Test Report No. 2007002 for Smurfit Kappa GmbH Wellpappenwerk GmbH Check on the suitability of two different load securing systems for the transport of Oktatainer with the aid of horizontal impact tests Client: Smurfit Kappa GmbH Wellpappenwerk Düsseldorf / Jülich Am Hochofen 102 40549 Düsseldorf Executed by: Packaging Test Laboratory- Research & Development Gerrit Hasselmann (Project-Manager) hasselmann@iml.fhg.de Tel.-no.: 0231 / 9743-302 Ralf Wunderlich Tel.-no.: 0231/9743-301 Dortmund, 18.04. 2007 2007 Fraunhofer IML. This test report ma y only be published in whole or in part or forwarded to a third party with the written authorisation of the Fraunhofer Institute IML. Tel. 0231 9743-235
Contents Test Report No. 2007002 for Smurfit Kappa GmbH Wellpappenwerk GmbH...1 1. Initial situation...3 2. Definition of the task and its execution...4 2.1 Definition of the task...4 2.2 Securing Systems...5 2.2.1 Comp. Dolezych securing system...5 2.2.2 Spedition Haaf securing system...9 2.3 Execution of the tests...12 3. Results of the tests...14 3.1 Comp. Dolezych securing system...14 3.2 Spedition Haaf securing system...18 Fraunhofer IML - Seite 2
1. Initial situation As a primary product used in the subsequent production of plastic parts, plastics are manufactured in the form of so-called granulate. This can take the form of rods or spheres. For storage and transport so-called Oktatainer containers are used. As a rule these are constructed from corrugated cardboard. Together with a load carrier, here a CP pallet made of wood, these form a load unit. The Oktatainer is built up from four essential elements: - the floor, - the radially-symmetric or asymmetric walls, - the top surface, and an inlet made of plastic sheet. The plastic granulate is filled via the inlet positioned in the walls. The company Smurfit Kappa GmbH Wellpappenwerk Düsseldorf / Jülich is the manufacturer of Oktatainers. Together with Dow/Schkopau, as the manufacturer of the plastic granulates, a search has been underway for optional solutions for securing the Oktatainer to an adequate standard and with an acceptable level of effort on a truck loading area against loads occurring during transport. The following loading arrangement was the starting point for the tests to be carried out, simulating the loads occurring during transport. When transported by truck two Oktatainers (standing on a CP pallet as the load carrier) stand next to one another on a truck loading area. In the direction of travel the loading units stand in a tight fit towards the headboard of the vehicle. To secure the load units against tilting and shifting the load units must be secured by suitable measures that are economically acceptable. For this purpose the companies GWS-Gefahrgutconsulting and Dolezych have developed a securing system on the basis of lashing straps. At the same time an alternative securing system has been developed by Spedition Haaf and this has also been tested. The defined Oktatainer configuration that was tested was supplied by Smurfit Kappa GmbH Wellpappenwerk in the form of several test samples. For the specification of the Oktatainer, see the annex to the certificate from GWS Gefahrgutconsulting. The Oktatainer was filled with 1000 kg of EPS granulate (a dangerous good as defined by UN 2207). Fraunhofer IML - Seite 3
2. Definition of the task and its execution 2.1 Definition of the task The Fraunhofer IML was awarded the contract to carry out tests in its packaging test laboratory to evaluate the two securing systems. A so-called "horizontal impact test" has been defined as the testing procedure, which can be executed with the aid of an inclined plane. The testing procedure is suitable for applying horizontal accelerations to the loads / load units, thereby simulating the real-life accelerations that occur during transport. Fundamentally loads must be secured on truck loading areas with the objective of preventing shifting and tilting of the load. Shifting and tilting of loads can occur as a result of the accelerations that are to be anticipated during normal road traffic. In the direction of travel the accelerations arise during braking manoeuvres, as a rule when full braking is applied. At right-angles to the direction of travel they arise when driving around curves, e.g. on motorway entry slip roads with progressive curvature, but they also occur in the event of rapid lane changes. With the aid of the inclined plane the accelerations cited above can be generated. In VDI 2700 the accelerations to be anticipated are defined in terms of values. Accelerations of a= 0.8 g in the direction of travel, and a= 0.5, which can act at right-angles to and against the direction of travel, are to be anticipated. VDI 2700 describes the current status of the technology and therefore provides the legal basis for the tests. Of particular interest for the Oktatainer manufacturer, Smurfit Kappa GmbH Wellpappenwerk Düsseldorf / Jülich and also for the granulate manufacturer is the question as to whether, and if so, to what extent the Oktatainer design could be disadvantageously loaded by the securing system used. Disadvantageous loading of the design occurs if the securing system constricts the corrugated cardboard, causes it to buckle, or loads it in a local point-wise manner, such that deformations, cracks, or ultimately a fracture of the Oktatainer can occur. If this last event occurs the risk of release of granulate exists, something that must be prevented at all costs. Fraunhofer IML - Seite 4
