Sideways or lateral acceleration when cornering, when the combined restraining forces must be at least 50 percent of the total payload weight.Rearward deceleration when braking during reversing, when the combined restraining forces must be at least 50 percent of the payload weight.Forward deceleration under emergency braking conditions, when the combined restraining forces must be at least equal to the total payload weight.The load restraint system must be capable of preventing movement of the load under three particular conditions (see figure 47): It follows, therefore, that it is necessary to provide additional restraint to prevent the load moving. Friction between the load and the vehicle platform.Ī load carried on a vehicle without restraining devices will not be secure because the frictional restraint between the load and the platform of the vehicle will be less than the dynamic forces which tend to move the load.Restraining arrangements, such as headboards and side posts.Securing devices, such as chains fixed to anchor points and suitably tensioned.The total restraint required to accommodate the forces which arise will generally be obtained from a combination of the following: It is essential, therefore, that the vehicle is loaded and the load restrained in such a way that no part of the load can freely move in any direction. It requires much more force to stop a load which has started moving than it does to prevent the movement in the first place. If, however, a load does move at high speed, it will have more energy and hence it will cause more damage. The forces involved in restraining the load in braking depend on the deceleration and the weight of the load, and are not dependent on the speed of the vehicle. Design requirements Restraining the loadĪny load carried on a vehicle must be sufficiently restrained to prevent movement from forces which arise from the vehicle passing over road undulations, when it changes direction, or when it is being braked or accelerated. The tests and investigations have also shown the need for correct design requirements for the vehicles and restraint equipment, as well as minimum standard methods for securing a load on a vehicle. This section has been prepared following several years of research and investigations, plus extensive tests, to publicise what has been proven to be the safest and most correct methods of securing timber on vehicles in preparation for transportation. Government and industry are concerned at the number of fatal and serious accidents involving the collapse of timber stacks and the spillage of loads of timber in transport. Increasing amounts of timber are being transported on public highways on vehicles which are constantly increasing in size and payload capacity. Log transport safety council - Industry standards (external link) Refer to the Log Transport Safety Council Log load securing requirements. Some sections that are not relevant to road transport have been omitted. The style of this section is slightly different from the rest of the code as it has been written by the Ministry of Business, Innovation, and Employment. The sawn timber and logging sections of this code include the relevant parts of the Ministry of Business, Innovation, and Employment codes, which have been based on a joint industry and government department group research and proven safety needs.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |