Objective: familiarization with the methodological recommendations for the application of the Uniform norms of time for loading and unloading vehicles, mastering the peculiarities of the methodology for determining the norms of time for mechanized and non-mechanized loading and unloading of various types of cargo.

Theoretical provisions. Methodical recommendations on the application of the time norms for the carriage of goods by road are established by the Uniform norms of time for the carriage of goods by road.

Uniform norms time for the carriage of goods by road are intended for the calculation of prices for services for the carriage of goods by road transport enterprises, rationing and remuneration of drivers.

These standards apply to the carriage of goods by almost all types of freight transport: flatbed trucks and general purpose vans, specialized vehicles - dump trucks, vans, tanks, refrigerators, container carriers, etc., as well as tractors with trailers and semi-trailers.

The development of the Unified Time Standards is based on:

· Technical calculations and photo-timing observations;

Technical characteristics of rolling stock road transport, loading and unloading machines and mechanisms, highways etc., as well as the results of the analysis of the organization of labor and measures to improve it. Uniform norms of time have been developed taking into account:

· Rational organization of cargo transportation and production of loading and unloading operations;

· Use of mechanization means: excavators with different bucket capacities, automobile, bridge, portal, gantry cranes, loaders (automobile, battery and tractor), conveyors, mechanical shovels and other loading and unloading machines and mechanisms;

· Features of the transported goods - the type of their packaging, specific gravity, physical condition, etc.;

· Maximum use of the carrying capacity and cargo capacity of the rolling stock of road transport and containers;

· Various road conditions car operation;

· Compliance with the Rules road traffic, Safety Rules and Regulations technical exploitation rolling stock of road transport.

Uniform norms of time provide for a rational organization of the transport process, which ensures:

Reduction of excess time spent on idle time of vehicles for loading and unloading goods due to: expanding the front of loading and unloading operations and the use of their complex mechanization; drawing up and strict adherence to schedules for the delivery and operation of cars; the creation of access roads and areas for maneuvering vehicles, especially vehicles with trailers, tractors with several trailers or semi-trailers; preliminary preparation of goods, etc.

Rational stowage of goods, the use of removable boards, etc., allowing the maximum use of the carrying capacity and capacity of the rolling stock.

Correct placement of loads in the body, contributing to an even distribution of the weight load on undercarriage vehicle and facilitate its management.

Optimal modes of movement of vehicles (road trains) on the relevant sections of the path, taking into account the state of the road surface, visibility, traffic intensity and other factors, with strict observance of the Rules of the road, as well as the knowledge of the main technical characteristics and operating rules different brands rolling stock of road transport for the transportation of relevant goods. Transportation of goods should be carried out along rationally constructed routes, taking into account the shortest distances, modes of movement on each section of the path, ensuring the loading of cars in both directions.

Consolidation of the mode of operation of vehicles due to the organization of the brigade method of work of drivers.

Uniform norms of time are established:

· In case of idle time of vehicles under loading and unloading of 1st class cargo (except for containers, as well as bulk and dusty cargo in tank trucks that do not have a class) - by one ton; for containers for one container; for liquid and dusty cargo in tank trucks - for the full operational volume of the tank;

· When transporting goods of the 1st class - by one ton-kilometer. For cargoes of 1, 2, 3 and 4 classes, the time norms are applied with the correction factors given in Table 1:

Table # 1.

Note 1. Correction factors are calculated based on the correction factor for the use of the vehicle's carrying capacity in accordance with table No. 2:

Table 2.

The classes of goods for transportation by vehicles with standard flatbed and dump bodies are determined in accordance with the nomenclature and classification of goods. When transporting goods on vehicles with standard flatbed and tipper bodies that are not provided for in the attached nomenclature and classification, as well as various goods on specialized vehicles (with special platforms), in vans, livestock trucks, tanks, etc., the correction factors are determined based on the average the actual utilization factor of the carrying capacity of an onboard or specialized vehicle, provided that its body is fully loaded according to the permissible size (volume).

Note 2. The correction factor is determined by dividing the unit by the capacity utilization factor.

In the same order, correction factors for loads of the 4th class are determined, ensuring the utilization factor of the vehicle's carrying capacity below 0.5 when the vehicle is fully loaded with increased sides according to the permissible size (volume).

Note 3. The time rates indicated in tables 3 and 4 in this practical work are increased:

a) by 10%, if the loading or unloading of goods is carried out from van type vehicles;

b) by 25% - when loading and unloading industrial and food goods requiring special care (glass, porcelain and earthenware, different liquids in glass containers, musical instruments, televisions, radio goods, devices, furniture), as well as small-piece goods transported in bulk or in small packaging and requiring recounting (underwear, shoes, hats, clothing, haberdashery, knitwear, various fabrics, stationery, books, toys, meat and meat products, dairy products).

For loading and unloading bulky and heavy cargoes requiring special devices for their fastening, the time norms are established depending on the specific conditions by agreement of the parties.

When delivering vehicles to several sections of warehouses or separate warehouses by mutual agreement of the parties signing an agreement for the centralized delivery (export) of goods, average complex standards of idle time for a car (road train) under loading or unloading and performing additional operations can be established, taking into account the established norms and the actual number of additional operations performed.

The idle time of a car (road train) for loading or unloading is calculated from the moment the car (road train) is delivered to the place of loading or unloading and the driver presents transport documents for the carriage of goods until the end of loading or unloading and the delivery of duly executed transport documents to the driver.

The time norms specified in Tables 3 and 4 include the time required for loading (unloading) cargo with a toe or carrying of cargo, for maneuvering a car (road train), tying and untiing cargo, covering the cargo with a tarpaulin and removing the tarpaulin, opening and closing the sides (doors) of a car and trailers, as well as paperwork for the import (export) of goods.

Employees of road transport companies involved in organizing transportation, as well as those who are responsible for organizing the work of drivers, need to take into account the Interindustry norms of time for loading and unloading wagons when calculating the time for transportation, vehicles and warehouse work.

The time numbers presented in tables 3 and 4 contain data on the loading and unloading of wagons, vehicles and warehouse work performed mechanically, as well as manually without using or using the simplest devices for the following categories of goods: packaged and piece goods, meat, bakery products, heavy cargo, metals and metal products, timber, refractory cargo, bulk, grain and others.

The specified time standards provide for the following options for loading and unloading operations:

· Railway rolling stock - warehouse, warehouse - railway rolling stock;

· Railway rolling stock - motor transport, motor transport - railway rolling stock;

· Railway rolling stock - railway rolling stock;

· Motor transport - warehouse, warehouse - motor transport.

Table No. 3. Time norms for mechanized loading and unloading of vehicles (road trains) (in minutes)

Note 4. Mechanized loading or unloading is considered when the load is placed in the car body or removed from the car body by hoisting-and-transport vehicles.

Table 4. Time norms for non-mechanized loading and unloading of vehicles (in minutes)

Note 5. Non-mechanized loading (unloading) is considered when the load is placed in the car body or removed from the car body by hand.

The procedure for determining the time for loading and unloading goods.

1. Determine the full load of the car:

where is the carrying capacity of the vehicle, t;

Load factor, determined taking into account the utilization factor of the carrying capacity:

, (2)

2. In accordance with Table 1, we determine the correction factor k p to the total time spent on loading or unloading goods.

3. Taking into account the obtained value of the full load of the vehicle according to tables 3 and 4 and in accordance with the conditions of loading and unloading, determine the time spent loading and unloading operations performed from vehicles of the required carrying capacity.

4. The required number of vehicles for the delivery of cargo:

, (3)

where is the average daily cargo transportation by one car, t;

, (4)

where is the number of days required for the carriage of goods, days.

5. Average daily number of trips by road during the carriage of goods:

, (5)

where is the total number of trips by road for the carriage of goods.

An example of performing the calculation for practical work No. 1.