2.2 Securing Systems 2.2.1 Comp. Dolezych securing system The Dolezych securing system "functions" according to the principle of direct lashing, in which a small proportion of the lashing forces applied also act in the sense of lashing the load down, as a result of which the friction between the Oktatainer and the load carrier (pallet) is increased. The following pictures illustrate the principle. Figure 1: Diagram showing the principle of the Dolezych securing system for two Oktatainers Fraunhofer IML - Seite 5
Figure 2: Diagram showing the principle of securing Oktatainers using the Dolezych securing system The system consists of a wide lashing strap, which runs horizontally and centrally over the top surface of the Oktatainer and laterally ends at approx the half-height of the Oktatainer. There the vertical strap is connected with another wide strap, a so-called "abdominal belt". In the region where the two wide straps connect a lashing strap (with two shackles) engages, with which the system, in each case via a lashing ratchet, can be attached to a lashing eye and placed under initial tension. The abdominal belt running at right angles to the direction of travel secures the Oktatainer against tilting and shifting exclusively in the direction of travel. Fraunhofer IML - Seite 6
Figure 3: Dolezych securing system on an Oktatainer with the "inclined plane" testing facility Fraunhofer IML - Seite 7
Figure 4: Lashing and load cell on the inclined plane cart Fraunhofer IML - Seite 8
2.2.2 Spedition Haaf securing system The Spedition Haaf system also functions according to the principle of direct lashing. Here too a part of the lashing force acts as a lashing down component. The system consists of a tarpaulin that lies on the top surface of the Oktatainers and projects beyond it by approx 10-15 cm. The tarpaulin is lashed to the Oktatainer by means of a strap that runs horizontally and radially around the walls of the Oktatainer. A total of four lashing straps engage with this strap, which run vertically and diagonally in the direction of the lashing points on the loading area. There the lashing straps are tensioned by means of lashing ratchets. Figure 5: Figure showing the securing of Oktatainers by the Spedition Haaf securing system Fraunhofer IML - Seite 9
Figure 6: Spedition Haaf securing system on the inclined plane cart Fraunhofer IML - Seite 10
Figure 7: The strap running around horizontally connects the tarpaulin with the walls of the Oktatainer. Figure 8: Angle measurement at the lashing point Fraunhofer IML - Seite 11
2.3 Execution of the tests The test with the inclined plane is undertaken such that the load is placed on a cart with a horizontal platform and secured. The test is standardised according to DIN EN ISO 2244. Note: The test facility only enables one Oktatainer to be tested. In practice the securing system (GWS Gefahrgutconsulting / Dolezych) is positioned over two Oktatainers standing next to one another on the loading area of the truck. The test was therefore undertaken with a securing system that had been modified for the test facility, which, apart from its dimensions, was identical with the system used in practice. The Spedition Haaf system was modified for the tests in the same manner. In practice in the case of the Haaf system the tarpaulin is positioned and tensioned over 4 Oktatainers, two standing next to one another in the direction of travel, and two rows standing one behind the other. In the test the cart, with the load, runs down from a defined position (run-off height) on a pair of rails of the inclined plane and at the end of the track is braked by running up against a cushioning system. In this manner the required deceleration (a = 0.5 / 0.8 g) is generated. The deceleration is measured by an acceleration sensor mounted on the cart. However the duration of the decelerations applied here does not correspond to the deceleration times known to exist from real measurements. With the test facility approx. 100-120 ms are generated, in real life 1000 ms and more can arise. Note: Moreover it is not straightforward to estimate to what extent the modifications of the systems for use under test conditions in the laboratory can have an effect on their real-life behaviour. The results presented in what follows may therefore not be transferred across for the assessment of the real-life behaviour of the Oktatainers under driving conditions. Fraunhofer IML - Seite 12
For the aforesaid reasons a final test of the quality and efficiency of the securing systems by means of a real-life road test on the basis of DIN EN 12642 is recommended at all costs. Fraunhofer IML - Seite 13
3. Results of the tests 3.1 Comp. Dolezych securing system The braking decelerations to be applied to check the securing system, starting with a= 0.5, were gradually increased to a = 1.0 g. In total four tests were executed. After each test the Oktatainer was investigated to check whether any deformations that might arise as a result of line loading of the strap system against the walls of the Oktatainer as a result of the acceleration, were to be detected. Moreover the position of the Oktatainer on the pallet and on the loading area was marked up in each case. Any possible alterations in position were determined after the test. To obtain a measure for the forces arising as a result of the deceleration, two load cells were installed directly at each lashing point on the loading area. Result: No damage to the walls of the corrugated cardboard structure could be detected, in the sense of deformations or indentations caused by the strap running over the top surface and / or by the abdominal belt. Here it should be noted that all tests were carried out with the same Oktatainer, so it was subjected to multiple loadings. The Oktatainer was held securely in contact with the load carrier (pallet) by the securing system. No oscillations were detected during the braking deceleration. Neither were any displacements of the Oktatainer on the pallet nor any displacement of the pallet on the loading area established. The whole securing system proved to be extremely effective at preventing any tilting over and/or shifting of the Oktatainer on the loading area. Fraunhofer IML - Seite 14
Figure 9: Lashing eye with load cell attached Figure 10: Load cell and lashing ratchet Fraunhofer IML - Seite 15
Figure 11: Marking up of the position of the pallet on the loading area Figure 12: Marking up of the Oktatainer walls on the pallet Fraunhofer IML - Seite 16
Figure 13: Oktatainers outside at the end of the tests Fraunhofer IML - Seite 17
3.2 Spedition Haaf securing system Execution of the tests was undertaken in the same manner as before. Here too the securing system used was modified in its dimensions. In total four tests were executed, up to a maximum acceleration of a = 1.0 g. All tests were carried out with the same Oktatainer. Result: No damage could be detected to the walls of the corrugated cardboard structure, in the sense of deformations or even indentations caused by the vertical four-fold strapping. Here it should be noted that all tests were carried out with the same Oktatainer, so it was subjected to multiple loadings. However the Oktatainer did shift to a significant extent, together with the pallet, on the loading area. The position of the Oktatainer walls on the pallet remained intact. It was also detected that the Oktatainer at the moment of deceleration exhibited significant horizontal oscillations. These ensued as a result of the fact that the Oktatainer can move to a considerable extent under the tarpaulin lying on the top surface. As caused by this possibility of movement the position of the tarpaulin on the top surface was also displaced in the course of the tests. At the end of the tests the impression was gained that there was a risk that the tarpaulin could slide off the top surface. As a result the question must be asked as to what possible movements might ensue if a total of four Oktatainers were to be held together by just one tarpaulin covering the top surfaces. The securing system did indeed prevent the Oktatainer from tilting over. However the loading unit remained dimensionally stable only to a limited extent, since shifting and movement of the Oktatainer was observed. The securing system must therefore be assessed as effective only to a limited extent. Fraunhofer IML - Seite 18
Figure 14: Spedition Haaf securing system on the inclined plane cart Fraunhofer IML - Seite 19
Figure 15: Alteration of the position of the pallet on the loading area Figure 16: Marking up of the position of the Oktatainer walls on the pallet after the test Fraunhofer IML - Seite 20
Figure 17: Position of the tarpaulin on the top surface of the Oktatainer at the start of the tests Figure 18: Alteration of the position of the tarpaulin on the top surface of the Oktatainer in the course of the tests. Fraunhofer IML - Seite 21
Figure 19: Position of the tarpaulin on the top surface of the Oktatainer at the end of the test Fraunhofer IML - Seite 22