Daimler Load Securing 9.5

Load Securing for the Transport of Load Carriers on Utility Vehicles in Road Traffic

Edition 2014 DAIMLER Daimler Load Securing 9.5 Page 2

DAIMLER Daimler Load Securing 9.5 Page 3

The present guideline has been compiled by the working group for load securing.

Contact persons in the plants and headquarters are:

Plant representatives and members of the working group for load securing:

Name Location Plant Telephone

Mr Erich de Vries (Ltg.) Stuttgart 001 +49 711 1726752 Mr Uwe Dreisigacker Germersheim 006 +49 727 1713036 Mr Thomas Brucker Stuttgart 010 +49 711 1767876 Mr Lothar Willner Stuttgart 010 +49 711 1760122 Mr Hans Walbert Mannheim 020 +49 621 3932636 Mr Johannes Fritz Gaggenau 034 +49 722 5613560 Mr Klaus Demanowski Ludwigsfelde 037 +49 337 8833784 Mr Peter Kusch Berlin 040 +49 307 4912478 Mr Dieter Gerstberger Sindelfingen 050 +49 703 19087797 Mr Hermann Schwenker Sindelfingen 050 +49 703 19064006 Mr Ulrich Meyer Rastatt 054 +49 722 29121530 Mr Peter Koehler Wörth 060 +49 727 1712167 Mr Christopher Styn Düsseldorf 065 +49 211 9532378 Mr Torsten Kass Bremen 067 +49 421 4193731 Mr Uwe Koch Bremen 067 +49 421 4192997 Mr Martin Weber Hamburg 068 +49 407 9202609 Ms Signe Schlaudraff Kassel 069 +49 561 8023342 Ms Christina Wegener Vogt EVO-Bus 028 +49 731 1812502

Members of the core group are made identifiable by lines printed in bold types

Intranet https://daimler.portal.covisint.com/web/portal/worldwide-transportation DAIMLER Daimler Load Securing 9.5 Page 4

Table of contents

Preamble ...... 6 1. Scope ...... 6 2. Legal Regulations for Load Securing (excerpt) ...... 7 3. Vehicle specification ...... 8 3.1 List of vehicle specification ...... 8 3.2 Design of vehicle body ...... 9 3.2.1 Front walls ...... 10 3.2.2 Pallet stop ledge ...... 10 3.2.3 Tarpaulin ...... 11 3.2.4 Lashing points ...... 12 3.2.5 Roof ...... 12 3.2.6 Rear portal/door ...... 13 3.2.7 Floor load bearing capacity ...... 13 4. Stack arrangement in case of transport on utility vehicles in road traffic ...... 14 4.1 Cargo repartition inside of load carriers ...... 14 4.2 Forming of load units ...... 14 4.3 Forming of stacks ...... 16 5. Specification of loading arrangements ...... 19 5.1 Full load ...... 19 5.2 Part load ...... 19 5.3 Partial load ...... 20 5.4 Single items of general cargo ...... 21 5.5 Load distribution scheme ...... 22 5.6 Strategy to manage loading arrangements ...... 23 6. Load securing aids ...... 24 6.1 Lashing nets ...... 24 6.2 Tie-down straps ...... 25 6.3 Friction enhancing material ...... 25 6.4 Locking beams ...... 25 6.5 Empty pallets to fill in gaps ...... 27 6.5.1 Empty pallets to fill in gaps inside the transport unit ...... 27 6.5.2 Empty pallets to fill in gaps towards the load compartment limit ...... 28 6.5.3 Arrangement of connected stacks…………………………………………..…………………28 7. Load securing measures ...... 29 7.1 Full load ...... 29 7.2 Part load ...... 31 7.3 Partial load ...... 32 7.4 Single items of general cargo ...... 33 8. Guidelines for load securing ...... 34 9. Glossary of technical terms ...... 36 10. Appendix ...... 39 10.1 Vehicle body test ...... 39 10.1.1 Test of the front wall ...... 39 DAIMLER Daimler Load Securing 9.5 Page 5

10.1.2 Test of the rear wall ...... 39 10.1.3 Test of the side walls ...... 39 10.1.4 Test of the stop ledge (pallet stop ledge) ...... 40 10.1.5 Floor load bearing capacity ...... 41 10.2 Test of vehicle body – Practical driving test ...... 41 10.2.1 Measuring technique and assessment ...... 42 10.2.2 Test of brake deceleration ...... 42 10.2.3 Test of transverse acceleration ...... 43 10.2.4 Test of reverse acceleration ...... 43 10.3 Test of tarpaulin (as per DEKRA) ...... 44 11. Other applicable documents ...... 44

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Preamble

The present guideline is intended for all those responsible for the loading and transportation process such as freight carriers, vehicle keepers, dispatchers, forwarding agents and consignors. The aim of the guideline is to improve the transportation quality and the traffic safety through the introduction of standardised tools for load securing. Conveyed are the physical and legal fundamental principles for transportation of Daimler load carriers in road traffic and the consequential resulting methods of load securing. Base on this the most economical load securing measures for all current load situations are presented, as far as the loader has provided the goods in load carriers according to Daimler standards, the forwarding agent has made available a suitable vehicle with appropriate equipment and the driver has secured and checked the load in a responsible manner. The described load securing measures must be known by the persons being in charge and responsible for the transport operations. The training of these persons in accordance with the present guideline will impart sufficient knowledge about dangers, physical fundamentals and technical solutions of load securing, increasing at the same time the intention to apply these measures extensively in order to prevent accidents and damage.

1. Scope

The guideline “Daimler Load Securing 9.5“ is considered as binding set of regulations regarding load securing for all incoming and outgoing transportation on utility vehicles in the plants, ELCs (European Logistic Centres) and branches of the Daimler AG. Based on applicable regulations and practical tests at the DEKRA Crash Centre Neumünster it provides the fundamentals for the roadworthy transport with DC load carriers. The particular vehicle requirements and load securing specifications result from DEKRA certificates which have been established with regard to regularly carried out practical examinations under realistic conditions. In the meaning of the present text, Daimler load carriers are designed according to the requirements of the Daimler guideline 5 (as per 2008), they consist of standardised elements (base frame, square pipe corner posts, and foot plates T5 9012/13) and offer the possibility of column stacking with centring inside the stack. Daimler load units, in the meaning of the present text, are designed with reference to the Daimler guideline 5 (as per 2008) and consist of flat pallets with stacking edge (e.g. T5 5010) and foot plate (T5 9012/13), VDA small load carriers or frame insert and load unit cover plate (e.g. T5 9040). In case of special load carriers of particular plants or individual vehicle body structures further specific Daimler guidelines have to be taken into account. Load securing of cargo and loading conditions which are not subject of the present guideline have to be treated according to the load securing examples and calculation methods presented for international use in the standard DIN EN 12 195-1 or for national purposes in the guideline VDI 2700. Intermodal transports (intermodal traffic: road/ rail) require additional load securing measures concerning vehicle body structures and load carriers.

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2. Legal Regulations for Load Securing (excerpt)

The legal basics of load securing are determined by the StVO (Straßen-Verkehrs-Ordnung German Road Traffic Regulations), StVZO (Straßen-Verkehrs-Zulassungs-Ordnung German Road Traffic Licensing Regulations), the HGB (Handels-Gesetz-Buch German Commercial Code), and the CMR (Convention relative au contrat de transport international de marchandises par route Internationale Vereinbarung über Beförderungsverträge auf Straßen Convention on the Contract for the International Carriage of Goods by Road).

§ 22 StVO – Load (1) Load, load securing devices included, and other load handling equipment must be stowed and secured in such a way that even in case of full braking or an evasive manoeuvre they cannot slip, fall over, roll back and forth, fall off or cause avoidable noise. The valid rules of technique have to be respected.

§ 23 StVO – Duties of the driver (excerpt) As part of his responsibility the driver must pay attention that his view ... is not partially blocked by the load, equipment or the state of the vehicle. He must make sure that the vehicle, road train or articulated vehicle, and the load are in accordance with the regulations, and that the roadworthiness of the vehicle is not compromised by the cargo... .