Exercise. Determine the required number of vehicles and the total time spent on the transportation of the 3rd class cargo (400 pieces of TVs), which requires special care during mechanized loading and non-mechanized unloading, at a distance of 56 km by a van, with a carrying capacity of 6 tons and a useful volume of a van of 12 m3.

1. Initially, we set the full load of the car in accordance with expression (1) and taking into account the correction factor k gr (2), we obtain:

t (6)

2. The total time spent on the delivery of the entire cargo is determined in accordance with the expression:

where T pog is the time spent on mechanized loading of one vehicle, determined taking into account the value of the correction factor, k p = 1.66 for the 3rd class of cargo and taking into account note 3 with the time correction for table 3, hours:

where T m pog - the time of mechanized loading, determined according to table 3, T m pog = 20 min = 0.3 hours;

T lane - the time spent during one trip by the car at a given distance, hour, is determined from the expression, while taking the average speed of the car equal to 60 km / h:

hour (9)

where T times is the time spent on non-mechanized unloading of one car, determined taking into account the value of the correction factor, k p = 1.66 for the 3rd class of cargo and taking into account note 3 with the time correction for table 4, hours:

where T nm times is the time of non-mechanized unloading, determined according to table 4, T nm times = 28 min = 0.47 hours

3. Taking into account expressions (3), (4) and (5), we find the required number of vehicles for the delivery of cargo. In this case, we take the total number of trips by road for the carriage of goods equal to 2, and the number of days required for the carriage of goods equal to 3 days. Having accepted these conditions, we get:

(11)

We accept the number of vehicles for the carriage of goods equal to 2.

4. Substituting the obtained values ​​when calculating expressions (8), (9), (10) and (11) into expression (7), we obtain the total time spent on the delivery of the entire cargo:

Table 5.

Options for tasks to complete independent work students

Option number

Loading

Unloading

Cargo class

Russ-e, km

Cargo, t

Av-la type

Special requirements

Volume, cubic meters

Speed, km / h

Number of days

Number of trips

fur-i

nonmech-i

fur-i

nonmech-i

+

+

1,4

van

+

+

+

2,0

-

-

+

+

2,5

van

+

+

+

4,0

-

-

+

+

4,2

van

+

+

+

5,2

-

-

+

+

6,0

van

+

+

+

6,5

-

-

+

+

8,0

van

+

+

+

8,4

-

-

+

+

10,0

van

+

+

+

12,0

-

-

+

+

16,0

van

+

+

+

20,0

-

-

+

+

25,0

van

+

+

+

30,0

-

-

Practical work No. 2

Cereal flour and any technical

Bunker

Standards of downtime of flatbed vehicles when loading and unloading bulk cargoes by a mechanized method (min.per 1 ton)

Shipping Name	Way	Carrying capacity of onboard vehicles, t
loading	unloading	Over 1.5 to 3.0	Over 3 to 5	Over 5 to 7	Over 7 to 10	Over 10 to 15	Over 15 to 20
Fertilizers, manure, etc.	Excavator up to 1 cubic meter m	Scrapers, nets
Excavator from 1 to 3 cubic meters. m	Scrapers, nets
Cereals (rye, barley, wheat, etc.)	Bunker, grain loader, conveyor	Truck unloader
Vegetables (potatoes, beets, etc.)	From the bunker of the combine, by the loader	Car unloader

Standards of downtime of on-board vehicles during loading and unloading by cranes, forklifts and other similar mechanisms of packed and unpacked goods that do not require special devices for securing them (min.)

	Weight of load with simultaneous lifting of the mechanism, t
	Up to 1.0	Over 1.0 to 3.0	Over 3.0 TO 5.0	Over 5.0
Over 1.5 to 3.0
Over 3.0 to 5.0
Over 5.0 to 7.0
Over 7.0 to 10.0
Over 10.0 to 15.0
Over 15.0 to 20.0
Over 20.0

Standards of downtime of flatbed vehicles for loading and unloading cargo in packages in a mechanized way and piece rates (min.per 1 ton)

Car carrying capacity

Pallets with gross weight, t

gantry, bridge and other cranes

auto and electric forklifts

Standards of idle time for tank cars when loading and unloading liquid cargo

Operational volume of the tank, cubic meters m, thousand l
By gravity	By means of a pump	Filling with a pump, draining by gravity, and vice versa
	dark petroleum products	food and light oil products	dark oil product	food and light oil products	dark petroleum products
Up to 1.5
Over 1.5 to 3.0
Over 3.0 to 5.0
Over 5.0 to 7.0
Over 7.0 to 10.0
Over 10.0 to 15.0
Over 15.0 to 20.0
Over 20.0

Standards of idle time for tank cars when loading through the upper hatches and unloading by gravity and pneumatic methods

Operational volume of the tank, thousand liters, cubic meters m	Time rate for the operating volume of the tank, min.
mealy raw materials
Up to 3.0
Over 3.0 to 5.0
Over 5.0 to 7.0
Over 7.0 to 10.0
Over 10.0 to 15.0
Over 15.0 to 20.0
Over 20.0

Note. The norms take into account additional time for blowing out the tank and blowing out the unloading hose.

Standards of idle time for flatbed vehicles and container ships when loading or unloading containers by cranes, forklifts and other similar mechanisms

Note. The time norms include the time required for loading (unloading) cargo with a load or carrying of cargo, for maneuvering a car (road train), tying and untiing cargo, covering the cargo with a tarpaulin and removing the tarpaulin, opening and closing the sides (doors) of the car and trailers, and also paperwork for the import (export) of goods. The specified idle time standards also apply to towing vehicles with semi-trailers.

Standards of downtime of on-board vehicles and general-purpose vans when loading and unloading manually bulk cargo, packed and unpacked

Standards of downtime of on-board vehicles when loading or unloading cargo manually into a container without removing it from the vehicle

Container weight, t	The vehicle downtime rate when loading or unloading cargo, min.
for the first container	for the second and each subsequent container in this trip
Up to 0.5
Over 0.5 to 1.25
Over 1.25 to 2.0
Over 2.0 to 3.0
Over 3.0 to 5.0
Over 5.0 to 10.0
Over 10.0 to 20.0
Over 20.0

Standards of idle time of specialized rolling stock for container transportation of goods when loading or unloading containers using lifting equipment

Rolling stock	Downtime rate when loading or unloading one container, min.
Weight of one container, t
up to 0.25	from 0.25 to 0.45	from 0.45 to 0.625		2,5 (3,0)
Self-loader vehicle with a tail lift (model TsPKTB A130)
A van with a tail lift (model TsPKTB - A130F)
Self-loader with crane installation 4030P
Self-loader vehicle with a portal crane based on the ZIL-130 vehicle (model NIIAT-A825)
Self-loader with a portal crane (model NIIAT-P404)
Self-loader vehicle with a portal crane based on the KamAZ-5320 vehicle (model 5983)
Semi-trailer self-loader HLS-200.78 TK

Note. The rate of idle time for loading or unloading a vehicle is determined by multiplying the rate of time set for one container by the number of containers.

Standards of idle time of cars when performing additional work in the process of loading or unloading goods

Name of works	Downtime rate, min.
1. Weighing the load on a truck scale: 1.1. For each determination of the weight of cargo in a car or in a trailer (weighing an empty and loaded vehicle or trailer), regardless of the class of cargo and the carrying capacity of the vehicle
1.2. For each determination of the weight of cargo in a road train (weighing an empty and loaded vehicle with a trailer or semi-trailer), regardless of the class of cargo and the carrying capacity of the vehicle
2. Weighing or outweighing the load on decimal or centesimal scales on a car (road train) with a carrying capacity, t: up to 4 inclusive over 4 to 7 inclusive over 7
3. Recalculation of cargo spaces for each vehicle, semi-trailer or trailer, regardless of the class of cargo and carrying capacity
4. Arrival at each intermediate point of loading or unloading, regardless of the carrying capacity of the vehicle (road train)

Standards of time for uncoupling and hitching of exchange semitrailers

Table 7.13

Estimated mileage rates trucks

The time rates for 1 t-km N (bp) are calculated using the following formula:

60 N (wr) = -------,
V xp x q

where 60 is a conversion factor of 1 hour per minute; V is the estimated rate of mileage of a truck, km / h; P is the utilization factor of the mileage, (3 = 0.5; q is the carrying capacity of the vehicle, i.e.

a) when working outside the city:

b) when working in the city - regardless of the type of road surface for cars and road trains with a carrying capacity of up to 7 tons (tank truck up to 6 thousand liters) - 25 km per hour, and for 7 tons (tank truck 6 thousand liters) and above - 24 km at one o'clock.

During the work of the driver of the car on the roads of various groups in one trip, the time norms for one-time trips are established for the prevailing group of roads.

The calculated mileage rates for trucks can be reduced by the head of the enterprise:

when transporting goods requiring special care (acids, flammable substances, liquids in glassware, glass products, musical instruments, televisions, radio goods, devices, etc., as well as goods in bulky, high-size containers, lightweight goods transported with in terms of loading height in excess of the established dimensions of the vehicle, dusty (cargo, explosives) - up to 15%;

when working at a distance of up to 1 km, as well as in off-road conditions, in quarries and on hard-to-reach sections of the path (during muddy roads, in the absence of roads, etc.) - within up to 40% against the norms established for natural unpaved roads;

when working at a distance of more than 1 to 3 km on roads of groups A, B, C - up to 20%.

When operating a tractor with a semitrailer, the time norms for 1 tkm are taken with a coefficient of 1.2, and when operating, respectively, with a semitrailer and a trailer or two trailers - 1.0.

For loads of the 4th class, providing the utilization factor of the carrying capacity below 0.5 when the vehicle is fully loaded in size with the use of increased sides, it is allowed to set the time norms according to the actual utilization factor of the carrying capacity of the vehicle.

In cases where, as a result of the use of increased boards and other similar measures during the transportation of goods of the 2nd-4th classes, the carrying capacity of the vehicle is fully used, correction factors are not applied to the time norms.

Standards of time per 1 ton. Km when working on cars of group I (flatbed cars and general-purpose vans)

Carrying capacity, t	Time rate, min.
In the town	Outside the city by road groups

Time norms and piece rates per 1 ton. Km when working on cars of the II group (specialized: dump trucks, vans, refrigerators, container carriers, etc.; truck tractors with semi-trailers and ballast tractors with trailers)

Carrying capacity, t	Time rate, min.
In the town	Outside the city by road groups

When using the specified time norms, workers involved in organizing transportation, as well as those who are responsible for organizing the work of drivers, need to take into account the new Interindustry time norms for loading, unloading wagons, vehicles and warehouse work, approved by the decree of the Ministry of Labor and social development Russian Federation dated 01.01.2001 N 76.

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GENERAL RULES FOR CARGO TRANSPORTATION BY ROAD TRANSPORT (approved by the Ministry of Transport of the RSFSR 30-07-71) (2020) Actual in 2018

TIME REGULATIONS FOR LOADING OR UNLOADING VEHICLES (TRAINS)

1. Norms of time for carrying out loading and unloading operations performed by means railways with a centralized delivery (export) of goods at a railway station by public road transport, are given in table. 1, 2, 3.

Table 1

TIME REGULATIONS FOR MECHANIZED LOADING - UNLOADING VEHICLES

(in minutes)

	Loading		Unloading
			cargo transported with the account of places (pcs.)	goods transported without counting places (in bulk)
Up to 1.5 inclusive	9	4	9	4
	10	5	10	5
"2.5 to 4"	12	6	12	6
"4 to 7"	15	7	15	7
"7 to 10"	20	8	20	8
"10 to 15"	25	10	25	10
"15 to 20"	30	15	30	15

Note. Mechanized loading or unloading is considered when the load is placed into the car body or removed from the car body by hoisting and transport vehicles.

