Equipment for Rational Securing of Cargo on Railway ... - Vinnova

MariTerm AB 2004-01-30 jvgRASLA
4 IMPACT TESTS AND TESTS WITH NAIL JOINTS AND
WEBBINGS CARRIED OUT IN THE PROJECT
This chapter shows results from tests carried out within the jvgRASLA-project.
4.1 Impact tests
4.1.1 Purpose
The purpose <strong>of</strong> impact tests is to check whether the loading methods used and loose
fastenings could withstand the longitudinal stresses exerted during railway operating.
4.1.2 Test conditions
The tests were conducted in accordance with the conditions described in Table 4.1 Section 1
RIV Appendix II, see section 4.4.1 above.
4.1.3 Loading methods tested in the project
Impacts tests were carried out in Malmö 203-02-12. Green <strong>Cargo</strong> supplied required wagons,
locomotives, shunting area and shunting personnel, Ovako Steel supplied steel pipes,
StoraEnso supplied trailer with paper reels and MariTerm made the required documentation.
The following was tested:
- Wagon 1; loaded with greased steel pipes in bundles
- Wagon 2; loaded with a trailer that was loaded with laying paper reels
- Wagon 3; loaded with cars
The tests are also documented on a video, which could be ordered from MariTerm AB.
Wagon 1 – Greased steel pipes
The impact tests were carried out with a Kbis-wagon loaded with 18 ton greased steel pipes in
bundles from Ovako Steel in Ho<strong>for</strong>s. The cargo was distributed in two sections, 9 tons each.
One <strong>of</strong> the sections was secured by two indirect fastenings (top-over lashings) and the other
was unsecured. At the first impact (6 km/h) the section secured by indirect fastenings shifted
28 cm and the unsecured shifted 45 cm. At the second impact (9 km/h) the section secured by
indirect fastenings shifted additional 39 cm and the unsecured bunged into the end wall
(additional 45 cm). The total shifting <strong>for</strong> the section secured by indirect fastenings was 67 cm
and <strong>for</strong> the unsecured section it was 90 cm. If the end wall had not stopped the shifting it
should have been considerable more than 90 cm.
The section that originally was secured by indirect fastenings was re-secured by two loop
lashing pairs. No readjustment <strong>of</strong> the section was carried out. At the first impact (6.5 km/h)
the section shifted 17 cm. At the second impact (9 km/h) the section shifted additional 28 cm.
The total shift was thus 45 cm.
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