§ 30 section 1 StVZO – Vehicle design The design and equipment of vehicles must be realised in a manner that in case of appropriate use no one else is harmed or, in accordance with the circumstances, more than unavoidable endangered, hindered or annoyed, the passengers are protected as best as possible against injuries, especially in case of accidents, and that the extent and the consequences of these injuries remain minimised.

§ 31 section 2 StVZO – Responsibility for the operation of transport vehicles (excerpt) The owner must not order or admit the operation of a vehicle, if he is aware or has to be aware that ... the cargo ... does not conform to the regulations, that the roadworthiness of the vehicle is diminished by the cargo or the load distribution or the present load securing equipment is not sufficient.

§ 412 section 1 HGB (TRG) As far as nothing else results from the circumstances or common usage the consignee is obliged to load, to stow and to fix the cargo transportation-safe and to unload it in a safe manner. Responsibility for the reliable stowage of the load lies with the freight carrier. Comment: Differing articles of agreement in Daimler transport contracts have to be respected. DAIMLER Daimler Load Securing 9.5 Page 8

3. Vehicle specification 3.1 List of vehicle specification

The structure of bodies of trucks used for road transport have to meet the standard EN 12642 (12/2006); they must be equipped on both sides with stop ledges (pallet stop ledges) according to EN 12642 chapter 5.3.4.2, which are designed proof against levering out by foot plates (T5 9012/13). Additionally, vehicles used for the transport of Daimler load carriers must meet supplementary specifications as listed in the columns 4-7 of the following table (see chapter 10.1).

Inside dimensions of loading area [m] Test load of vehicle body [N] Length Width Height Front wall Side Rear wall Floor wall 1 2 3 4 5 6 7

Megatrailer ca.13.40 2.46-2.48 max. 3.0 0.5 x payload 0.4 x payload 0.3 x payload EN 283 Semitrailer CSC

Megatrailer max. 9.251) 2.46-2.48 max. 3.0 0.5 x payload 0.4 x payload 0.3 x payload EN 283 drawbar CSC combination

Curtainsider ca. 13.40 2.46-2.48 up to 2.70 0.5 x payload 0.4 x payload 0.3 x payload EN 283 semitrailer CSC

Curtainsider max. 9.251) 2.46-2.48 up to 2.70 0.5 x payload 0.4 x payload 0.3 x payload EN 283 drawbar CSC combination Semitrailer with ca. 13.40 2.46-2.48 up to 2.70 0.5 x payload 0.4 x payload 0.3 x payload EN 283 side boards CSC

Drawbar max. 9.251) 2.46-2.48 up to 2.70 0.5 x payload 0.4 x payload 0.3 x payload EN 283 combination with CSC side boards Swap body ca. 7.82 2.46-2.48 max. 3.0 0.5 x payload 0.4 x payload 0.5 x payload EN 283 CSC

Box type ca. 13.40 2.46-2.48 up to 2.70 0.5 x payload 0.4 x payload 0.3 x payload EN 283 semitrailer CSC

Box type drawbar max. 9.251) 2.46-2.48 up to 2.70 0.5 x payload 0.4 x payload 0.3 x payload EN 283 combination CSC

1) Length of cargo space of the tractor or trailer

Box type bodies must be equipped with load securing devices (lashing points, perforated ledges for lashing, key hole profiles) allowing the use of restraint systems (nettings/ locking beams).

The table values apply analogously to vehicles with a permissible gross weight as of 7.49 t. DAIMLER Daimler Load Securing 9.5 Page 9

For the transport of VDA small load carriers according to Daimler guideline 5 or frame inserts by means of curtainsider vehicles side slats and tarpaulins as presented in chapter 3.2.3. must be used. The trucks used in Daimler AG must comply with the above mentioned equipment standard or provide a comparable body rigidity. The vehicle keeper has to submit written evidence with the requirements by documents issued by the vehicle manufacturer including confirmation by a notified body, the documents must be carried in the vehicle. To ensure lasting rigidity of the vehicle body and related parts an inspection by an expert (1) has to be carried out whenever necessary, at least once a year. Especially attention shall be paid to rigidity reducing occurrences like damages, corrosion or changes that have been made. In accordance with the manufacturer’s specifications, the inspection has to be carried out visually and as functional test. The results of the inspection have to be reported in written form, the document has to be kept at least until the next inspection. The report has to be signed by the expert.