table 2

TIME REGULATIONS FOR NON-MECHANIZED LOADING AND UNLOADING VEHICLES

(in minutes)

Carrying capacity (tons)	Loading		Unloading
	cargo transported with the account of places (pcs.)	goods transported without counting places (in bulk)	cargo transported with the account of places (pcs.)	goods transported without counting places (in bulk)
Up to 1.5 inclusive	19	14	13	8
Over 1.5 to 2.5 inclusive	20	15	15	10
"2.5 to 4"	24	18	18	12
"4 to 7"	29	21	22	14
"7 to 10"	37	25	28	16
"10 to 15"	45	30	34	19
"15 to 20"	52	37	40	25

Note. Non-mechanized loading (unloading) is considered when the load is placed in the vehicle body or removed from the vehicle body manually.

Table 3

TIME REGULATIONS FOR LOADING (UNLOADING) CONTAINERS BY CAR

(in minutes)

2. Rates of time indicated in table. 1 and 2, increase:

a) when weighing cargo on a truck scale or recalculating cargo spaces - for 4 minutes for each determination of the weight of the cargo or for recalculation in each vehicle or trailer, regardless of the class of cargo and the carrying capacity of the vehicle and trailer;

b) when weighing and outweighing a load on decimal, centesimal scales on a car (road train) with a carrying capacity of up to 4 tons inclusively - for 9 minutes, with a carrying capacity of over 4 to 7 tons - for 13 minutes and for cars (road trains) with a carrying capacity of over 7 tons - by 18 minutes;

c) by 10%, if the loading or unloading of goods is carried out from van type vehicles;

d) by 25% - when loading and unloading industrial and food goods requiring special care (glass, porcelain and earthenware, different liquids in glass containers, musical instruments, televisions, radio goods, appliances, furniture), as well as small piece goods, transported in bulk or in small packaging and requiring recounting (underwear, shoes, hats, clothing, haberdashery, knitwear, various fabrics, stationery, books, toys, meat and meat products, dairy products).

3. For the loading and unloading of bulky and heavy cargoes requiring special devices for their fastening, the time norms are established depending on specific conditions by agreement of the parties.

4. When vehicles are delivered to several sections of warehouses or separate warehouses, by mutual agreement of the parties signing an agreement for the centralized delivery (export) of goods, average complex standards of idle time for a vehicle (road train) under loading or unloading and performing additional operations, taking into account established norms and the actual number of additional operations performed.

5. The idle time of a car (road train) for loading or unloading is calculated from the moment the car (road train) is delivered to the place of loading or unloading and the driver presents transport documents for the carriage of goods until the end of loading or unloading and the delivery of duly executed transport documents to the driver.

6. In the norms of time indicated in table. 1, 2, 3, includes the time required for loading (unloading) the cargo with a toe or carrying the cargo, for maneuvering the vehicle (road train), tying and untiing the cargo, covering the cargo with a tarpaulin and removing the tarpaulin, opening and closing the sides (doors) of the car, and trailers, as well as paperwork for the import (export) of goods.

Appendix N 4
to the Rules of centralized delivery
(export) of goods by road
public transport
at the railway station,
located
on the territory of the RSFSR

Coordination of the work of transport and loading vehicles. The concept of the standards of idle time of vehicles under loading and unloading.

Coordination of the work of transport and loading vehicles

In order to avoid unproductive downtime of vehicles at loading and unloading points, coordination of their work must be ensured.

The condition for the uninterrupted (synchronous) operation of loading points and vehicles is the equality of the rhythm of the point and the interval of movement of vehicles on the routes.

where R- the rhythm of the point (the period of time between the departure of two sequentially leaving the point loaded (unloaded) vehicles; 1 a- the interval of movement of vehicles (the period of time between the arrival of two vehicles at the point).

and , then (1)

where t about - vehicle turnover time, A M- the number of cars on the route.

Transforming equality 1 we get:

(2)

(3)

Equality (2) makes it possible to determine the required number of vehicles operating on the route and ensuring the rhythmic operation of loading (unloading) posts.

