE DEVELOPMENT OF LOW BED FLATBED TRAILERLS

Trailers are manufactured locally in Pakistan in the automotive cottage industry. The current design is based on a simple ladder frame chassis. There is a potential of designing lower bed flatbeds. Lowering the height of flatbeds would greatly increase the stability of vehicles and improve safety.

NTRC should fund such an R&D project and provide design blue prints to manufacturers as means to develop the industry.

DRAFT FOOD TRANSPORTATION RULES UNDER PROVINCIAL FOOD AUTHORITIES OR NHSO 2000

Explained in detail in the section on Liquid Food Tankers.

SPECIFICATION OF CARGO

Container must have been marked clearly with all the information of the cargo so in case of emergency it is possible to handle by local authorities.

MoC should make cargo specification rules and make it mandatory to identify freight carriers and agencies.

MANDATORY REQUIREMENT OF CONTAINERS FOR MOVEMENT OF CERTAIN GOODS

Good transporters such as beverages, metallic scrap, tiles and glass which are currently transported openly should only be transported inside containers. In the cargo securement rules,

MoC should specify a list of items that must be moved inside containers only.



Pakistan International Freight Forwarders Association https://www.piffapk.com/

http://www.foap.pk/

https://www.piffapk.com/


3.6.1 MINERALS

Pakistan is currently mining and processing 52 minerals k. Some of the major minerals are enlisted below

# Mineral ore Location 1 Gold Baluchistan 2 Copper Baluchistan 3 Silver Baluchistan 4 Marble & Granite KPK 5 Ceramics Punjab 6 Clay, sand, Punjab 7 Fertilizer Punjab 8 Iron Punjab, KPK, Baluchistan 9 Gypsum Punjab, KPK 10 Coal Sindh 11 Sulphur Punjab 12 Rock Salt Punjab

Mineral ore extraction and transportation is one of the most problematic and unsafe sector of the goods transportation. The mines often are located in far flung areas where there is no enforcement of labor laws or safety protocols. Mine operators, transporters and end users are all often small businesses which operate unregulated (with the exception of cement industry) and are difficult to control.

Road access to mines is also minimal and trucks have to traverse steep off-road gravel roads to reach excavation sites. The trucks also travel through regional and provincial roads to reach highways. Some mining transport avoids transportation on National Highways altogether.

Marble and granite are especially dangerous because they are transported as large rocks instead of a more manageable size. Accidents and causalities are extremely common, but grossly underreported. Imported minerals such as coal are also transported in larger trailers across the country. Overloading is a major issue.





KEY ISSUES

Unsecured placement of minerals in flatbed containers,

Over dimensioned, unrestrained and overweight load.

Lack of safe loading procedures, material handling and worker safety

Use of old, obsolete vehicles with a complete lack of safety features, adequate brakes. Unsymmetrical

loading

k. http://www.mbendi.com/indy/ming/as/pk/p0005.htm


3.6.2 PROPOSED SOLUTION: MINERAL TRANSPORT

Regulating the Mineral transportation is a highly challenging task. Mineral excavation and transportation often occurs in areas and provincial roads where there is no NH&MP enforcement.

(OPTION 1) DEVELOPMENT OF CARGO SECUREMENT RULES UNDER NHSO2000

Cargo securement laws under NHSO2000 must be made the mineral ores after being loaded into the must be closed by a fixed cover to avoid spillage, pilferage and protection from weather.

(OPTION 2) DEVELOPMENT OF CARGO SECUREMENT RULES AND LOADING SAFETY RULES UNDER MINERAL AND GASSES SAFETY RULES.

Mineral and Gasses Safety rules can be expanded to include cargo securement and loading procedures. This could also include worker labor laws so they are given proper training and health safety equipment including gas masks, anti-UV dresses etc.

ENFORCE A PHASE WISE SYSTEM FOR IMPLEMENTATION

This is a segment in which enforcement is extremely difficult.

NH&MP or NTRC should devise a basic enforcement plan on the following items.

1) All mineral ore coming on the highway should be covered and tied down with trampoline to avoid falling debris and dust pollution.

2) Ore in the form of small rocks should only be carried in walled containers.

3) Marble should be secured using iron chains of appropriate thickness only.

EVEN DISTRIBUTION OF LOADING, ENFORCEMENT OF AXLE WISE DISTRIBUTION ON WEIGHT BRIDGES

Large rocks are basically point load which impacts the specific point on a vehicle which damages the axle or the vehicle. To cater the problem, it should be uniformly distributed in the vehicle. Fill the empty spaces with sand to avoid any movement of the mineral ores in the vehicle.


Pakistan Mines and Minerals Department www.pmdc.gov.pk/


http://www.foap.pk/


3.7.1 AGRICULTURAL PRODUCE

Pakistan is an agricultural country and farm produce is a major segment of transportation.

Farm to market transportation is done typically on rigid two axle trucks/three axle trucks

Antiquated Bedford trucks and Farm tractors fitted with trolleys are the most commonly used mode of transport.

Bedford trucks are old and outdated. They are expensive to maintain with a grossly fuel inefficient engine, have a very restricted driver vision and commonly suffer breakages. The original Bedford TJ-1090 was a 6 ton truck which has been modified and upgraded to carry 15 tons. It also has a very high center of gravity.

Tractor trolleys are even more dangerous. Tractors are not designed for road use. They have very narrow lights, No indicators, and the trollies attached do not have brakes and taillights.

The loading method is also very rudimentary. High volumetric goods such as hay and sugarcane are not stacked in bales before being loaded on the truck. Since they are low density, additional space is created in the rear and on the sides. Such

trucks are a huge safety concern, especially at night time.





KEY ISSUES

Over dimensioned load protrusions on the sides.

Excessive load height and high Center of gravity

Improper cargo securements, tie-downs

Use of tractor trolleys for transportation on highways.

Visibility hindrance rear and side over dimensioned overloading.

Non-compliance with NHA axle weight limits

Use of primitive stacking technologies for transportation of low density goods.

Unsafe loading and unloading practices.


3.7.2 PROPOSED SOLUTION: AGRICULTURAL PRODUCE

Agriculture is the backbone of Pakistan; Transport in agricultural sector needs an interdepartmental approach between, National Transport Research Center, National Agricultural Research Council and the Planning Commission of Pakistan.

DEVELOPMENT OF CARGO SECUREMENT RULES UNDER NHSO-2000

Cargo securement laws under NHSO 2000 must be made, they must be comprehensively covering all topics and all types of farm produce. The law should cover loading and unloading, and stacking.

DEVELOP AN ALTERNATE LOADING PROCEDURE GUIDEBOOK

NTRC and PARC should develop a guidebook on the efficient stacking and packing of low volume goods such as hay, sugarcane, barley etc. The guidebook should be pictorial an in Urdu.

DEVELOP AN IMPORT POLICY FOR HARVEST BALE MACHINES

Harvest balers are farm machinery not very common in Pakistan. They are very effective at compacting hay,

maize, barley for storage and transportation, and thus saving costs. PARC should start of pilot project of import or subsidy of harvest balers throughout Pakistan.

FUND RESEARCH TO LOCAL UNIVERSITIES FOR THE DEVELOPMENT OF ROAD WORTHY TROLEYS

There is a potential of using compact individual stacking mechanism and using stinger steer trucks to optimize space usage. NTRC should fund such an R&D project and provide design blue prints to the manufacturers as means to develop the industry.

INTERIM ACTION

NH&MP should allow only daytime and clear weather operations on highways of such vehicles as an immediate interim step.


Pakistan Agricultural Research Council

http://www.parc.gov.pk


3.8.1 IRON RODS, METAL SECTIONS, PIPES & POLES.

Iron rods and structural steel transportation occurs throughout Pakistan. But the iron rods and pipes transported for domestic construction business is the single most problematic and dangerous segment.

Projections pierce and penetrate other vehicles in accidents and impale other road users. The issue is worsened at night and in fog.

The issue is multifold. The typical length of pipes is 20 feet while iron reinforcement bars are 40 feet typically. Pipes are transported from factories to distributors on larger trucks with appropriate bed lengths. However, the -delivery from distributors to construction sites in urban centers is done on undersized tractor

trolleys, pickup trucks and animal carts.

This issue mostly lies outside the jurisdiction of NH&MP and in the jurisdiction of provincial city traffic police departments.

Most urban areas do not allow HTV trucks inside city limits during daytime, therefore iron rods are transported on smaller vehicles. Often without taillights.





KEY ISSUES

Lack of alternative transportation mechanism

Over dimensioned load protrusions on the rear


Use of tractor trolleys for transportation.

Cargo imbalance. Lack of tail lights Bad stacking of rods, as loose

dangling rods on the rear with the folded loops in the rear.


3.8.2 PROPOSED SOLUTION: IRON RODS, METAL SECTIONS, PIPES & POLES.


Cargo securement laws under NHSO 2000 must be made. They must be comprehensively and provide alternate loading mechanisms for pipes and iron bars. The law should cover loading and unloading, and stacking.

INVOLVEMENT OF CITY TRAFFIC POLICE DEPARTMENTS

Since the movement of Iron rods occurs within city limits, the issue needs to be managed by them.

NTRC must develop guidelines for City governments about allowing flatbed trucks with 20 feet bed length within city limits during day for carrying steel.

MANDATE STEEL BAR MANUFACTURERS TO TRANSPORT WITH MINIMUM TWO FOLDS.

The Ministry of Industries should mandate all with Steel rods Manufacturers to pack all iron bars in two folds.

FUND RESEARCH TO LOCAL

UNIVERSITIES FOR THE DEVELOPMENT OF STEEL ROD CARRIERS

Tractor trolley and bull carts are not recommended for the transportation of structural iron because it has issue regarding safety, braking and inefficient conspicuity. A Vehicle capable of transporting Iron Bars safety through narrow city streets needs to be developed.

NTRC should fund such an R&D project and provide design blue prints to the manufacturers as means to develop the industry.

INTERIM ACTION

NH&MP and City Traffic Police should allow only daytime and clear weather operations on highways of such vehicles as an immediate interim step.


Pakistan Steel Rerolling Mills Association http://www.psrma.com/

http://www.psrma.com/


Ministry of Industries and Production, www.moip.gov.pk/

3.9.1 STACKED BAG GOODS: CEMENT, FERTILIZER, GRAINS, ETC.

Cement is one of the most crucial sources of

trade and important for industrial sector. In

Pakistan, Cement is produced locally in the

north of Pakistan, mostly in the salt range

and Potohar plateau and supplied to all over

Pakistan as well as exported to Afghanistan.

Fertilizer is produced in North of Sindh and

supplied all over Pakstan packed in 50kg

bags. Both Fertilizer and Cement origniate

from a very oraganized sector which is easy

to regulate for the government. Often times,

loadlimits according to NHAs prescribed

weight limits are enforced by cement plants

and fertilizer plants. Transporters often

reload and rearrange cargo outside the

factory premisist o overlaod vehicles.

The industry dynamics are different for

grains and wheat transportation. The

source and destignation industry

are both unregulated and

unorganized and the most

effective enfroceent mechanisim has be be

on the road itself. Overloading is common in

this segment, often times the goods are

improperly protected against weather and

rain.

Loading and unloading is done manually

mostly. Bags of 50kg are above the loading

limit per worker as prescribed by most

labor laws worldwide which recommend a

maximum loading limit of 20kg per worker.

Additionally, cargo securement is an issue

too and pallets are often not used.





KEY ISSUES

Lack of use of pallets Lack of proper weather protection Improper cargo securements, Lack

of proper stacking sequence High loads on un walled vehicles


3.9.2 PROPOSED SOLUTION: STACKED BAG GOODS, GRAINS FERTILIZER ETC.


Most issues pertaining to the loading of stacked goods fall under the domain of proposed Cargo securement laws under NHSO 2000. They shall cover tie downs, proper use of weather protection, and mandatory use of pallets etc. e

The rules may also specify the use of certain type of trucks for a certain type of load, (e.g.: use of walled trucks for stacks more than 7 bags high etc.)

STANDARDIZATION OF PROPER TIE DOWN EQUIPMENT

Tie down harnesses and ropes used in Pakistan lack uniformity and standardization. In developed countries, tie downs used have standardized latching mechanisms, and specified working load limits.

Pakistan Standardization and Quality

Control Authority (PSQCA) should

develop standards of all tie down straps,

hinges and rachets and mandate the

notation of working load limits (WLLs) on

each item.


All Pakistan Cement Manufacturers Association https://www.apcma.com/

National Fertilizer Corporation Pakistan http://www.nfc.com.pk/

Pakistan Fertilizer Dealer Association http://www.apfda.org/

http://www.nfc.com.pk/

http://www.apfda.org/


3.10.1 WOOD & BAMBOO

Pakistan has been enriched with forest which contains different type of wood trees. Out of total 87.98 M HA, forest covers the 4.4 M Ha which are government and privately owned. The major forests are in Punjab and KPK.

NWood and Bamboo transportation is a major problematic area in Pakistan. (much like Mining) Wood is transported from forest areas through narrow and even unpaved provencial roads to wood depots in provencial towns nearby. Most wood transportation falls outside the domain of national highways.