3.2 Design of vehicle body

If the permitted payload is applied and the truck is exposed to the following dynamic accelerations

Braking deceleration 0.8 g Lateral acceleration 0.5 g Backward acceleration 0.5 g

2 (g = Acceleration of gravity 9.81 m/s )

the design of the vehicle body must ensure that the inertial forces generated by the cargo Fig. 1 Accelerations due to road traffic can be completely absorbed by the side walls, the front wall, the rear wall, the floor load bearing capacity and the rigidity of the roof.

Adequate proof shall be deemed furnished if the test criteria according to chapter 10.1 and 10.2 are met.

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3.2.1 Front walls The front walls must be designed in a manner that a distance of at least 2.4 m remains between the front wall corner posts or, in case of concealed corner stakes, clearances must be filled to prevent the load carrier frames and feet from penetrating the corner post sections (test setup see chapter 10.1.1). Increased requirements concerning the strength of front wall systems in case of intermodal transports have to be respected obligatorily.

3.2.2 Pallet stop ledge

Fig. 2 Pallet stop ledge

The vehicle body must be equipped with an uninterrupted pallet stop ledge which is fixed on the chassis, its minimum height is 15 mm and the minimum width is 6 mm. The stop ledge must withstand the lateral forces from the load carrier feet without being levered out. Interruptions of the stop ledge are only permissible at the anchorage points if the related stakes are mounted. The space between the stop ledge at the right and at the left side must remain between 2,460 – 2,480 mm.

(Test setup see chapter 10.1.4)

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3.2.3 Tarpaulin The design of the tarpaulin must at least meet the requirements of the standard EN 12641-1. Furthermore, if the tarpaulins are used as load securing device, they must not only comply with EN 12641-2, but provide the following additional properties:

Properties: Requirements: Test method as per: Tear resistance of the tarpaulin in warp and weft - at 23 °C ± 5 °C ≥ 4.000 N / 5 cm EN ISO 1421 - at –25 °C ≥ 2.700 N / 5 cm Tear propagation resistance of the tarpaulin in warp and weft - at 23 °C ± 5 °C ≥ 300 N - at –25 °C ≥ 130 N EN 1875-3 Adhesive strength of the tarpaulin > 100 N / 5 cm EN ISO 2411 Dimensional stability of the ≤ 1 % 24 hours at 70 °C tarpaulin Buckling strength of the tarpaulin No tearing after EN ISO 7854/B 100,000 buckling cycles Fire behaviour of the tarpaulin Burning velocity ISO 3795 < 100 mm / min Area-based weight of the tarpaulin > 850 g / m2 EN ISO 2286-2 Tarpaulin reinforcement by Vertical distance: integrated (e.g. high frequency max. 600 mm See chapter 10.3 welded) strap system Horizontal distance: max. 600 mm Tensile strength of the straps Vertical straps: >2,300 daN Horizontal straps: >1,200 daN Strap hooks Minimum hook-in depth: 22.5 mm See chapter 10.3 The hook of the strap must fit the related support at the vehicle body Strap tensioner Strap-adapted, self-locking safety device by tension / spring bar or over centre See chapter 10.3 tensioner with mechanical safety catch

Curtain system: Extensional stiffness: See chapter 10.3 (guide rail / curtain roller / (without damage at the system) curtain / curtain clasp/ strap hook / hook-in support)

If instead of tarpaulins with load securing properties alternative solutions are introduced, these must offer increased capacities compared to the above listed requirements and a documentation according to chapter 10.3 has to be furnished. DAIMLER Daimler Load Securing 9.5 Page 12

3.2.4 Lashing points Vehicles, which can due to design reasons not be fitted with a multi-hole system must be equipped with lashing points according to EN 12640. The lashing points must allow to direct the absorbed forces into the load bearing structure of the vehicle. The design of the lashing points on or in the load floor must ensure that they cannot be displaced by the cargo and do not protrude in home position the horizontal level of the load floor. Up to an inclination angle of 90° or the maximum inclination angle possible by the construction the admitted tensile force must be at least 2,000 daN. In case of vehicles manufactured after 2001 the longitudinal distance between two adjacent lashing points on the longitudinal side should be max. 1,000 mm. Recommended are multi-hole systems which are successfully tested similar to EN 12640. As per chapter 6.2 lashing points and eyes of multi-hole systems must fit standard designed strap hooks (hook-in depth 22.5 mm). At a length of 1 m of the multi-hole ledge it must be possible to apply the admissible lashing point capacity of 2.000 daN at three spots. Generally, multiple occupancy of lashing points is possible, as long as the load is transmitted via the ground of the hook and the admissible lashing point capacity is not exceeded.