Equality (3) allows you to determine the required number of posts of the loading (unloading) point, which will ensure the rhythmic work of a given number of cars.

The idle time of a car under loading and unloading depends on a large number of factors, as well as the turnover time of cars is determined by a number of factors, therefore it is advisable to consider this process as random and the calculation of the ratio of the number of loading and unloading posts and cars on the route should be carried out according to the formulas of the queuing theory ...

Standing standards for vehicles under loading and unloading

The following duration of idle time of vehicles at the points of loading and unloading is established (Tables 1, 2, 3).

table 1

Time norms on the loading (unloading) of on-board vehicles and vans

table 2

Time standards for dump vehicles

Table 3

Time rates for loading (unloading) universal containers

They also establish time norms for additional types of work:

weighing a car, trailer - 4 minutes;

recalculation of packages - 3 minutes;

arrival at intermediate points of loading (unloading) - 9 minutes;

weighing on small scales - 3 min. for 1 ton.

Standards of operating time and idle time of cars

Standing times for vehicles under loading and unloading cargo are set depending on:
Method of loading and unloading operations.
The type of used loading and unloading machines and mechanisms.
The type and carrying capacity of the rolling stock of road transport.
The kind of cargo.
The composition of the downtime of vehicles can be represented as the following diagram.

When determining the composition of the idle time of vehicles, it is borne in mind that loading and unloading of vehicles is carried out without going to intermediate points.
To determine the time rate for the full carrying capacity of the vehicle, the time rate set for 1 ton should be multiplied by the vehicle's carrying capacity.

The operational properties of the road. Impact Operational properties on the likelihood of road accidents. Regulatory Requirements for Parameters Evaluating the Performance Properties of Highways.

The reliability of a road as an integrated transport structure is the ability to ensure safe design movement of traffic flow at an average speed close to the optimal one, during the standard or specified service life of the road with sufficient values ​​of other indicators.

The criteria for the operational reliability of highways are as follows:

continuous, safe and comfortable movement of vehicles;

operability as the condition of the road, in which it performs the specified functions with the parameters established by the requirements of the technical documentation;

the actual, in comparison with the required, service life of the road;

the degree of safety in terms of the throughput and strength of the pavement;

maintainability as an adaptation of a structure to the prevention and detection of the causes of failures, damage and elimination of their consequences by carrying out repairs and maintenance.

TO road factors that determines the potential risk of an accident, can be attributed to the type of road, its geometric parameters, the number of intersections and junctions of secondary roads, the arrangement of intersections, the speed limit.

The width of the lane and carriageway are important factors affecting traffic safety. For example, if the width of the road outside the settlement is 3 m, during oncoming crossings, safety is ensured only at a low speed. Otherwise, a collision or a run-off of vehicles to the side of the road is possible. On roads of lower categories, the shoulder does not have an improved surface, therefore, going onto it can lead to side sliding and overturning of the vehicle.

With a strip width of 3.5 m, the safety of the crossing is significantly increased. A lane of 3.75 m wide allows oncoming passing of vehicles without reducing the speed, even if it is close to the limit for both vehicles.

For better orientation of drivers relative to the right edge of the carriageway and preservation of the road surface on new roads, edge strips up to 0.75 m wide are laid along the carriageway. Driving over them is not allowed, however the driver can confidently drive vehicle at the very edge of the roadway. On motorways with a dividing strip, edge stripes are arranged on both sides.

On roads with non-uniform driving conditions (sharp turns, slopes alternating with straight sections), the relative number of accidents is higher compared to roads that provide smooth and calm driving conditions. The average ratio between the radii of the horizontal curves and the number of accidents with victims per 1 million vehicle-km is as follows:

Radius of the curve Relative risk of road accidents

Straight section ………………………………………………………… ..1

400 m and more …………………… ... ………………………………… ..1,5 - 2

400 ... 200 m ………………………………………………………… 2 - 4

200 ... 100 m ………………………………………………………… 4 - 8

Intersections and adjacencies. According to statistics, with an increase in the number of intersections and junctions per 1 km of the road, the number of accidents increases, since the likelihood of an incorrect assessment of the situation and the occurrence of driver errors increases:

Number of intersections and junctions Relative risk of road accidents

per 1 km of road

0 - 5…………………………………………………………………………1

6 – 15…………………………………………………………………1,25 - 2,5

16 – 30………………………………………………………………..1,75 - 3

30 and more ………………………………………………………… .2,5 - 6

Parameters evaluating the operational properties of highways,

in the order of the MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION

ON THE PROCEDURE FOR ASSESSING THE TECHNICAL CONDITION OF ROADS

Table 2 - Standards of downtime of flatbed vehicles when loading and unloading bulk cargoes in a mechanized way

Shipping Name	Way
	loading	unloading	over 1.5 to 3.0	over 3.0 to 5.0	over 5.0 up to 7.0	over 7.0 up to 10.0	over 10.0 up to 15.0	over 15.0 up to 20.0	over 20.0
Fertilizers, manure, etc.	Excavator up to 1 cubic meter m	Scrapers, nets
	Excavator from 1 to 3 cubic meters. m	Scrapers, nets
	Bunker, grain loader, conveyor	Truck unloader
	From the bunker of the combine, by the loader	Truck unloader

Table 3 - Standards of downtime of on-board vehicles during loading and unloading by cranes, forklifts and other similar mechanisms of packed and unpacked goods that do not require special devices for securing them

Carrying capacity car, t	Weight of load with simultaneous lifting of the mechanism, t
	up to 1.0	over 1.0 up to 3.0	over 3.0 to 5.0	over 5.0
	time norm, min.	time norm, min.	time norm, min.	time norm, min.
Over 1.5 to 3.0
Over 3.0 to 5.0
Over 5.0 to 7.0
Over 7.0 to 10.0
Over 10.0 to 15.0
Over 15.0 to 20.0

Table 4 - Standards of idle time for dump trucks during mechanized loading of bulk cargo, unloading them with a dump truck

Shipping Name

Way loading

Bucket capacity, cubic meters m

Carrying capacity of dump trucks, t

over 1.5 to 3.0

over 3.0 to 4.0

over 4.0 up to 5.0

over 5.0 up to 6.0

over 6.0 up to 7.0

over 7.0 up to 9.0

over 9.0 up to 10.0

over 10.0 up to 12.0

over 12.0 up to 15.0

over 15.0 up to 20.0

over 20.0 up to 25.0

over 25.0

For 1 ton of cargo, the rate of downtime, min

Fertilizers, manure, etc.

Excavator

Construction and other goods that are easily separated from the body of a dump truck (sand, earth, crushed stone, gravel, natural stones, expanded clay, etc.)

Excavator

Over 1 to 3

Over 3 to 5

Viscous and semi-viscous loads (clay, wet rock, etc.), as well as partially frozen and caked soil

Excavator

Over 1 to 3

Over 3 to 5

Cereals (rye, barley, wheat, etc.)

Bunker, grain loader

Vegetables (potatoes, beets, etc.)

From bunker, harvester

Gravel, crushed stone, natural stones, coal, etc.

Bunker, conveyor

Mortars, building materials (concrete, cement, asphalt, etc.)

Bunker

Mixer

Cereal flour and any technical

Bunker

Note. Standing times also apply to tractor units with tipper semi-trailers.

Table 5 - Standards of idle time of flatbed vehicles for loading and unloading cargo in packages in a mechanized way

Carrying capacity, t

For 1 ton of cargo, the rate of downtime, min

truck cranes

gantry, bridge and other cranes

auto and electric forklifts

Pallets with gross weight, t

Table 6 - Standards of idle time for flatbed vehicles and container ships when loading or unloading containers by cranes, forklifts and other similar mechanisms

Table 7 - Standards of downtime of on-board vehicles and general-purpose vans when loading and unloading manually bulk cargo, packed and unpacked

	Time rate, min.	Carrying capacity, t	Time rate, min.