Overlaoding is a commmon issue. Smaller trucks are used with inadequate cargo securement, high center of gravity and rear overhangs. Accidnts are common n provincial roads, the issue is commplicated due to a lack of accident recovery and handling facilities.





KEY ISSUES

Weight Overloading, high CG No side restraint System, cargo

securement, Improper tie down methods

Improper stacking Inappropriate and often dangerous

loading/unloading Rear overhang.


3.10.2 PROPOSED SOLUTION: WOOD & BAMBOO

Wood and Bamboo transportation cannot solely be addressed by cargo securement rules. It cannot be resolved by involvement of City of district traffic police either since logging in done in areas with no traffic enforcement, Logging issues need to be

resolved jointly with the forestry department and district Police.


Cargo securement laws under NHSO 2000

must be made. They must cover loading,

overhang and unsecured logs

IMPORT OF UNIVERSAL LOG CARRIERS

Log carriers are specialized vehicles

designed to transport logs through narrow

winding roads. The rear axle set of the

vehicle is also steerable and can therefore

take sharp hairpin turns. Engineering

Development Board should make policies

encouraging the import of log carriers into

Pakistan. Similar

INVOLVEMENT OF FORESTRY DEPARTMENTS AND DISTRICT POLICE

Provincial forestry departments are the major regulatory bodies for issuing logging licenses, controlling flow of timber in areas where logging is allowed. They also have checkpoints on major routes. These departments can be actively involved in enforcement.

NTRC must develop guidelines for City governments for movement of construction material within city limits


Punjab Forest, Wildlife & Fisheries Dept. https://fwf.punjab.gov.pk

KPK. Forestry, Environment and Wildlife Dept http://few.kp.gov.pk/

Sindh Forest Department https://sindhforests.gov.pk/

Gilgit Baltistan Forest Department https://www.gbfd.gog.pk/

Baluchistan Forest and Wildlife Dept. https://www.balochistan.gov.pk AJK Forestry Department http://www.ajk.gov.pk

https://fwf.punjab.gov.pk/

http://few.kp.gov.pk/

https://sindhforests.gov.pk/

https://www.gbfd.gog.pk/

https://www.balochistan.gov.pk/

http://www.ajk.gov.pk/


3.11.1 CIVIL CONSTRUCTION GOODS: BRICKS, BLOCKS, SAND, CRUSH, SOIL, SHUTTERING & GLASS

Material used for civil construction is

common yet a highly un-regulated and un-

documented segment of the industry. The

movement of construction material occurs

over short hauls from brick depots, kilns, or

stone crushing quarries to the worksites.

The transportation flow is mostly on

provincial and urban roads and often falls

outside the jurisdiction of National Highway

and Motorway Police.

Construction material is usually carried on

two axle Bedford trucks and tractor trolleys.

These vehicles often have no brakes, no

lights and very low conspicuity. Bricks and

Blocks are unsecured and often fall off on

humps, damaging other vehicles and other

road users. Overloading is also a problem

Sand and soil spillage on road, causes roads

to become extremely slippery and

dangerous for other road users especially

motorcyclists.

Falling pebbles from crush transporting

trucks filled to the brim is another traffic

hazard causing damage to following

vehicles.





KEY ISSUES

Weight Overloading, high CG No cargo securement on bricks,

falling off bricks, blocks and pebbles causing damage to other vehicles,

Sand spillage causing road slippage Improper stacking Use of vehicles not suitable for road

use such as tractor trolleys.


3.11.2 PROPOSED SOLUTION CIVIL CONSTRUCTION GOODS

Civil construction goods need the involvement of District Police, National Highway and Motorway Police and City Traffic Police departments to curb the safety hazards associated with transportation of construction material within city limits.


Cargo securement laws under NHSO 2000 must be made. The rules must cover proper securement; tie down, loading limits and stacking mechanisms.

The rules should also define filling limits for sand and gravel with respect to the wall height of the carrying trucks.

INVOLVEMENT OF CITY TRAFFIC POLICE DEPARTMENTS

Since the movement of construction material occurs within city limits, the issue needs to be managed by them.

NTRC must develop guidelines for City governments for movement of construction material within city limits.


Brick Kiln Owners Association Pakistan http://www.bkoa.com.pk/

http://www.bkoa.com.pk/


3.12.1 GARBAGE

In Pakistan, around 20 million tons of solid waste is generated annually, of which only about 60-70% is collected in the cities. For primary collection and transport, handcarts and donkey pull-carts are used and trucks, tractors/trolleys and arm roll containers/trucks for secondary collection and transport. Internationally, waste is sorted out and transportation depends on the type of waste. Hazardous waste is transported in special containers and extra care is taken during its transportation.

In Pakistan, local and municipal authorities are responsible for collecting the garbage and disposing it in landfills. Almost 65% of solid waste is collected by them which is usually transported the landfills are usually out of city so the garbage is transported to the sites. But somehow due to unavailability of transportation system the garbage is being dumped in the city which causes the problem of air pollution, respiratory diseases etc.

Only municipalities like CDA Islamabad, LDA Lahore, DHA and Bahria Town are using specialized garbage trucks. Most other municipalities are transporting them by hand carts, donkey carts, trucks, arm rolled container trucks and tractor trolleys.

Manual loading of garbage and handling is an extremely unhealthy and disease prone job. The health and safety level at the work place for sanitary workers is almost at criminal negligence level by the government municipalities themselves.

Furthermore, transportation of garbage in open tractor trolleys cause stench and overflowing garbage often drops on the road.

Garbage flow is on provincial roads and city roads mostly.





KEY ISSUES

Manual Loading: Extremely unsafe and unhygienic working conditions for sanitary workers.

Use of non-specialized, uncovered vehicle unsuitable for this purpose.

Unsafe vehicles, with inadequate lighting, conspicuity, brakes etc.


3.12.2 PROPOSED SOLUTION: GARBAGE

Garbage collection and disposal needs active collaboration of all government and private municipal authorities.

Although the issue is a major menace as of today, it is fairly easy to solve since most garbage is collected by the government itself. However, it would require a will and budget allocation.

AMENDMENT OF LABOR LAWS

The labor laws of Pakistan do not specifically cater to sanitary workers. An amendment should be added mandating the use of protective gear such as gloves, facemasks, protective boots and also prohibition for loading and unloading garbage and other waster material manually.

REQUIREMENT OF A FULL SIZE SPECIALIZED GARBAGE TRUCKS FOR HOUSING SOCIETIES AS A PREREQUISITE FOR NOC. AND RENEWAL

Every private housing society must possess at least one functioning 6 Ton garbage

truck. Or one truck per one square KM area if the area is more than one square KM. The truck must be a specialized garbage carrying vehicle capable of automatic loading and unloading of garbage bins, Adequate number of compatible garbage bins must also be provided in every street.

DEVELOPMENT OF CARGO SECUREMENT RULES

UNDER NHSO 2000

Rules mandating the use of

specialized equipment,

protective gear and specialized vehicles

for garbage should be made. These rules should legally be

bound on government municipalities as well as housing

societies.

MANDATING THE PROVISION OF FUNCTIONING GARBAGE TRUCKS FOR EVERY MUNICIPALITY

All municipalities should adopt the practice of garbage removal using specialized garbage trucks.

REMOVING IMPORT DUTIES ON GARBAGE TRUCKS

The Excise and Taxation department and Engineering Development Board should incentivize the import of garbage trucks.


All Relevant Planning and Development departments in all provinces.

GARBAGE DUMPED ON ROADS GRABAGE LANDSITES GARBAGE TRUCKS


3.13.1 LIVESTOCK, POULTRY & FISH

Pakistan has been gifted environmental conditions that can support large livestock populations. Almost 6.5 million families or 35 Million l people are related to livestock which earns them a livelihood. Livestock contributes 11% l to national GDP of Pakistan as is very important sub-sector of agriculture. It also contributes to the exports of Pakistan.

# Livestock # Livestock 1 Buffaloes 7 Hens/poultry 2 Goats 8 Donkey 3 Cattle 9 Horses 4 Sheep 10 Ostrich 5 Camel 11 Yak 6 Fish

Livestock has many modes of transportation. Large and medium livestock is transported from farm to market and slaughterhouses in large trucks. There is no upper limit of the number of cows/buffaloes or goats that can be transported in a given space and cramming animals into tight spaces is a common practice. Some trucks had two decks made.

Loading and unloading of animals are often dangerous and injury prone processes without proper ramps.

Fish, Animal meat and hides are also transported openly without refrigeration. This causes meat to decay and get contaminated with bacteria and road pollutants.

Chicken transportation from Poultry farms to market is done in small and medium pickups. Due to lack of weather protection and temperature control, a few birds die while transportation, which is then sold on cheaper rates.





l. Simon JL. Resources, population, environment: an oversupply of false bad news. Science 1980;208(4451):1431–7


3.13.2 PROPOSED SOLUTION: LIVESTOCK, POULTRY & FISH

(OPTION 1) DRAFT RULES UNDER PROVINCIAL FOOD AUTHORITIES FOR MEAT & FISH

Punjab, Sindh, GB and Kashmir already have food safety acts, the rules drafted under the relevant acts and ordinances. There are no rules for transportation in any of these acts. Only Punjab and KPK have functional food authorities. None of them have any enforcement on the road.

Rules should be drafted with cover the hygienic transport of food derived from animal sources such as refrigerated closed containers and proper covering and washing of vehicles.

(OPTION 2) DRAFT MEAT AND FISH TRANSPORT RULES UNDER NHSO 2000

This could be a viable option to make food transportation rules, however for these rules to be enforced by NH&MP. NH&MP would need to have a very specialized engineering wing.

MAKING LIVESTOCK TRANSPORT RULES UNDER NHSO 2000,

Rules can be drafted under NHSO, and all food authorities can add a clause in their respective laws to comply and enforce NHSO200 rules. This would keep the laws centralized and the enforcement a provincial subject. The rules should cover proper tie down

methods, appropriate ventilations, Feed and water provision, Weather protection. Flooring. Sanitary, Optimum Height, space, and proper loading and unloading rules


PEOTA. Pakistan Edible Oil Tanker Association

PDA. Pakistan Dairy Association www.pda.com.pk

Punjab Food Authority www.pfa.gop.pk

KPK Food Safety and Halal food Authority kpfsa.gov.pk

Pakistan Poultry Association https://pakistanpoultrycentral.pk/

Pakistan Livestock and Dairy Development Board http://lddb.org.pk/

https://pakistanpoultrycentral.pk/

http://lddb.org.pk/


3.14.1 THREE WHEEL GOODS TRANSPORT VEHICLES

In Pakistan, the production of three wheelers is increased manifolds in the last decade. In F.Y 16-17 alone, its production increased up to 16.18 %.m

Moreover, three wheelers have become increasingly common as goods transport vehicles and have replaced animal drawn vehicles in rural areas of Pakistan. These carry a variety of items for short haul transport. Three wheelers are inherently unstable by design and the lack of even basic safety features make them excessively prone to accidents.


Pakistan Standards and Quality Control Authoity. Standards for three wheelers

Engineering Development Board manufacturing plant setup regulations.

KEY ISSUES

Lack of legal framework on loading of three wheelers,

No restraint Systems, cargo securement, Improper tie down methods

Improper stacking Inappropriate and often dangerous

loading/unloading Rear overhang. Improper cargo securement, lack of

cargo securement rules. Overloading Unsafe vehicles, with inadequate

lighting, conspicuity, brakes etc. Exposed fuel tank/CNG cylinder. No passenger safety.

m. https://propakistani.pk/2018/06/25/sales-of-motorbikes-and-three-wheelers-rise-by-16-in-11-months-of-fy-17-18/

https://www.google.com.pk/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&cad=rja&uact=8&ved=2ahUKEwi80OmqirLcAhVIq48KHVSOC28QjRx6BAgBEAU&url=https://paperpk.com/paper-ads.php?type=1&paper=8&date=2017-01-23&psig=AOvVaw2bOZj3R_HD_5NvL5q6uJz8&ust=1532327331964361


3.14.2 PROPOSED SOLUTION: THREE WHEELERS GOODS TRANSPORT VEHICLES

(OPTION 1) REVISE THE PSQCA STANDARDS

PSQCA standards should be revised in order to improve the safety of three wheelers. The current standards are inadequate and do not cover any modern safety practices.

These standards were set by a nominated committee of PSQCA. The committees for two-wheelers and three-wheelers are dominated by representatives of the manufacturers of those types of vehicles. The standard is so relaxed, that it is easy for any manufacturer to comply with. These standards have done little to improve the safety of vehicles.

PHASE OUT THREE WHEELED LOADERS THROUGH ENFORCEMENT

Enforcement by local traffic police must be enhanced so the violations of three wheelers can be reduced. Goods transport on three wheeled loaders should be systematically banned and enforced through district level enforcement agencies

DEVELOPMENT OF CARGO SECUREMENT RULES UNDER NHSO 2000

Rules limiting the use of three wheelers in transport of goods and prescribing load and height limits on loading of three wheelers should be done under cargo securement rules,

As a general policy, three wheelers should be discouraged from use, but in some cases, such as transportation of milk (which is otherwise done on motorbikes) can be provisionally accommodated.


Engineering Development Board. http://www.engineeringpakistan.com

Pakistan Standards & Quality Control Authority. http://www.psqca.com.pk/


4 International practices

Most of the cargo around the world is carried through road. Cargo securement is taken quite seriously in most developed countries and is a very important factor for insuring the safety of food and cargo transport.

