branch Bielefeld vehicle technology / accident research load securing

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1 DEKRA departement: vehicle technology / accident research load securing former head: Dipl.-Ing. Wolfgang Bühren SAGIT Conference Stockholm Slide 1 of DEKRA DEKRA Bielefeld Status Q wolfgang.buehren@dekra.com BIELEFELD 2 1

2 VISION MISSION FACTS DEKRA Group - Facts - Mission - Vision Founded in Berlin by Industrials, OEMs & CV-Fleets for technical inspections & insurance Employees in over Countries with Business Services globally in operations Member companies in DEKRA e.v. CVs Market share in CV- SAFETY@TRAFFIC SAFETY@WORK SAFETY@HOME Business to ensure Revenue Equity EBIT Equity ratio we contribute to the reduction of preventable deaths and injuries Prevent accidents to protect life Global partnering with all stakeholders Global thought leader in SAFETY our Vision we will be the global partner for a safe world 4 Swedish questions and table of contents By what legislation is the EU directive implemented in Germany? Is the EU directive implemented in full, or are some areas withheld from the implementation? How is the German police organized? How strictly is the requirement on marking of strength of fixed and portable equipment enforced? May equipment that is not marked according the standards given in the EU- directive be used, if there is other certification? Does older equipment have to be replaced when a standard is changed? Are there any indications that German norms, such as VDI 2700, must also be followed for cross border transports? Are there any recent examples of accidents or dangerous transports that have been stopped? What actions are German manufacturers taking to ensure that their transports comply with the new directive? 2

3 The EU directive should be transposed in 2018 as technical roadside control due to article 2 comprising the following vehicles: motor vehicles for the carriage of goods and having a maximum mass exceeding 3,5 tonnes vehicle categories N 2 and N 3 vehicle categories O 3 and O 4 wheeled tractors category T 5 with V max > 40 km/h. every year 5% of the total number of these vehicles are to be inspected article 13 concerns control of load security article 13(2) says for controling the standards of annex III chapter 1 can be used. 5 Article 10 Contents and methods of technical roadside inspections Article 10.1 (c) may carry out a visual assessment of the securing of the vehicle s cargo in accordance with Article 13 Article 13 Inspection of cargo securing Article 13.1 During a roadside inspection a vehicle may be subject to an inspection of its cargo securing in accordance with Annex III, in order to ensure that the cargo is secured in such a way that it does not interfere with safe driving

4 7 ANNEX III I. Principles of cargo securing 1. Cargo securing shall withstand the following forces resulting from accelerations/decelerations of the vehicle. 2. The distribution of cargo shall take into account the maximum authorized axle loads as well as the necessary minimum axle loads 5. Applicable standards: Standard Subject EN Calculation of lashing forces EN Lashing points EN Strength of vehicle body structure EN Web lashings made from man-made fibres EN Lashing chains EN Lashing steel wire ropes ISO 1161, ISO 1496 ISO container EN 283 Swap bodies EN Tarpaulins EUMOS 40511??? Poles Stanchions EUMOS 40509??? Transport packaging Unanimous decisions of the meeting at BGL in Frankfurt April 24, 2017 Eumos may be used as a testing device for load unit stability. The result of this test cannot be used as criticism for the load security during technical roadside control. Sufficient load securing needs a loading unit whose stability applies to all acceleration coefficients of the provided means of transportation. The decisions of this meeting shall be deposited at the BMVI (German ministery for traffic and infrastructure) with the advice to all controling authorities to act in the decided way. 8 4

5 German transposing of 2014/47 9 Translation of the decree (in short version) Each technical roadside inspection may cover: A visible test of the load securing in accordance with 22 (1) of the German highway code and annex III chapter II of EU directive 2014/47 That means: Annexe III chapter I is not used in Germany. The authorities have to use the German highway code STVO 22(1). Only for the classification of deficiencies EU directive 2014/47 annex III chapter II is valid. 10 5

6 German highway Code 22(1) The loading as well as material for load securing has to be stowed and secured that neither emergency braking nor emergency steering leads to a slipping, tilting, rolling, falling down of the loading units nor to avoidable noise. The admitted rules of technique have to be considered. Rules of technique: Standards : EN (2010) CTU Code 2015 ADR 2015 VDI 2700 (2004) In 2016 the German commission called BLFA (Members of federal authorities and countries) decided to accept the version of EN (2010) The beginning of load securing in Germany in 1996 due to the publication of the GDV (union of German insurers) 6

7 Federal Republic of Germany has 16 countries The federal government has 1 ministry of the interior each country has it s own ministry of interior each country has it s own police in the responsibility of the respective ministry and as federal institution for commercial traffic the responsible body is the BAG (federal agency for goods transport) Only police and BAG may stop vehicles for e.g. initial roadside control. P.S. in some big cities e.g. Frankfurt there is a local police, called Ordnungspolizei (security police). Police and BAG have no permission to open custom seals without the presence of a custom officer Country borders grey, motorways yellow 7

8 Are there any indication to follow German norms like VDI 2700 for border crossing transports? VDI 2700 is not a standard. It is a paper of a private institution, often influenced by the industrial experts who worked on this paper (e.g. members of lashing manufacturing companies). As the German Highway Code 22.1 is very common, the German High Court metioned in the late 20th century the old VDI 2700 (1990) als admitted rule. Till now there is no sentence of a law court, that the different papers of VDI 2700 Sheet 1 18 have to be regarded. 15 The VDI 2700 can be used for a first examination of load securing but must be checked at the law court, if the used specific load securing is considering an admitted rule of technique by an expert evidence. That means in my opinion for border crossing transports the compliance with EN , ADR and CTU-Code. Marking of strenght of lashing equipment, vehicle superstructures and fittings enforced. Labels of lashing equipement (belts, chaines, wires etc) are checked. Lashings without labels will not be considered. Angle of lashing is described in EN main in view of tiedown lashing, manufacturers mark the lashing in the way of more than 30. If you have lashing angles with less than 30 (direct lashing) some controllers stop the transport by the argumentation that the used lashing points are not checked for the indicated lashing force. 16 Each certificate of load securing for vehicle superstructure done by DEKRA or TÜV insists on an annual check of the main parts of superstructure like front-wall, stanchions, and, if part of load securing, tarpaulins. Confirmation by the manufacturer or an authorized company. 8

9 Consideration of older equipment after standard changing. Upgrade to new standard by certification. This update should include changings in words and photos and is valid only for the listed vehicle identification number(s) (VIN). You can use old equipment with marking of the building year as long as you want and as long as it is not visible damaged. But: Lashing belts may have dammages less than 10% of its width and its thickness. Plastic deformation of individual lashing chain link may be less than 5% of a 3d pitch. Wire breaks less than 5 in 3d length or less than 7 within 6 d length. (VDI 2700 Blatt 3.1 (2006)) Older equipment must not be replaced when a standard is changed. 17 What to do if you are being controlled? If you have a certificate e.g. of the builder of the trailer, which includes in the EN Code XL certification the transport of your loading units, e.g. rigs for the automotive industry or crates for the beverage industry or paper (rolls or old paper) there should be no problem. If you get in trouble you should insist on a phone call with your manager. If they insist on a changing of the trailer because of non suitability, your manager should try to contact a DEKRA branch for a load security expert to examine the freight and load securing and, if it is not sufficient, perhaps he can suggest another (cheaper) and quicker solution. If you get a fine or an announcement, you should make as many photos (mobile) during the control as possible of your load securing to help you afterwards to get back the fine or not to get punished. Important that you do not confess a fault if you think, your kind of load securing complies with the EN standards or CTU or ADR. 18 9

10 19 Initial speed 87 km/h; descent;traces; reserve tires in rear basket 20 10

11 21 Length of loaded IP 400 steel bars (16.5 m) reason for wrong load distribution that caused together with speed, descent and curve the deadly accident of 3 persons

12 23 Collected goods; steelcoil from Belgium; chemical sacks and alloy tubes from 2 places in Germany Coil 20.3t Chemical sacks 3.7 t Alloy tubes 1.6t Chemical sacks 3.7t 24 12

13 What is a standard? Following EN ( ) chapt. 1.5 a standard is. an admitted rule of technique What is an admitted rule of technique?. is a technical statement which is regarded by the majority of well-known experts as reproduction of the position of technical progress Till now Eumos could nominate only Mr. Neumann, Germany, and Mr. Juwet, Belgium, as experts for the Eumos paper Eumos Transport Packaging describes one single test of a loading unit on a laboratory sledge to fulfill sufficient load securing. 26 The acceleration or deceleration shall reach within 0.05 s the testing level of 0.5 g or 0.8 g and keep this level for 0.3 s. That means: (0.05 x 5)/ x 5 = 1.63 m/s = 5.85 km/h testing speed or: (0.05 x 8)/ x 8 = 2.60 m/s = 9.36 km/h testing speed 13

14 27 Testing laboratory sledge method Mr. Juwet 28 Eumos tested loading units before and after first u-turn with less than 0.5 G on trailer Code XL EN

15 Example: accelerations of a driving test according EN Code XL at DEKRA-VSZ Bielefeld testing area 29 Real influence time of maximum acceleration during lane change at v = 38 km/h with final full braking 1.5 s to 2 s Compromise for dynamic testing: at minimum 1s. We learnt be doing since 20 years Thank you for your attention Tack för uppmärksamheten 30 15

16 Copyright 2018 Departement Vehicle technology and accident analysis/ load securing We offer cargo securing practice Phone./Fax: 0049-(0) /-70 Mobile: 0049-(0) Fax: 0049-(0) All rights reserved. The dissemination or production of copies on every way without mention of source is prohibited 32 16

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