Different cargo securement regulatory bodies make rules and regulations for the safety of the vehicle, driver and everything around the vehicle. These bodies and institutions strictly follow and regulate the requirements for an optimized and efficient design and securement for the cargo transport. They have certain rule books which is followed within a specified region and that rulebook is revised as per according the advancement in technology. They also cooperate with law enforcement agencies of the region in order to design and regulate penalties in case of rules violation. Different such bodies are function in Australia, Canada, US, Quebec and other economically strong countries with large amount of cargo transport.

The laws generally cover:

1 Appropriate use of vehicle for the type of cargo transported.

2 Securement of Cargo to ensure that cargo does not shift, cut loose, drop during transportation.

3 Safe loading and unloading of Cargo to ensure the health and safety of workers. 4 Load and Center of gravity control. 5 Hygiene of cargo (especially in food transport. 6 Safe and ethical handling of live cargo (Livestock, animals). 7 Overhang and over dimensioned cargo control. 8 Securement against pilferage and adulteration of cargo. 9 Protection of cargo against weather and climatic conditions.


4.1 REFERENCE INTERNATIONAL LAWS:

ADR STANDARDS

In order to govern the transnational transport of hazardous materials, United Nations signed a treaty called ADR (European Agreement concerning the International Carriage of Dangerous Goods by Road). The signed agreement or treaty is very brief and quite simple, and one of the most important articles state that there are mainly two conditions which should be met for international transportation of hazardous materials by using the wheeled vehicles, leaving the certain exceptionally dangerous materials.

1. In order to regulate the goods involved, mainly their packaging and labels, Annex A was made.

2. For the transport of hazardous materials, in order to regulate the construction, equipment, and use of vehicles, Annex B was made.

FMCSA

The Federal Motor Carrier Safety Administration (FMCSA) has made compact and detailed rules and procedures for the proper and best possible securement and protection of the cargo. These procedures are made according to the North American Cargo Securement Standard Model Regulations, and they show the ultimate results of the efforts and detailed research done in order to assess the United States and Canadian regulations for the cargo securement and the best practices used by the transport industry

CARGO SECUREMENT GUIDEBOOK

A handbook or a booklet in the hard form is handed over to the driver who is going to make the cargo transport. The guidebook is an easy and understandable form of rules and regulation regarding the cargo securement, displayed with certain pictures which depict the areas of application. Such guidebook makes a driver learn how to apply the securement rules according to the standards and load and secure different types of commodities safely. This rulebook also guides and helps the driver to inspect a secured cargo for its accordance with the modern standards.


4.2 EQUIPMENT AND PRACTICES USED IN CARGO SECUREMENT:

WEBBING

Webbing is a process of using straps around the cargo for its securement. It is usually applied to hay and small wooden sticks and made of polyester. Such webbing straps are considered best for the securement purposes. These are different forms of tiedowns which differ in material of the cargo, load limit and the thickness.

BLOCKING & BRACING

Blocking consists of a structure, device, or another substantial article placed against or around an article of cargo to prevent its horizontal movement.

Bracing consists of a structure, device, or another substantial article placed against an

article of cargo to prevent it from tipping and may also prevent it from shifting.

Blocking & bracing is a load securement method using lumber and metal bars to reduce or inhibit front to rear shifting of freight/cargo. Plastic forms are also used.

DUNNAGE BAGS

Dunnage consists of all loose materials used to support and protect cargo. Dunnage for securing cargo includes scrap wood to fill voids in cargo, wooden boards forming "cribs", blocking and bracing, and modern mechanical, spring-loaded post-and-socket systems, Dunnage segregates cargo in the hold and prevents shifting of the cargo in response to ship or vehicle motions.

STRAPPING

Strapping is used to create a transportable unit. Types of strapping include steel, polyester, polypropylene, nylon, paper, and composites. The type of strap used depends on the requirements, for example, strength, elasticity, ability to withstand various

https://en.m.wikipedia.org/wiki/Steel

https://en.m.wikipedia.org/wiki/Polyester

https://en.m.wikipedia.org/wiki/Polypropylene

https://en.m.wikipedia.org/wiki/Nylon

https://en.m.wikipedia.org/wiki/Paper

https://en.m.wikipedia.org/wiki/File:SuperWedge.jpg


environments, ease of use, safety, and cost. All types of tensioned strapping, particularly steel, need to be handled carefully because of potential injury.

EDGE PROTECTOR

A device placed on the exposed edge of an article to distribute tie-down forces over a larger area of cargo than the tie-down itself, to protect the tie-down and/or cargo from damage, and allow the tie-down to slide freely when tensioned.

WEATHER PROTECTION

Another factor which should be considered while securing the load for transport is its proper weather protection. Certain waterproof, dustproof fabric products are available for specific purposes. The cargo which is needed to be safe from water, dust, rain, or any other type of outside entity are properly secured by utilizing any of these protections.

LASHING

Lashing is the securing of cargo for transportation with the goal of minimizing shifting. Items used for lashing include ropes, cables, wires, chains, strapping, and nets. These items are anchored to the container and tensioned against the cargo. Another form of lashing used four devices attached to the top of

each corner of a container.

FRICTION MAT

A device placed between the deck of a vehicle and article of cargo, or between articles of cargo, intended to provide greater friction than exists naturally between these surfaces.

FASTENERS

Depending on the type of load and the particular vehicle, large bolts and nails may be used. These may be on the load itself or on wood blocks used to brace the load.

ANCHOR POINTS

For the purpose of cargo securement, anchor point is usually attached to a fitting or attachment made on the vehicle of any article of the cargo. The latest cargo securement rules narrate that there is no need of rating or marking of these anchor points while securing the cargo using tiedowns.

https://en.m.wikipedia.org/wiki/Rope

https://en.m.wikipedia.org/wiki/Wire_rope

https://en.m.wikipedia.org/wiki/Wire

https://en.m.wikipedia.org/wiki/Chain

https://en.m.wikipedia.org/wiki/Net_(device)

https://en.m.wikipedia.org/wiki/Bolted_joint

https://en.m.wikipedia.org/wiki/Nail_(fastener)

https://en.m.wikipedia.org/wiki/Wood


TIE DOWNS

Tie-down is a combination of securing devices that forms an assembly for the attachment of different articles of cargo to, or restrains different articles of a cargo on, a vehicle or a trailer, and is attached to the anchor point(s). Tie down straps, heavy duty strapping, tie down chains or tensioned chains are used sometimes for the securement of heavy loads to the vehicles.

PALLETS

Pallets are base structures placed below cargo to stabilize cargo. They serve as weather protection as well as a stable base. Pallets are designed such that they can be easily lifted by fork lifters

https://en.m.wikipedia.org/wiki/Tie_down_straps

https://en.m.wikipedia.org/wiki/Chains


Currently, there are no laws that

cover the topics of cargo securement

in Pakistan, resulting in huge losses of GDP and

human lives.

5 Legislative Framework and Provision

5.1 Legislative Framework of Pakistan

Originally, the regulatory framework for Pakistan’s transportation and vehicle safety related matters was through the Motor Vehicle Ordinance 1965 (MVO 1965) and the Motor Vehicle Rules 1969 (MVR 1969) that were drafted under it. MVO and MVR covered most of the topics related to motor vehicles in Pakistan, such as registration, licensing, control of traffic, construction, fitness of motor vehicles and traffic violation fines etc.

In 2000, another parallel ordinance was passed known as the National Highway Safety Ordinance (NHSO 2000). NHSO 2000 was almost based on MVO 1965 with an additional chapter on the establishment of National Highway and Motorway Police Department and a revised fine schedule.

In the year 2010, after the passing of the 18th amendment, MVR 1969 became a provincial subject. NHSO 2000 remained a national subject.

Additionally, there were laws made as SRO656 for the establishment of automotive manufacturing plants in Pakistan, ORGA devised their own specialized standards for carriage of petroleum products. PSQCA also made technical standards for the two and three wheelers.

However, over a period of time, these laws became inadequate and obsolete in the changing scenario of the Pakistan motor vehicle industry. In 2018 the dimensional rules for the automotive industry were passed, the laws were drafted by Automotive Design and

Crashworthiness Research and funded by the National Highway Authority.

Motor Vehicle

Ordinance 1965,

& Rules


Currently, there are no laws that cover the topics of cargo securement in Pakistan, resulting is a huge loss of GDP and human lives across Pakistan. These laws need to be drafted at par with international standards on urgent basis by the Government of Pakistan.

An overview of the laws is given on the following page

Pakistan Customs Act 1969

Pakistan Motor Vehicle Ordinance

1965

Pakistan Standard and Quality Control

Act 1996

National Highway Safety Ordinance

2000

OGRA Ordinance 2002

Engineering Development Board

Auto

Manufacturing License

Excise and Taxation Office Registration

Registration

Motor Vehicle Fitness Examiners

Office

Periodic Fitness

Examination

Pakistan Standards and Quality Control

Authority

Three Wheeler,

and Two Wheeler Standards

National Highway Authority/National Highway Motorway

Police

Axle Load limits

Pakistan Goods

Vehicles Dimensional Rules

(Proposed)

NTRC Pakistan Cargo Securement

Rules

Oil and Gas Regulatory Authority

Oil Tanker Technical Standards


5.2 Provision under Pakistani law for proposed cargo securement rules

The laws of Cargo Securement can be drafted under NHSO 2000. Chapter 4, Section 40, Clause 2(a). There is a clear provision allowed for the vehicle dimensions and the loads to be carried therein.

The section 39 and 40 of chapter IV read as under:

CHAPTER IV: - CONSTRUCTION, EQUIPMENT AND MAINTENANCE OF ROAD VEHICLES

39. General provision regarding construction and maintenance: - Every motor vehicle, bicycle or animal drawn vehicle shall be so constructed as to be at all times conforming to the specifications laid down under law.

40. Power to make rules: -

(1) Government may, in consultation with National Highways and Pakistan Motorway Police, by notification in the official Gazette, make rules regarding the construction, equipment and maintenance of motor vehicles, trailers, bicycles and animal drawn vehicles.

(2) Without prejudice to the generality of the foregoing power, Government may make rules governing any of the following matters either generally in respect of motor vehicles, trailers, bicycles and animal drawn vehicles or in particular circumstances, namely:-

(a) the width, height, length and overhead of vehicles and of the loads to be carried therein

National Highway and Safety Ordinance 2000

Preliminary Licencing Registration Construction of Vehicles

Traffic Control

NH&MP Establishment

Offences & Penalties

Misc.


5.3 Provision under Pakistani law for enforcement of proposed rules

The enforcement of Cargo Securement can be drafted under NHSO 2000. Chapter 64, Section 74 Clause 2(a). There is a clear provision allowed for the vehicle dimensions and the loads to be carried therein.

The offences and penelties

CHAPTER VI: - OFFENCES, PENALTIES AND PROCEDURE

74. Offences relating construction of vehicle:-

Whoever being a fabricator, assembler, dealer or importer of road vehicles, fabricates, assembles, sells or delivers a road vehicle or trailer in such a condition that the user thereof on a national highway would be dangerous or unsafe shall be punishable with imprisonment for a term which may extend to six months or with fine which shall not be less than five hundred rupees and may extend to one thousand rupees, or with both. Provided that no person shall be convicted under this section if he proves that he had reasonable cause to believe that the vehicle would not be used on a national highway until it had been put into a condition in which it might lawfully be so used.

National Highway and Safety Ordinance 2000

Preliminary Licencing Registration Construction of Vehicles

Traffic Control

NH&MP Establishment

Offences & Penalties

Misc.


5.4 Vehicle Classification under Dimensional rules 2018

The Vehcle classification of Paksitan was passed as a law under the National Highway and Safety Ordinance of Pakistan. These laws classify goods transport vehicles into catagories and prescribe dimensional limits. They were notified in 2018, The proposed Cargo securement regulation shall buuild upon these classisifications.

National Highway Safety

Ordinance 2000

NH&MP Dimensional Rules for

Goods Transport Vehicles

SRO 308(1)/2018

Cargo Securement Rules

(To be drafted)


6 Conclusion

The issues pretaining to geometric loading have been studied in detail in Part 1. Part 2 of the work shall include a set of laws and an action plan for implementation fo the rules.

The Following issues can be effectively adderessed by drafting cargo securemnt rules under NHSO 2000.

Issues That Can be Resolved Through

Drafting Cargo Securement Rules Under

NHSO

Issue That Can be Resolved Through

Drafting or Amending other laws and Procedures

of Pakistan

Issues that have laws present, but need better

Enforcement Mechanisms

Oil Tankers

Lack of laws with respect to

vehicle design standards for transportation for

dangerous goods in line with ADR standards

Amendment of OGRA Standards

Enforcement of OGRA

Standards

Weight Overloading

Lack of third party inspection

LPG and hazardous chemical tankers

Lack of product labeling

and identification.

Lack of laws with respect to vehicle design standards

for transportation foo dangerous goods in line

with ADR standards

Development of emergency

handling procedures for hazardous chemicals

Weight Overloading

Lack of third party inspection

Liquid foods:

edible (oil, milk & water

tankers)

Unhygienic build quality

unfit for food loading resulting in food contamination.

Inadequate specification of content, ineffective process control, improper control

of temperature.

Pilferage and adulteration. Inappropriate washing,

decantation and inspection of tankers while loading

and unloading.

Inappropriate washing, decantation and inspection

of tankers while loading and unloading. (Food Hygiene

Laws)

Use of appropriate vehicle for certain food types (Food

Hygiene Laws)

Lack of worker hygiene (Labor laws)

Weight Overloading




NHSO



of Pakistan



Vehicle carriers

Improper load securement, loosening and damage of

vehicles

Over Dimensioned Vehicles

High C.G

Use of Vehicle carriers for carrying items other than

vehicles.

Container Freight

Unsecured placement of

containers on trucks without interlocks

Unsecured freight inside

container.

Pilferage, adulteration and smuggling due to nontrade

sealed containers.

No Specification of cargo handling codes

Usage of normal containers

for items in which refrigerated containers

must be used.

Weight Overloading

Minerals

Unsecured placement of

minerals in flatbed containers,

Over dimensioned, unrestrained and overweight load.

Use of old, obsolete

vehicles with a complete lack of safety features,

Unsymmetrical loading

Lack of safe loading procedures, material

handling and worker safety (Labor laws)

Weight Overloading




NHSO



of Pakistan



Agriculture produce

Over dimensioned load

protrusions on the sides.

Excessive load height and high Center of gravity

Improper cargo

securements, tie downs

Use of primitive stacking technologies for

transportation of low density goods

Unsafe loading and unloading practices (Labor

laws).

Use of tractor trolleys for

transportation on highways

Visibility hindrance rear and side over dimensioned

loading

Weight Overloading

Iron rods, metal

sections, pipes &

poles

Over dimensioned load protrusions on the rear

Improper cargo

securements, tie downs

Cargo imbalance.

Lack of alternative

transportation mechanism. (NTRC Research)

Use of tractor trolleys for

transportation.

Lack of tail lights Bad stacking of rods, as loose dangling rods on the rear

with the folded loops in the rear.

Stacked goods:

cement, fertilizer,

grains, etc.

Lack of use of pallets

Lack of proper weather

protection


Lack of proper stacking

sequence

Weight Overloading

Wood, Bamboo

No side restraint System

cargo securement,

Improper tie down methods.

Improper stacking

Inappropriate and often

dangerous loading/unloading

(Labor Laws)

Rear Overhang.

Weight Overloading




NHSO



of Pakistan



Civil Construction goods:

Bricks, blocks, sand,

Crush, soil, shuttering

& glass

High CG,

No cargo securement on bricks, falling off bricks,

blocks and pebbles.

Sand spillage causing road slippage

Improper stacking

Weight Overloading

Use of vehicles not suitable for road use such as tractor

trolley

Garbage Use of non-specialized,

uncovered vehicle unsuitable for this purpose

Manual Loading: Extremely

unsafe and unhygienic working conditions for

sanitary workers. (Labor Laws)

.

Use of vehicles not suitable for road use such as tractor

trolley

Livestock Improper cargo

securement

Unsafe loading and

unloading practices (Labor laws).

Use of appropriate vehicle

for certain food types (Food Hygiene Laws)

Weight Overloading

Three Wheelers

Overloading

Cargo securement, Improper tie down

methods

Improper stacking

Inappropriate and often dangerous

loading/unloading

Lack of legal framework on loading of three wheelers,

(PSQCR Standards)

Unsafe vehicles, with inadequate lighting,

conspicuity, brakes etc.

Exposed fuel tank/CNG cylinder. No passenger

safety (PSQCR standards)


Research Direction other than cargo securement laws for the National Transport and Research Center, Pakistan

DEVELOPMENT OF SPECIALIZED VEHICLES NEEDED IN PAKISTAN:

The following vehicles could be indigenously developed through universities by funding by NTRC.

I. Space optimized vehicle carrier

II. Low bed flatbed trailers III. Road worthy trolley IV. Steel rod carriers

ALTERNATE LOADING PROCEDURE GUIDEBOOK:

NTRC and PARC should develop a guidebook on the efficient stacking and packing of low volume goods such as hay, sugarcane, barley etc. The guidebook should be pictorial an in Urdu.

CARGO SECUREMENT GUIDEBOOK:

Along with the cargo securemnt rules 2018, the cargo securemnet guidebooks should alos be developed by NTRC.


Feedback is requested from the expert panel of NTRC beofre the phase two of this project is commenced.

Queries:

Automotive Design and Crashworthiness Research BIC OFFICE, 20, Street 19A, Main Commercial

Sector J, DHA Phase 2, Islamabad

[email protected]

www.adcr.com.pk

mailto:[email protected]

http://www.adcr.com.pk/


Annexure A: Preliminary draft of proposed Cargo-Securement Regulations

The Gazette of Pakistan

EXTRAORDINARY PUBLISHED BY AUTHORITY

ISLAMABAD

PART II

Statutory Notifications (S.R.O.)

GOVERNMENT OF PAKISTAN

MINISTRY OF COMMUNICATIONS

NOTIFICATION

Islamabad

S.R.O., - In exercise of the powers conferred by section 40 of the National Highways Safety

Ordinance, 2000 (XL of 2000), the Federal Government, in consultation with the National

Highways, Pakistan Highways and Motorway Police, is pleased to make the following rules,

namely:-

1. Short title, extent and commencement (1) These rules may be called national highways and motorways (Cargo securement of goods

transport vehicles) rules, 2018.

(2) They shall apply to all goods transport vehicles using national highways and motorways of

Pakistan.

(3) They shall come into force at once.

Cargo securement

Cargo transported by a vehicle shall be contained, immobilized or secured so that it cannot

(a) Leak, spill, blow off, fall from, fall through or otherwise be dislodged from the vehicle, or

(b) Shift upon or within the vehicle to such an extent that the vehicle’s stability or

maneuverability is adversely affected.


DEFINITIONS

In this Standard,

(i) “anchor point” means the part of the structure, fitting or attachment on a vehicle or

cargo to which a tie down is attached;

(ii) “bell pipe” means concrete pipe with a flanged end that is bigger in diameter than the

barrel;

(iii) “blocking” means a substantial structure, device or article placed against or around

cargo to prevent horizontal movement;

(iv) “bolster” means a transverse, load bearing, structural horizontal component of a bunk

securing device;

(v) “boulder” means a single piece of natural or quarried, irregularly shaped rock

a. that weighs 5 000 kilograms or more, or

b. that has a volume of more than 2 cubic meters;

(vi) “bracing” means a structure, device or article placed against another structure, device

or article to prevent tipping;

(vii) “bulkhead” means a vertical barrier across a vehicle to prevent the cargo moving

forward;

(viii) “bundle” means articles that have been unitized for the purpose of securing them as a

single article with a uniform shape;

(ix) “bunk” means a horizontal bolster that

a. is installed transversely across a vehicle, and

b. is fitted with a stake at each end;

(x) “cab shield” means a vertical barrier

a. placed directly behind the cab of a truck or truck tractor, and

b. capable of protecting the driver if cargo moves forward;

(xi) “cargo” means all articles or material carried by a vehicle, including those used in the

operation of the vehicle;

(xii) “cargo securement system” means the method by which cargo is contained or secured

and includes vehicle structures, securing devices and all components of the system;

(xiii) “chock” means a tapered or wedge-shaped part used to prevent round articles from

rolling;

(xiv) “cleat” means a short piece of material nailed to the deck to reinforce blocking;

(xv) “coil bunk” means a device that keeps the timbers supporting a metal coil in place;

(xvi) “contained” with respect to cargo means that

a. the cargo fills a sided vehicle,

b. every article is in contact with or close to a wall or other articles, and


c. the cargo cannot move or tip;

(xvii) “container chassis vehicle” means a vehicle specifically built for and fitted with

locking devices for the transport of intermodal containers;

(xviii) “cradle” means a structure that holds a circular article and prevents it from rolling;

(xix) “cylinder well” means the depression formed between 2 cylindrical articles when they

are laid against each other with their eyes horizontal and parallel;

(xx) “deck” means the floor of a vehicle onto which the cargo is loaded;

(xxi) “dunnage” means loose material used to support and protect cargo;

(xxii) "duty status" means, in respect of a driver, any of the following periods:

a. off-duty time spent in a sleeper berth;

b. off-duty time, other than time spent in a sleeper berth;

c. driving time; or

d. On-duty time, other than driving time.

(xxiii) “edge protector” means a device put on the exposed edge of an article of cargo

a. to protect a tie down or the article from damage, or

b. to distribute tie down forces over a greater area;

(xxiv) “flatbed vehicle” means a vehicle with a deck but no permanent sides;

(xxv) “forward” with respect to a vehicle means towards the cab or engine;

(xxvi) “frame vehicle” means a vehicle for transporting logs that has a skeletal structure

fitted with a front bunk and a rear bunk that together cradle a stack of logs as an

integral part of the vehicle;

(xxvii) “friction mat” means a device placed between a deck and cargo, or between articles of

cargo, that increases the friction between them;

(xxviii) "front end structure" means a vertical barrier across the front of a deck that prevents

cargo moving forward;

(xxix) “heavy vehicle” means

a. a vehicle that weighs more than 4 500 kilograms, or

b. equipment or machinery that operates on wheels or tracks and weighs

more than 4 500 kilograms;

(xxx) “Hook-lift Container” means a specialized container that is loaded and unloaded onto

a tilt frame body by an articulating hook-arm.

(xxxi) “integral locking device “ means a device that is designed and used to restrain an

article of cargo by connecting and locking attachment points on the article to anchor

points on the vehicle;


(xxxii) “integral securement system” means a roll-on/roll-off container or a Hook-lift

Container and the vehicle used to transport them which are equipped with compatible

front and rear hold-down devices which secure the container to the vehicle;

(xxxiii) “intermodal container” means a reusable, transportable container that is specially

designed with integral locking devices to secure it to a container chassis vehicle;

(xxxiv) “large pipe” means concrete pipe with an inside diameter of more than 114.3

centimeters;

(xxxv) “lengthwise” means along the vehicle from the cab or tongue at the front to the rear;

(xxxvi) “light vehicle” means an automobile, truck or van that weighs 4 500 kilograms or

less;

(xxxvii) “log” includes a utility pole, a treated pole and a building component of a log

cabin;

(xxxviii) “long wood” means logs longer than 4.9 m;

(xxxix) “pallet” means a platform or tray on which cargo is placed so that it can be handled as

a unit;

(xl) “pole trailer” means a trailer with a frame that consists only of a drawbar;

(xli) “rail vehicle” means a vehicle fitted with stakes at the front and rear to contain logs

loaded crosswise;

(xlii) “restrain” includes prevent from tipping or moving;

(xliii) “Roll-on / Roll-off Container” means a specialized container which is loaded and

unloaded onto a tilt frame body by a lifting mechanism in conjunction with rollers

which are fixed to the container.

(xliv) “rub rail” means a rail along the side of a vehicle that protects the side of the vehicle

from impact;

(xlv) “securing device” means a device specifically designed and manufactured to attach,

restrain or secure cargo;

(xlvi) “shoring bar ” means a device placed transversely between the walls of a vehicle and

cargo to prevent the cargo from tipping or moving;

(xlvii) “short wood” means logs that are not more than 4.9 meters long;

(xlviii) “sided vehicle” means a vehicle, including a van, a dump bodied vehicle and a sided

intermodal container carried by vehicle, with a cargo compartment that is enclosed on

all sides by walls

a. that are strong enough to contain the cargo, and

b. that may have latched openings for loading and unloading;


(xlix) “small pipe” means concrete pipe with an inside diameter of up to 114.3 centimeters;

(l) “spacer” means material placed under an article, or between layers of articles, to

make loading and unloading easier;

(li) “stake” means a part, including a standard, that

a. is mounted close to vertical on a vehicle frame or as part of a bunk,

and

b. that immobilizes cargo placed against it;

(lii) “strapping” means tensioned strips of material that are clamped or crimped back on

themselves;

(liii) “tie down” means a combination of securing devices that are attached to one or more

anchor points on a vehicle;

(liv) "transport" means the carriage of cargo by a vehicle while on a highway;

(lv) “unitized” means wrapped, banded or bound together so that several articles can be

handled as a single article of cargo or behave as a single article;

(lvi) “vehicle” means a truck, a truck tractor, individually or in combination with one or

more semitrailers or trailers;

(lvii) “void filler” means material that is

a. used to fill a space between the cargo and the structure of the

vehicle, and

b. is strong enough to prevent the cargo from moving;

(lviii) “Working load limit” means the maximum load that may be applied to a component

of a cargo securement system during normal service.

Part 1 - GENERAL PROVISIONS

Chapter 1 - Application

2. Application

(1) This Standard applies to a vehicle or combination of vehicles

(a) Transporting cargo on a highway, and

(b) Exceeding a registered gross vehicle weight of 4 500 kilograms.


(2) This Standard applies when an intermodal container is used to transport cargo.

3. Inspection (1) The driver of a vehicle shall

(a) Inspect the vehicle to confirm that the vehicle’s tailgate, tailboard, doors, tarpaulins and spare

tire, and other equipment used in its operation, are secured,

(b) ensure that the cargo does not interfere with the driver’s ability to drive the vehicle safely, and

(c) ensure that the cargo does not interfere with the free exit of a person from the cab or driver’s

compartment of the vehicle.

(2) The driver of a vehicle shall inspect the vehicle’s cargo and the cargo securement system used

and make necessary adjustments:

(a) before driving the vehicle, and

(b) not more than 10 kilometers from the point where the cargo was loaded,

(3) The driver of a vehicle shall regularly re-inspect the vehicle’s cargo and the cargo securement

systems used and make adjustments to the cargo or cargo securement system as necessary,

including adding more securing devices, at intervals based on whichever of the following occurs

first:

(a) there is a change of duty status of the driver,

(b) the vehicle has been driven for 3 hours; or

(c) the vehicle has been driven for 240 kilometers.

(4) Subsections (2) and (3) do not apply to a driver where

(a) the cargo is sealed in a vehicle and the driver has been ordered not to open it to inspect the

cargo, or

(b) the vehicle is loaded in a manner that makes the cargo, or portions of the cargo, inaccessible.

(5) The driver of a vehicle transporting logs, before the vehicle enters a highway from a private

road, shall:

(a) inspect the vehicle, the logs and the securing devices to ensure compliance with this Standard,

and

(b) make necessary adjustments to the securing devices, including adding more securing devices.

Chapter 2 - General Performance Criteria

4. Cargo securement systems (1) Cargo securement systems, and each component of a system, used to contain, immobilize or secure cargo on or within the vehicle shall be strong enough to withstand the

forces described in section 5(1).

(2) The components of the cargo securement system of a vehicle.

(a) shall be in proper working order,


(b) shall be fit for the purpose for which they are used,

(c) shall have no knots, damaged or weakened components that will adversely affect their

performance for cargo securement purposes, and

(d) shall not have any cracks or cuts.

(3) A securing device, integral locking device, movable structure or blocking device used to

secure cargo to a vehicle shall itself be secured in a manner that prevents it from becoming

unfastened while the vehicle is on a highway.

5. Performance criteria

(1) The cargo securement system shall be capable of withstanding the forces that result if the

vehicle is subjected to each of the following accelerations or tilts:

(a) 0.8 g deceleration in a forward direction OR a 39 degree front tilt of the vehicle:

(b) 0.5 g deceleration in a rearward direction OR a 30 degree rear tilt of the vehicle:

(c) 0.5 g acceleration in either sideways direction. OR a 30 degree rear tilt of the vehicle:

(2) The cargo securement system shall provide a downward force equal to at least 20 % of the

weight of an article of cargo if the article is not fully contained within the structure of the vehicle.

(3) The load on a component of a cargo securement system that reacts to a force referred to in

subsection (1) or (2), shall not exceed the working load limit of the component.

6. Appropriate system

(1) The cargo securement system used to contain, immobilize or restrain cargo shall be

appropriate for the size, shape, strength and characteristics of the cargo.

(2) The securing devices used to secure cargo on or within a vehicle shall be

(a) designed and constructed for the purpose for which they are used, and

(b) used and maintained in accordance with the manufacturer’s instructions.

7. Equivalent Means of Securement Where cargo transported by a vehicle is contained, immobilized or secured in accordance with the

applicable requirements of Divisions 3, 4 and 5 and Part 2, it meets the requirements of Section 5.

Chapter 3 - Requirements for Cargo Securement Systems

8. Exemption This Division does not apply to the transportation of a commodity that is transported in

bulk, lacks structure, fixed shape or is fluid, and is transported in

(a) a tank, hopper, box or container that is manufactured as part of the vehicle in which it is

transported, or

(b) a vehicle that is specifically manufactured to transport the commodity.


9. General Requirement

Cargo shall be firmly immobilized or secured on or within a vehicle by structures of adequate

strength, blocking, bracing, dunnage or dunnage bags, shoring bars, tiedowns or a combination of

these.

10. Minimum Strength of Securement System

(1) In this section, the “aggregate working load limit” is the sum of One-half of the working load

limit for each end section of a tiedown that is attached to an anchor point.

(2) The aggregate working load limit of the cargo securement system used to secure an article of

cargo on or within a vehicle shall not be less than 50% of the weight of the article.

(3) The aggregate working load limit of the cargo securement system used to secure a group of

articles of cargo on or within a vehicle shall be not less than 50% of the total weight of the group.

11. Securing Devices Marked With Working Load Limit

(1) The working load limit of a tiedown or a component of a tiedown that is marked by its

manufacturer with a numeric working load limit is the marked working load limit.

(2) A tiedown or a component of a tiedown that is marked by its manufacturer in accordance with

a standard referred to in Part 4 has a working load limit equal to that standard.

(3) A chain that is marked by the manufacturer in accordance with the table of Working Load

Limits under Part 4 – Section 7 has a working load limit equal to the amount shown for the grade

and size.

(4) A person shall not use a tiedown or a component of a tiedown to secure cargo to a vehicle

unless it is marked by the manufacturer with respect to its working load limit.

12. Unmarked Securing Devices

(1) To be considered part of a cargo securement system, a friction mat must be marked by its

manufacturer with the maximum usable friction resistance (in g’s) the mat will provide in

restraining cargo against horizontal and lateral movement.

13. Steel strapping

(1) Steel strapping that is 2.54 centimeters wide or wider used to secure cargo to a vehicle shall

have at least 2 pairs of crimps in each seal

(2) An end-over-end lap joint formed in steel strapping used to secure cargo to a vehicle shall be

sealed with at least 2 seals.

14. Blocking Systems to Prevent Forward Movement

The aggregate working load limit of the components of a blocking system used as a unique form

of securement to prevent an article of cargo from moving forward, including tiedowns used as

blocking, shall not be less than 50% of the weight of the article being blocked.


15. Rub rails

The securing devices used on or within a vehicle shall, wherever practical, be located inboard the

rub rails where the vehicle has rub rails.

16. Material Used For Cargo Securement

Material used on or within a vehicle as dunnage, chocks or cradles or for blocking or bracing

shall be strong enough that it will not be split or crushed by the cargo or the tiedowns.

17. Placement of Articles of Cargo

Where the articles of cargo on or within a vehicle are placed beside each other and secured by

tiedowns that pass over 2 or more articles, the articles shall be

(a) placed in direct contact with each other, or

(b) prevented from moving towards each other while the vehicle is on a highway.

18. Prevention of Rolling

Where any cargo or portion thereof may roll, it shall be restrained by chocks, wedges, a cradle or

another securing device that prevents the cargo from rolling.

Chapter 4 - Tiedowns

19. Tension

(1) A tiedown used to secure cargo to a vehicle shall be designed, constructed and maintained so

that the driver of the vehicle can tighten it.

(2) The driver of a vehicle shall ensure that tiedowns are taut while the vehicle is on a highway.

(3) Subsection (1) does not apply to steel strapping.

(4) A tiedown used to secure cargo to a vehicle shall be used in a manner that prevents the

tiedown from slipping, loosening, unfastening, opening or releasing while the vehicle is on a

highway.

(5) A tiedown used to secure stacked articles of cargo is considered to contribute to the

securement of all articles of cargo on which that tiedown causes pressure.

20. Edge protectors

(1) An edge protector shall be used where a tiedown would be subject to abrasion or cutting at the

point where it touches an article of cargo.

(2) An edge protector used between a tiedown and cargo shall be resistant to abrasion, cuts and

crushing.


(3) An edge protector used between a tiedown and cargo shall allow the tiedown to slide freely

when it is tightened or loosened.

21. Working load limit

(1) Subject to subsection (2), the working load limit of a tiedown, associated connector or

attachment mechanism is the lesser of

(a) the lowest working load limit of the components, or

(b) the lowest working load limit of the anchor points or associated connector or attachment

mechanism to which the tiedown is attached.

(2) The working load limit of a tiedown that includes synthetic webbing is the least of

(a) the working load limit of the synthetic webbing assembly, or

(b) the lowest working load limit of the components, or

(c) the working load limit of the anchor point to which the tiedown is attached.

22. Minimum number

(1) Subject to subsection (4), cargo transported by a vehicle shall be secured using the number of

tiedowns calculated under subsection (2) or (3).

(2) Where an article of cargo is not blocked or immobilized by a front end structure, bulkhead, by

other immobilized cargo or by another device that prevents it moving forward, it shall be secured

by at least

(a) 1 tiedown where the article is 1.52 meters or shorter and weighs not more than 500 kilograms,

(b) 2 tiedowns where the article is

(i) 1.52 meters or shorter and weighs more than 500 kilograms, or

(ii) longer than 1.52 meters but not longer than 3.04 meters regardless of its weight, or

(c) where the article is longer than 3.04 meters

(i) 2 tiedowns for the first 3.04 meters of length, and

(ii) 1 extra tiedown for each additional 3.04 meters or fraction of 3.04 meters.

(3) Where an article of cargo is blocked or immobilized by a front end structure, bulkhead, by

other immobilized cargo or by another device to prevent it moving forward, it shall be secured by

at least

(a) 1 tiedown where the article is not longer than 3.04 meters, or

(b) where the article is longer than 3.04 meters

(i) 1 tiedown for the first 3.04 meters of length, and

(ii) 1 extra tiedown for each additional 3.04 meters or fraction of 3.04 meters.

(4) Where a vehicle is transporting machinery or fabricated structural items that shall be secured

by special methods because of their design, size, shape or weight, the special methods shall:

(a) secured adequately any article of the cargo

(b) be properly used in accordance with the manufacturer’s instructions.


Chapter 5 - Front End Structures

23. Application (1) Subject to subsection (2), this Division applies to a vehicle transporting cargo that is in

contact with the front-end structure of the vehicle.

(2) Where devices are used on a vehicle that perform the same function as the front end structure

of a vehicle, the devices shall be at least as strong as and provide the same protection as a front

end structure that complies with this Division.

(3) A cab shield is not a front end structure or part of a cargo securement system.

24. Height and width (1) The height of the front end structure of the vehicle shall not be shorter than the shorter of

(a) the height at which it prevents the cargo from moving forward, and

(b) 122 centimeters above the deck.

(2) The width of the front end structure of a vehicle shall not be narrower than the narrower of

(a) the width of the vehicle, and

(b) the width at which it prevents the cargo being transported from moving forward.

25. Strength (1) The front end structure of a vehicle shall be able to withstand a horizontal forward static load

equal to 50% of the total weight of the cargo where

(a) the height of the front end structure is shorter than 1.83 meters, and

(b) the cargo is uniformly distributed over all of the front end structure.

(2) The front end structure of a vehicle shall be able to withstand a horizontal forward static load

equal to 40% of the total weight of the cargo where

(a) the height of the front end structure is 1.83 meters or higher, and

(b) the cargo is uniformly distributed over all of the front end structure.

26. Penetration resistance (1) The front-end structure of the vehicle shall be able to resist penetration by an article of cargo

that contacts it when the vehicle decelerates at a rate of 6.1 meters per second per second.

(2) The front-end structure of the vehicle shall not have an opening or gap that is big enough to

permit an article of cargo to pass through it.


PART 2 - SPECIFIC SECUREMENT REQUIREMENTS BY

CARGO TYPE

27. Applicability (1) This Part applies in addition to and not instead of Part 1.

(2) Where a requirement for containing, immobilizing or securing cargo transported by a vehicle

required under this Part differs from a requirement under Part 1, the provisions of this Part apply.

Division 1 - Logs

28. Application

(1) This Division applies to the transportation of logs that

(a) are part of a cargo that has more than 4 processed logs.

(2) This Division does not apply to firewood, stumps, log debris or logs that are transported in a

vehicle or container that is enclosed on all sides and strong enough to contain them.

(3) A cargo of 4 or less processed logs loaded lengthwise may be secured by the provisions of

this Division or the general securement provisions of Part 1.

29. Vehicle transporting logs

(1) A vehicle that is transporting logs shall be designed, built or specially adapted for such

transportation.

(2) The vehicle shall be fitted with bunks, bolsters, stakes or other means of cradling the logs and

preventing them from shifting.

(3) Stakes that are not permanently attached to the vehicle frame or bunk shall be secured in a

manner that prevents the stakes from separating from the vehicle while it is on a highway.

30. Log configuration

(1) Logs shall be solidly packed on a vehicle.

(2) The outer logs in the bottom layer of logs shall touch and rest solidly against a bunk, bolster

or stake.

(3) Outside logs on a stack of logs shall

(a) touch at least 2 bunks, bolsters or stakes, or

(b) where one end of a log does not touch a bunk, bolster or stake, it shall

(i) rest on other logs in a stable manner, and

(ii) extend beyond the end of the bunk, bolster or stake.


(4) The center of the highest outside log on each side or end of the vehicle shall be lower than the

tops of the bunks or stakes.

(5) The upper logs that form the top of the cargo shall be crowned.

31. Securement System

Tiedowns must be used to secure the load, in combination with bunks, bolsters, stakes, or other

means of cradling the logs.

32. Sections 10(2) and 10(3) do not apply to this Division.

33 Sufficient additional tiedowns or other securing devices shall be used to ensure that no part of

the cargo becomes dislodged where

(a) the wood’s condition results in such low friction between logs that they may slip against each

other, or

(b) a log is not held in place by contact with other logs or by the bunks, bolsters or stakes.

34. Short wood loaded crosswise

(1) This section and sections 35 to 37 apply to short wood loaded crosswise on a frame, rail or

flatbed vehicle other than a pole trailer.

(2) The end of a log in the lower layer of short wood shall not extend more than 1/3 of the log’s

total length beyond the nearest supporting structure on the vehicle.

35. One stack of short wood loaded crosswise

(1) Despite section 22, where only one stack of short wood is loaded crosswise, the stack shall be

secured by at least 2 tiedowns arranged as follows:

(a) The tiedowns shall attach to the vehicle frame at the front and rear of the load, and shall cross

the load lengthwise;

(b) The tiedowns shall be positioned at approximately one-third and two-thirds of the length of

the logs;

(2) A vehicle built on or after January 1, 2010 shall be equipped with a device that maintains a

tension not less than 900 kg at all times, and automatically takes up slack in the tiedown as the

logs settle.

36. Two stacks of short wood loaded crosswise

(1) Despite section 22, where two stacks of short wood are loaded crosswise and side-by-side on

a vehicle, they shall be loaded so that

(a) there is no space between the 2 stacks,


(b) the outside of each stack is raised by a piece of metal at least 25 millimeters high within 10

centimeters of the end of the logs or the side of the vehicle and causes the load to lean toward the

center to the vehicle,

(c) the highest log is not more than 2.44 meters above the deck, and

(d) at least one tiedown used lengthwise across each stack shall

(i) be located approximately midway between the bunks or stakes, and

(ii) attach to the vehicle frame at the front and rear of the load.

(2) A vehicle built on or after January 1, 2010 shall be equipped with a device that maintains a

tension not less than 900 kg at all times, and automatically takes up slack in the tiedown as the

logs settle.

37. Long vehicles carrying short wood loaded crosswise (1) A vehicle with a cargo carrying surface that is more than 10 meters long transporting short

wood loaded crosswise shall have center stakes, or comparable structures, that divide its length

into two approximately equal sections.

(2) Where the vehicle is divided by center stakes, each tiedown shall

(a) secure the highest log on each side of the center stake, and

(b) be fastened below that highest log.

(3) Where the vehicle is divided by center stakes, each tiedown shall

(a) be fixed at each end and tensioned from the middle,

(b) be fixed in the middle and tensioned from each end, or

(c) pass through a pulley or similar device in the middle of the tiedown and be tensioned from

one end.

(4) Where a stake or other structure on a vehicle transporting short wood loaded crosswise is

subjected to an upward force when the tiedowns are tightened, the stake or other structure shall be

anchored to resist that force.

38. Short wood loaded lengthwise (1) Despite section 22, each stack of short wood loaded lengthwise on a frame vehicle or flatbed

vehicle, other than a pole trailer, shall be secured to the vehicle by 2 or more tiedowns.

(2) Despite subsection (1), a stack of short wood loaded lengthwise on a frame vehicle or flatbed

vehicle, other than a pole trailer, shall be secured to the vehicle with a single tiedown located

approximately midway between the bunks or stakes where all the logs in the stack

(a) are shorter than 3.04 meters,

(b) are blocked in the front by a front end structure strong enough to restrain the cargo or by

another stack, and

(c) are blocked in the rear by another stack or the vehicle’s end structure.

(4) The aggregate working limit of tiedowns used to secure each stack shall be at least 1/6 of the

weight of the stack


39. Longwood loaded lengthwise (1) Despite section 22, a stack of long wood loaded lengthwise on a frame or flatbed vehicle,

other than a pole trailer, shall be secured to the vehicle by 2 or more tiedowns.

(2) The aggregate working limit of tiedowns used to secure each stack shall be at least 1/6 of the

weight of the stack

(3) The outside logs of a stack of long wood shall be secured by 2 or more tiedowns.

40. Pole trailers

(1) This section applies to logs, regardless of the length of individual logs, transported on pole

trailers.

(2) Despite section 22, the logs shall be secured by

(a) one or more tiedowns at each bunk, or

(b) two or more tiedowns used as wrappers that encircle the entire stack of logs at sufficient

locations along the stack to secure it effectively.

(3) Where wrappers are used on a stack of logs, the wrappers at the front and rear ends of the

stack shall be not less than 3.04 meters apart.

(4) Where the vehicle is transporting one or two logs with diameters greater than 0.6 meter, each

log shall be individually immobilized with chock blocks or an equally effective method that

prevents the logs from moving.

(5) Where a log with a diameter greater than 0.6 meter rises above the bunks, it shall be secured

to the underlying logs with at least 2 additional tiedowns used as wrappers.

Division 2 - Dressed Lumber

41. Application (1) This Division applies to the transportation of

(a) bundles of dressed lumber and packaged lumber, and

(b) unitized building products, including plywood, gypsum board or other materials of similar

shape.

(2) For the purpose of this Division, "bundle" means the material referred to in subsection (1), but

does not include building products loaded on pallets or packages of engineered wood products

such as beams or trusses.

(3) Dressed lumber and similar bundled building products being transported in enclosed trucks or

trailers can be secured

(a) in accordance with the requirements of this Division, or

(b) the general securement provisions of Part 1.


42. Side by side

Where bundles are placed side by side

(a) bundles shall be in direct contact with each other, or

(b) a method shall be used that prevents the bundles from moving towards each other.

43. Securement system for dressed lumber

Bundles carried in 2 or more layers shall be secured in accordance with one of sections 44, 45, 46

or 47

44. Bundles blocked against lateral movement by stakes

Bundles carried in 2 or more layers which are blocked against lateral movement by stakes on the

sides of the vehicle shall be secured by tiedowns laid out over the top layer, as outlined in the

provisions of section 22 of this Standard.

45. Bundles restrained from lateral movement by blocking or high

friction devices

Bundles carried in 2 or more layers which are restrained from lateral movement by blocking or

high friction devices between layers shall be secured by tiedowns laid out over the top tier, as

outlined in the provisions of section 22 of this Standard

46. Bundles placed directly on top of other bundles or on spacers of

adequate size and orientation

(1) Bundles carried in 2 or more layers placed directly on top of other bundles or on spacers of

adequate size and orientation, shall be secured by.

(a) tiedowns over the top layer of bundles, in accordance with provisions of section 22 of this

Standard, with a minimum of two tiedowns for bundle(s) longer than 1.52 meters, and

(b) tiedowns over the middle layer of bundles in accordance with the provisions of section 22 of

this Standard, for each stack of bundles higher than 1.85 meters composed of more than two

layers; and

(2) where spacers are used, then

(a) the length of spacers between bundles shall provide support to all pieces in the bottom row of

the bundle, and.

(b) the width of individual spacers shall be equal to or greater than the height, and

(c) spacers shall provide good interlayer friction, and

(d) where spacers are comprised of layers of material, the layers shall be unitized or fastened

together in a manner which ensures that the spacer performs as a single piece of material.


47. Layers of Bundles

Bundles carried in 2 or more layers shall be secured by tiedowns laid out over each layer of

bundles, in accordance with the provisions of section 22 of this Standard with a minimum of two

tiedowns over each top bundle(s) longer than 1.52 meters, in all other circumstances.


Division 3 - Metal Coils

48. Application This Division applies to a flatbed vehicle or a sided vehicle or intermodal container that is

transporting one or more metal coils that individually or grouped together have a total weight of 2

268 kilograms or more.

49. Coils transported with eyes vertical by a vehicle or an intermodal

container with anchor points

(1) This section applies to coils transported with the eyes vertical.

(2) Where a vehicle is transporting a single coil or several coils which are not grouped in a row,

each coil shall be secured by tiedowns arranged in a manner that prevents the coil from tipping

forward, rearward, or sideways. The securement system shall include:

(a) at least 1 tiedown attached diagonally from the left side of the vehicle near the forward-most

part of the coil, across the eye of the coil, to the right side of the vehicle near the rearmost part of

the coil,

(b) at least 1 tiedown attached diagonally from the right side of the vehicle near the forward-most

part of the coil, across the eye of the coil, to the left side of the vehicle near the rearmost part of

the coil,

(c) at least 1 tiedown attached across the eye of the coil, and

(d) blocking and bracing, friction mats or tiedowns that prevent the coil moving forward.

(3) Where a vehicle is transporting coils that are grouped and loaded side by side in a transverse

or lengthwise row, each row shall be secured by

(a) at least 1 tiedown against the front of the row, restraining against forward movement, and

where practical, making an angle of not more than 45 degrees with the deck when viewed from

the side,

(b) at least 1 tiedown against the rear of the row, restraining against rearward movement, and


the side,

(c) at least one tiedown over the top of each coil or each transverse row of coils, restraining

against vertical movement, and

(d) tiedowns shall be arranged to prevent shifting and tipping in the forward, rearward and lateral

directions.

(4) Subject to subsections (2) and (3) a tiedown going over the top of a coil shall be as close as

practical to the eye of the coil.


50. Coils transported with eyes crosswise by a vehicle or an

intermodal container with anchor points

(1) This section applies to coils transported with the eyes crosswise and to transverse rows of

coils loaded side by side and having approximately the same outside diameters.

(2) Each coil or transverse row of coils shall be immobilized with timbers, chocks or wedges, a

cradle or other device that

(a) prevents the coil from rolling,

(b) supports the coil off the deck, and

(c) is not capable of becoming unfastened or loose while the vehicle is on a highway.

(3) Where timbers, chocks or wedges are used to secure a coil, they shall be held in place by coil

bunks or similar devices to prevent the blocking device from coming loose.

(4) Each coil or transverse row of coils shall be secured with

(a) at least 1 tiedown through its eye, restricting against forward movement, and where practical,

making an angle of not more than 45 degrees with the deck when viewed from the side, and

(b) at least one tiedown through its eye, restricting against rearward movement, and where

practical, making an angle of not more than 45 degrees with the deck when viewed from the side.

(c) if coils are loaded to contact each other in the longitudinal direction and relative motion

between the coils and between coils and the vehicle is prevented by tiedowns

i. Only the foremost and rearmost coils or rows of coils must be immobilized per Section 50(2)

ii. A single tiedown restraining against forward motion may be used to secure any coil except the

rearmost one, which must be restrained against rearward motion

51. Coils transported with eyes lengthwise by a vehicle or an

intermodal container with anchor points

An individual metal coil transported with the eye lengthwise shall be secured in accordance with

one of sections 52, 53 or 54.

52. (1) Each coil shall be immobilized by timbers, chocks or wedges, a cradle or another method that






(3) Each coil shall be secured with

(a) at least 1 tiedown attached diagonally through its eye from the left side of the vehicle near the

forward-most part of the coil, to the right side of the vehicle near the rearmost part of the coil,

making an angle of not more than 45 degrees, where practical, with the deck when viewed from

the side,

(b) at least 1 tiedown attached diagonally through its eye, from the right side of the vehicle near

the forward-most part of the coil, to the left side of the vehicle near the rearmost part of the coil,


making an angle of not more than 45 degrees, where practical, with the deck when viewed from

the side,

(c) at least 1 tiedown attached across the top of the coil, and

(d) blocking or friction mats to prevent a coil from moving lengthwise.

53 (1) Each coil shall be immobilized by timbers, chocks or wedges, a cradle or another method that






(3) Each coil shall be secured with

(a) at least 1 tiedown attached straight through its eye from the left side of the vehicle near the

forward-most part of the coil, to the left side of the vehicle near the rearmost part of the coil and,


the side,

(b) at least 1 tiedown attached straight through its eye, from the right side of the vehicle near the

forward-most part of the coil, to the right side of the vehicle near the rearmost part of the coil and,


the side,

(c) at least 1 tiedown attached across the top of the coil, and

(d) blocking or friction mats to prevent the coil from moving lengthwise.

54 (1) Each coil shall be immobilized by timbers, chocks or wedges, a cradle or another method that






(3) Each coil shall be secured by

(a) at least 1 tiedown over the top of the coil, located near the forward-most part of the coil,

(b) at least 1 tiedown over the top of the coil located near the rearmost part of the coil, and

(c) blocking or friction mats to prevent the coil from moving lengthwise.

55. Rows of Coils with Eyes Lengthwise (1) This section applies to the transportation of transverse rows of metal coils with eyes

lengthwise and with approximately equal outside diameters.

(2) A transverse row of coils shall be immobilized by timbers, chocks or wedges, a cradle or

another method that

(a) prevents the coils from rolling,

(b) supports the coils off the deck, and



(3) Where timbers, chocks or wedges are used to secure a row of coils, they shall be held in place

by coil bunks or similar devices to prevent the blocking device from coming loose.

(4) A transverse row of coils shall be secured by

(a) at least 1 tiedown over the top of each coil, located near the forward-most part of the coil,

(b) at least 1 tiedown over the top of each coil, located near the rearmost part of the coil, and

(c) blocking or friction mats to prevent each coil from moving lengthwise.

56. Prohibitions The use of nailed wood blocking or cleats as the sole means to secure timbers, chocks or wedges,

or a nailed wood cradle is prohibited when metal coils are transported with eyes lengthwise or

eyes crosswise by a vehicle or an intermodal container with anchor points.

57 When coils are transported with eyes crosswise, attaching tiedowns diagonally through the eye of

a coil to form an X pattern when viewed from above the vehicle is prohibited.

Securement of Coils Transported in a Sided Vehicle or Intermodal Container without Anchor

Points

58

Metal coils shall be secured in a manner to prevent shifting and tipping using a system of

blocking and bracing, friction mats, tiedowns, or a combination of these.

Division 4 - Paper Rolls

59. Application

(1) This Division applies to the transportation of paper rolls which individually or together weigh

2 268 kilograms or more.

(2) Paper rolls may be secured in accordance with this Division where:

(a) the total weight is less than 2 268 kilograms, and

(b) a single or several paper rolls are unitized on a pallet.

60. Friction mats

A friction mat used to provide the principal securement for a paper roll shall protrude from

beneath the roll in the direction in which it is providing that securement.

61. Chocks, wedges and blocking

Chocks, wedges or blocking used to secure paper rolls shall not shift or become unfastened while

the vehicle is on a highway.


62. Banding

Where paper rolls are banded together,

(a) the rolls shall be placed tightly against each other to form a stable group,

(b) the banding shall be applied tightly and remain so, and

(c) the banding shall be secured so that it cannot fall off the rolls or to the deck.

63. Single layer of paper rolls transported eyes vertical in a sided

vehicle

(1) This section applies to paper rolls that are transported with the eyes vertical in a single layer

in a sided vehicle.

(2) The paper rolls shall be placed tightly against the front and both side walls of the vehicle,

other paper rolls or other cargo.

(3) Where there are not enough paper rolls in a group of paper rolls to reach the walls of the

vehicle, void fillers, blocking, bracing, tiedowns or friction mats shall be used to prevent the rolls

moving sideways.

(4) Paper rolls may be banded together.

(5) Rearward movement shall be prevented by blocking, bracing, tiedowns or friction mats or by

banding to other rolls.

(6) A paper roll shall be prevented from tipping or falling sideways or rearwards by banding it to

other rolls or by using bracing or tiedowns where

(a) the vehicle’s structure or other cargo does not prevent the roll from tipping or falling sideways

or rearwards, and

(b) the width of the roll is more than 2 times its diameter.

(7) A single paper roll or the forward most roll in a group of paper rolls shall be prevented from

tipping or falling forward by banding it to other rolls or by using bracing or tiedowns where

(a) the vehicle’s structure or other cargo does not prevent the roll from tipping or falling forward,

(b) the roll is restrained against moving forward only by friction mats, and

(c) the width of the roll is more than 1.75 times its diameter.

(8) A single paper roll or the forward most roll in a group of paper rolls shall be prevented from

tipping or falling forward by banding it to other rolls or by using bracing or tiedowns where

(a) the vehicle’s structure or other cargo does not prevent the roll from tipping or falling forward,

and

(b) the roll is not restrained against moving forward by friction mats, and

(c) the width of the roll is more than 1.25 times its diameter

64. Split cargo of paper rolls transported with eyes vertical in a sided

vehicle

(1) This section applies to split cargo of paper rolls transported with the eyes vertical in a sided

vehicle


(2) Where a paper roll in a split cargo of paper rolls transported with the eyes vertical in a sided

vehicle is not prevented from moving forward by the vehicle’s structure or other cargo, it shall be

prevented from moving forward

(a) by filling the open space, or

(b) by using blocking, bracing, tiedowns, friction mats as described in Section 63, or

(c) by using a combination of the methods in clauses (a) and (b).

65. Stacked cargo of paper rolls transported with eyes vertical in a

sided vehicle

(1) This section applies to stacked cargo of paper rolls transported with the eyes vertical in a

sided vehicle.

(2) Section 63 applies to the bottom layer in a stacked cargo of paper rolls.

(3) Paper rolls shall not be loaded on top of another layer unless the layer beneath extends to the

front of the vehicle.

(4) Paper rolls in the 2nd and subsequent layers shall be prevented from moving forward,

rearward or sideways

(a) in accordance with section 63, or

(b) by using a blocking roll from a lower layer.

(5) A blocking roll used to prevent forward, rearward or sideways movement shall be

(a) at least 38 millimeters taller than other rolls, or

(b) raised at least 38 millimeters using dunnage or another method.

(6) Despite subsection (5), a roll at the rear end of a layer of rolls shall not be raised using

dunnage.

66. Single layer of paper rolls transported eyes crosswise in a sided

vehicle

(1) This section applies to a single layer of paper rolls transported with the eyes crosswise in a

sided vehicle.

(2) The paper rolls shall be prevented from rolling or moving lengthwise

(a) by contact with the vehicle’s structure or other cargo, or

(b) by chocks, wedges, blocking, bracing or tiedowns.

(3) Void fillers, blocking, bracing, friction mats or tiedowns shall be used to prevent a paper roll

or group of rolls from moving sideways towards the side walls of the vehicle

(a) where the total void space between the ends of a paper roll and the walls of the vehicle is

more than 203 millimeters, or

(b) where the total void space in a row of paper rolls between the vehicle walls is more than 203

millimeters


67. Rear doors

A vehicle transporting paper rolls with the eyes crosswise shall not use the rear doors of the

vehicle

(a) to secure the rearmost paper roll or layer of paper rolls, or

(b) to hold blocking that secures the rearmost paper roll or layer of paper rolls.

68. Stacked cargo of paper rolls transported eyes crosswise in a sided

vehicle

(1) This section applies to stacked cargo of paper rolls transported in a sided vehicle with the eyes

crosswise.


(3) Paper rolls shall not be loaded in a 2nd layer unless the bottom layer extends to the front of

the vehicle.

(4) Paper rolls shall not be loaded in a 3rd or higher layer unless all the cylinder wells in the layer

beneath are filled.

(5) The foremost paper roll in each upper layer and a roll with an empty cylinder well in front of

it shall be secured against moving forward by

(a) banding it to other paper rolls, or

(b) blocking against a secured eye-vertical blocking roll resting on the deck that is at least 1.5

times taller than the diameter of the roll being blocked, or

(c) placing it in a cylinder well formed by 2 paper rolls on the lower layer with a diameter equal

to or greater than that of the paper roll on the upper layer.

(6) The rearmost paper roll in each upper layer shall be secured by banding it to other paper rolls

where it is located in either of the last 2 cylinder wells formed by the rearmost paper rolls in the

layer below.

(7) Void fillers, blocking, bracing, friction mats or tiedowns shall be used to prevent a paper roll

or group of rolls from moving sideways towards the side walls of the vehicle

(a) where the total void space between the ends of a paper roll and the walls of the vehicle is

more than 203 millimeters, or

(b) where the total void space in a row of paper rolls between the vehicle walls is more than 203

millimeters

69. Single layer of paper rolls transported eyes lengthwise in a sided

vehicle

(1) This section applies to paper rolls transported in a sided vehicle in a single layer with the eyes

lengthwise.

(2) A paper roll shall be prevented from moving forward by contact with the vehicle’s structure

or other cargo or by blocking or tiedowns.


(3) A paper roll shall be prevented from moving rearward by contact with other cargo or by

blocking, friction mats, tiedowns or cradles with friction mats applied between the roll and the

cradle and between the cradle and the floor.

(4) A paper roll shall be prevented from rolling or moving sideways by contact with the vehicle’s

wall or other cargo or by chocks, wedges, cradles or other blocking mechanism.

(5) Cradles used to support and restrain paper rolls must be secured against movement by using

chocks, wedges and blocking, or friction mats.

(a) The width of a cradle(s) used to support a roll must be:

(i) at least ½ times the height of the roll, as measured from the lowest point on the roll, or

(ii) the roll must be attached to the cradle with bands or straps.

(b) When used to secure cargo in the lateral direction, each cradle:

(i) must contact at least 1/8 of the roll’s perimeter, or

(ii) must be attached to the roll with bands or straps.

70. Stacked cargo of paper rolls transported eyes lengthwise in a

sided vehicle

(1) This section applies to stacked cargo of paper rolls transported with the eyes lengthwise in a

sided vehicle


(3) Paper rolls shall not be loaded in a higher layer unless all the cylinder wells in the layer

beneath are filled.

(4) An upper layer of paper rolls shall be formed by placing the paper rolls in the cylinder wells

formed by the rolls beneath.

(5) Paper rolls in the 2nd and higher layers shall be prevented from moving forward or rearward

(a) in accordance with section 69, or

(b) by using a blocking roll from a lower layer, or

(c) by banding them to other rolls.

71. Cargo of Paper rolls transported with eyes vertical or with eyes

lengthwise on a flatbed vehicle or in a curtain sided vehicle

(1) This section applies to cargo of paper rolls transported with the eyes vertical or with eyes

lengthwise on a flatbed vehicle or in a curtain sided vehicle

(2) The paper rolls shall be loaded and secured as described for a sided vehicle, and the entire

load shall be secured by tiedowns in accordance with the provisions of section 22 of this

Standard.

(3) Stacked loads of paper rolls with eyes vertical are prohibited.


72. Cargo of Paper rolls transported with eyes crosswise on a flatbed

vehicle or in a curtain sided vehicle

(1) This section applies to cargo of paper rolls transported with the eyes crosswise on a flatbed

vehicle or in a curtain sided vehicle

(2) The paper rolls shall be prevented from rolling or shifting longitudinally by contact with

vehicle structure or other cargo, by chocks, by wedges, by blocking and bracing of adequate size,

or by tiedowns.

(3) When used, chocks, wedges or blocking must be held securely in place by some means in

addition to friction so that they cannot become unfastened or loose while the vehicle is on a

highway.

(4) Tiedowns shall be used in accordance with the provisions of section 22 of this Standard to

prevent lateral movement.

Division 5 -Concrete Pipe

73. Application (1) This Division applies to the transportation of concrete pipes loaded transversely on a flatbed

vehicle

(2) This Division does not apply to

(a) unitized concrete pipes that has no tendency to roll, or

(b) concrete pipe loaded in a sided vehicle.

(3) Section 22 does not apply to the transportation of concrete pipes to which this Division

applies.

74. Tiedowns A transverse tiedown running through a pipe in an upper layer or over lengthwise tiedowns is

considered to secure all the concrete pipe in a lower layer on which that tiedown causes pressure.

75. Blocking

(1) The blocking used to secure a pipe shall comply with this section.

(2) Blocking shall be placed symmetrically about the center of the pipe

(3) Where one piece of blocking is used it shall extend to at least ½ the distance from the center

to each end of the pipe.

(4) Where two pieces of blocking are used they shall be placed near each end of the pipe

(5) Blocking shall be placed firmly against a pipe and shall be secured to prevent it moving out

from under the pipe


(6) Timber blocking shall have a minimum dimension of at least 8.9 centimeters by 14

centimeters

76. Multi-sized pipe

Where the pipes to be transported on a vehicle have different diameters,

(a) pipes with the same diameter shall be grouped together, and

(b) each group shall be secured separately.

77. Arranging layers

(1) This section applies to pipe arranged in layers on a vehicle.

(2) The bottom layer of pipes shall be arranged to cover the full length of the vehicle or, as a

partial layer with one or 2 groups.

(3) Pipe in an upper layer shall be placed only in the cylinder wells formed by adjacent pipes in

the layer beneath.

(4) A 3rd or higher layer of pipe shall not be formed unless all the cylinder wells in the layer

beneath are filled with pipe.

(5) The top layer shall be arranged as a complete layer or, as a partial layer in one or 2 groups.

78. Bell Pipe

(1) Bell pipe shall be loaded on at least 2 lengthwise spacers of sufficient height so that the bell is

clear of the deck.

(2) Bell pipes loaded in a single layer shall have the bells alternating on opposite sides of the

vehicle.

(3) The ends of consecutive bell pipes shall be

(a) staggered, where possible, within the allowable width, or

(b) aligned.

(4) Stacked bell pipes shall have all the bells of the bottom layer on the same side of the vehicle.

(5) Stacked bell pipes shall be loaded with bells on the opposite side of the vehicle to the bells of

the pipe in the layer beneath.

(6) Where the second layer of stacked bell pipes is not complete, the bells of the pipes in the

bottom layer that do not support a pipe above shall alternate on opposite sides of the vehicle.

79. Single layer or Bottom layer, small pipe

(1) This section applies to small pipes arranged in a single layer or in the bottom layer of stacked

pipes.


(2) The front and the rear pipes of each group of pipes arranged in a single layer or in bottom

layer shall be immobilized lengthwise at each end by blocking, vehicle end structure, stakes, a

locked pipe unloader or other equivalent means.

(3) Pipe that is not at the end of a group of pipes arranged in a single layer or in a bottom layer

may be held in place by blocks, wedges or both.

(4) A pipe in a single layer or in the bottom layer shall be held firmly in contact with the adjacent

pipe by tiedowns running through the front and rear pipes of a group of pipes:

(a) One or more tiedowns running through the front pipe of each group of pipes arranged in a

single layer or in a bottom layer shall run rearward at an angle, where practical, of not more than

45 degrees with the horizontal, and

(b) One or more tiedowns running through the rear pipe of each group of pipes arranged in a

single layer or in a bottom layer shall run forward at an angle, where practical, of not more than

45 degrees with the horizontal.

80. Tiedowns for securing layers of small concrete pipes

(1) This section applies to all cargo of small pipes.

(2) Each pipe shall be secured with a tiedown running through it, or

(3) Where each pipe is not secured individually with a tiedown

(a) one 1.27 centimeter (1/2 inch) diameter chain or wire rope or two 0.95 centimeter (3/8 inch)

diameter chains or wire ropes shall be placed lengthwise over the group of pipes, and

(b) one transverse tiedown shall be used for every 3.04 meters of cargo length.

(4) The transverse tiedowns referred to in subsection (3) shall be placed

(a) through a pipe on the top layer, or

(b) over the lengthwise tiedown between 2 pipes on the top layer.

81. Top layer, small pipes

(1) This section applies to small pipes in the top layer of stacked pipes.

(2) Where the first pipe of a group in the top layer is not placed in the first cylinder well formed

by the pipes at the front of the layer beneath, it shall be secured by an additional tiedown that

(a) runs rearward at an angle, where practical, of not more than 45 degrees to the horizontal, and

(b) passes through the front pipe of the upper layer or outside before the front pipe of the upper

layer and over the lengthwise tiedown

(3) Where the last pipe of a group in the top layer is not placed in the last cylinder well formed by

the pipes at the rear of the layer beneath, it shall be secured by an additional tiedown that

(a) runs forward at an angle, where practical, of not more than 45 degrees to the horizontal, and

(b) passes through the rear pipe of the upper layer or outside after the rear pipe of the upper layer

and over the lengthwise tiedown.


82. Large pipes

(1) This section applies to the transportation of large pipe.

(2) The front pipe and the rear pipe in a group of pipes transported on a vehicle shall be

immobilized by blocking, wedges, vehicle end structure, stakes, locked pipe unloader or other

equivalent means

(3) Each pipe in the front half of the group of pipes, including the middle one where there is an

odd number, shall have at least one tiedown that passes through the pipe

(a) running rearward at an angle, where practical, of not more than 45 degrees with the horizontal,

and

(b) holding the pipe firmly in contact with an adjacent pipe.

(4) Each pipe in the rear half of the group of pipes, shall have at least one tiedown that passes

through the pipe

(a) running forward at an angle, where practical, of not more than 45 degrees with the horizontal,

and

(b) holding the pipe firmly in contact with an adjacent pipe.

(5) Where the front pipe in a group of pipes is not in contact with the vehicle’s end structure,

stakes or other equivalent means, it shall be secured by at least 2 tiedowns positioned in

accordance with subsections (3).

(6) Where the rear pipe in a group of pipes is not in contact with the vehicle’s end structure,

stakes, a locked pipe unloader, or other equivalent means, it shall be secured by at least 2

tiedowns positioned in accordance with subsections (4).

(7) Where the vehicle is transporting a single pipe, or several pipes that do not touch each other, a

pipe shall be secured under this section as where it were the front or rear pipe in a group of pipes.

Division 6 - Intermodal Containers

83. Application This Division applies to the transportation of intermodal containers.

84. Intermodal container transported on Container chassis vehicle

(1) This section applies to the transportation of an intermodal container on a container chassis

vehicle.

(2) Despite section 22, an intermodal container shall be secured to the container chassis with

integral locking devices.

(3) The integral locking devices used shall restrain each lower corner of the intermodal container.

(4) The front and the rear of the intermodal container shall be independently secured.


85. Loaded intermodal container transported on other vehicles

(1) This section applies to the transportation of a loaded intermodal container on a vehicle that is

not a container chassis vehicle.

(2) All the lower corners of a loaded intermodal container shall

(a) rest on the vehicle, or

(b) be supported by a structure

(i) capable of bearing the weight of the container, and

(ii) independently secured to the vehicle.

(3) Despite section 22, an intermodal container shall be secured to the vehicle by either or both

(a) chains, wire ropes or integral locking devices that are fixed to all the lower corners,

(b) crossed chains that are fixed to all the upper corners.

(4) The front and the rear of the intermodal container shall be independently secured.

86. Empty intermodal container transported on other vehicles

(1) This section applies to the transportation of an empty intermodal container by a vehicle other

than a container chassis vehicle.

(2) All the lower corners of an empty intermodal container shall

(a) rest on the vehicle, or

(b) be supported by a structure

(i) capable of bearing the weight of the container, and

(ii) independently secured to the vehicle.

(3) An empty intermodal container is not required to comply with subsection (2) where

(a) the container is balanced, positioned and stable on the vehicle before tiedowns or other

securing devices are attached, and

(b) the container does not overhang either the front or rear of the vehicle by more than 1.5 meters

(4) An empty intermodal container shall not interfere with the vehicle’s manoeuvrability.

(5) An empty intermodal container shall be secured against moving sideways, lengthwise or

vertically in accordance with:

a) the provisions of section 85(3) and 85(4) of this Standard, or

b) the provisions of section 22 of this Standard.

Division 7 - Vehicles as Cargo


87. Application

(1) This Division applies to the transportation of light vehicles, heavy vehicles and flattened or

crushed light vehicles.

88. Light vehicles

(1) Light vehicles shall be secured in accordance with this section.

(2) Despite section 22, a light vehicle shall be restrained at both the front and rear from moving

sideways, forward, rearward and vertically using a minimum of 2 tiedowns.

(3) Tiedowns that are designed to attach to the structure of a light vehicle shall be attached to the

mounting points on the vehicle that are specifically designed for that purpose.

(4) Tiedowns that are designed to fit over or around the wheels of a light vehicle shall restrain the

vehicle from moving sideways, forward, rearward and vertically.

(5) Despite section 20, edge protectors are not required for synthetic webbing at points where the

webbing comes into contact with the tires of the light vehicle.

(6) It is prohibited to transport stacks of light vehicles.

89. Heavy vehicles

(1) Heavy vehicles shall be transported in accordance with this section.

(2) Accessory equipment on a heavy vehicle, including a hydraulic shovel, shall be completely

lowered and secured to the vehicle unless:

(a) the accessory equipment can only move vertically;

(b) accessory equipment that can pivot, tilt or move sideways is blocked or immobilized by the

transporting vehicle’s structure or by a blocking or securement mechanism built into the

transported vehicle.

(3) Articulated vehicles shall be restrained in a manner that prevents articulation while the vehicle

is on a highway.

(4) Despite section 22, a heavy vehicle with crawler tracks or wheels shall be restrained against

moving sideways, forward, rearward and vertically by at least 4 tiedowns,

(a) each with a working load limit of at least 2 268 kilograms, and

(b) each attached, as close as practical, at the front and rear of the vehicle or to mounting points

on the vehicle that are specifically designed for that purpose.

90. Flattened or crushed light vehicles

Flattened or crushed light vehicles shall be secured in accordance with the sections 91, 92 and 93.


91. Prohibition

(1) Synthetic webbing shall not be used to secure flattened or crushed light vehicles

(2) Despite Section 91(1) synthetic webbing may be used to connect wire rope or chain to anchor

points on the transporting vehicle where the webbing is no more than 15 cm above the deck of the

vehicle and must not come in contact with the flattened or crushed vehicles.

92. Securement system for immobilizing stacks of flattened or

crushed vehicles

(1) Flattened or crushed light vehicles shall be transported with vehicles which.

(a) have containment walls or comparable structures on 4 sides that

(i) extend to the full height of the cargo, and

(ii) prevent the cargo moving forward, rearward and sideways, or

(b) have containment walls or comparable structures on 3 sides that


(ii) prevent the cargo moving forward, rearward and to one side, and

(iii) have 2 or more tiedowns per stack of flattened or crushed vehicles, or

(c) have containment walls or comparable structures on the front and rear that


(ii) prevent the cargo moving forward and rearward, and

(iii) have 3 or more tiedowns per stack of flattened or crushed vehicles, or

(d) have 4 or more tiedowns per stack of flattened or crushed vehicles.

(2) Each tiedown referred to in subsection 1 shall have a working load limit of 2 268 kilograms or

more.

93. Containment of Loose Parts

(1) A vehicle transporting flattened or crushed light vehicles shall have equipment that

(a) extends the full height of the cargo, and

(b) prevents any loose part of the load from falling from the vehicle.

(2) For the purposes of subsection (1), the equipment used to contain loose parts shall be

structural walls, floors, sides or sideboards or suitable covering material, alone or in combination.

Division 8 - Roll-on/roll-off and Hook Lift Containers

94. Application

This Division applies to the transportation of roll-on/roll-off containers and hook lift containers.


95. Replacement of Securing Devices

(1) Where a front stop or lifting device of a securement system on a vehicle that is not equipped

with an integral securement system is missing, damaged or not compatible with the securing

devices on a container, additional manually installed tiedowns shall be used to secure the

container to the vehicle.

(2) Where a front stop or lifting device of an integral securement system on a vehicle is missing,

damaged or not compatible with the securing devices on a container, the container shall be

secured to the vehicle using manually installed tiedowns.

(3) A manually installed tiedown shall provide the same level of securement as the missing,

damaged or incompatible component it replaces.

96. No integral securement system

(1) A roll-on/roll-off container or hook lift container transported by a vehicle that is not equipped

with an integral securement system

(a) shall be blocked against forward movement

(i) by the lifting device acting as a blocking structure, or

(ii) at least two stops located approximately the same distance from the longitudinal axis of the

container, or

(iii) a combination of (i) and (ii)

(b) shall be secured to the front of the vehicle

(i) by the lifting device, or

(ii) by another securing device which restrains against sideways and vertical movement, and

(c) shall be secured to the rear of the vehicle in accordance with at least one of the following:

(i) one tiedown attached to the vehicle chassis and to both sides of the container;

(ii) 2 tiedowns installed lengthwise, each securing one side of the container to one of the vehicle's

side rails;

(iii) 2 hooks, or equivalent mechanisms, securing both sides of the container to the vehicle chassis

at least as effectively as the tiedowns referred to in subclauses (i) and (ii).

(2) A device used to secure a roll-on/roll off or hook lift container to the rear of a vehicle that is

not equipped with an integral securement system

(a) shall be installed not more than 2 meters from the rear of the container, and

(b) all tiedowns shall have a working load limit of at least 2 268 kilograms.

(3) Sections 10(2) and 10(3) do not apply to this Division.

Division 9 - Boulders

97. Application (1) This Division applies to the transportation of boulders

(a) on a flatbed vehicle, or

(b) in a vehicle whose sides are not designed and rated to contain such a cargo.


(2) A piece of natural, irregularly shaped rock that weighs more than 100 kilograms but less than

5000 kilograms may be secured in accordance with this Division.

(3) A piece of natural, irregularly shaped rock of any size may be contained within a vehicle that

is designed to carry such a cargo.

(4) A piece of rock of any size that is artificially formed or cut into shape and has a stable base

for securement may be secured in accordance with this Division.

98. Positioning on vehicle

(1) A boulder shall be placed with its flattest or its largest side down

(2) A boulder shall be supported on at least 2 pieces of hardwood blocking

(a) with side dimensions of not less than 8.9 centimeters by 8.9 centimeters

(b) that extend the full width of the boulder,

(c) that are placed as symmetrically as possible under the boulder, and

(d) that support at least 3/4 of the length of the boulder.

(3) Where the flattest side of a boulder is rounded or partially rounded and the boulder may roll,

(a) the boulder shall be in a crib made of hardwood fixed to the deck,

(b) the boulder shall rest on both the deck and the crib, and

(c) the boulder shall have at least three well-separated points of contact with the crib and deck to

prevent the boulder from rolling in any direction.

(4) Where a boulder is tapered, the narrowest end shall point towards the front of the vehicle.

99. Tiedowns

(1) A tiedown used to secure a boulder shall be made of chain.

(2) A tiedown that touches a boulder

(a) shall, where possible, be located in valleys or notches across the top of the boulder, and

(b) shall be arranged so that it does not slide across the rock surface.

100. Number of tiedowns

(1) Despite section 22, each cubic shaped boulder shall be secured with 2 or more tiedowns

placed

(a) transversely across the vehicle, and

(b) as close as possible to the hardwood blocking.

(2) Despite section 22, each non-cubic shaped boulder with a stable base shall be secured with 2

or more tiedowns

(a) forming an "X" pattern over the boulder,

(b) passing over the center of the boulder, and

(c) attached to each other, where they intersect, by a shackle or other connecting device.

(3) Despite sections 10(2), 10(3) and 22, each non-cubic shaped boulder with unstable base shall

be secured with

(a) one tiedown surrounding the top of the boulder


(i) located at a point between 1/2 and 2/3 of the height of the boulder, and

(ii) having a working load limit of at least the half of the weight of the boulder, and

(b) 4 tiedowns, each

(i) attached to the surrounding tiedown and to the vehicle that prevent the boulder moving

horizontally, and

(ii) having a working load limit of at least 1/4 the weight of the boulder, and

(iii) shall be placed at an angle, where practical, of not more than 45 degrees from the horizontal.

Feedback is requested from the expert panel of NTRC beofre the phase two of this project is commenced.

Queries:

Automotive Design and Crashworthiness Research BIC OFFICE, 20, Street 19A, Main Commercial

Sector J, DHA Phase 2, Islamabad

[email protected]

www.adcr.com.pk

mailto:[email protected]


www.adcr.com.pk


[FIRST DRAFT] th November 2018 Geometric loading of... · 2019-01-03 · Engineer Ahmed Hafeez...

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