Fig. 3 Multi-hole system

3.2.5 Roof To achieve increased distortion resistance, vehicle body structures without rigid roof, which are equipped e.g. with a sliding roof or a tarpaulin roof, need reinforcements of the roof area. Suiting solutions are diagonally arranged straps with an elongation ≤ 5 % or 8- fold steel rope guying. Steel rope guying and tensioning devices must not hang down into the load compartment. Roof constructions of superior quality must be marked with a lasting reference to the standard DIN EN 12642 Code XL.

3.2.6 Rear portal/door Rear doors must be equipped with at least 2 pairs of gear locks (see Fig. 5). Alternative systems of superior quality are admissible as well, if they are proofed according to chapter 3.1 (testing as per chapter 10.1.2). Increased requirements concerning the strength of rear portal systems in case of intermodal transports have to be respected obligatorily. DAIMLER Daimler Load Securing 9.5 Page 13

If the rear of the load compartment is closed by tarpaulin additional load securing devices have to be mounted.

Fig. 5 Rear doors with two pairs of gear locks

3.2.7 Floor load bearing capacity Analogous to the standard EN 283 (CSC test of International Convention for Safe Containers), this test shall prove the capacity of a vehicle floor to resist concentrated dynamic stresses imposed by loading or unloading operations involving forklift trucks or similar devices and the mechanical stress caused by the load carrier feed (testing as per chapter 10.1.5). According to the CSC test this mechanical stress is equivalent to a strain applied by the pool load carrier foot of 19 daN/cm². With excluded access of forklift trucks, if pool load carriers shall be stowed, transport vehicles of the Atego class must provide a floor bearing capacity of 7.5 daN/ cm2 for a load mass of 2.0 t per linear load metre.

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4. Stack arrangement in case of transport on utility vehicles in road traffic 4.1 Cargo repartition inside of load carriers

Stowage of cargo inside of load carriers must be carried out in a manner which ensures that the goods cannot slip or tilt due to dynamic driving forces. Inside of the load carrier, the cargo should be stowed with an even repartition and its centre of gravity as low as possible. The cargo must not protrude the outline of the load carrier. The height of the geometric centre of a load carrier must not be exceeded by the level of the centre of gravity. Loading of cargo may be carried out only until the maximum load capacity of the load carrier (as per specification plate) has been reached. The cargo repartition of the load carrier must not prevent safe stacking or jeopardize occupational safety (e.g. minimum ground clearance of stacked cargo 100 mm). The use of obviously defective load carriers is not permitted. According to the Daimler guideline 9.4 “Repair of damage on large load carriers made of steel or plastic” defective load carriers have to be marked, sorted out and given to the overhaul service.

4.2 Forming of load units

For the transport of not forkliftable load carriers (e.g. VDA-C-small load carriers, frame inserts) load units have to be formed. Generally, stackable load units consist of 3 components: 1. Flat steel pallet with stacking edge and plate feet (e.g. T5 5010) 2. Small load carriers/frame inserts on the basis of the Daimler guideline 5 3. Plastic cover plate (e.g. T5 9040) with seating for form-lock securing of each Daimler plate foot. For the transport of frame inserts additional interlayers can be inserted. The use of interlayers which do not provide centring in the stack is not allowed.

Stacking edge Form-lock securing of foot plate Fig. 6 Flat steel pallet T5 5010 Fig. 7 Cover plate T5 9040

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Small load carriers/frame inserts (KLT/ER) on the basis of the Daimler guideline 5 have to be stacked in a way that the container feet of the upper load carrier fit the container edge of the below positioned load carrier. As much as possible each further layer has to be stacked in a staggered cross-pattern. During the assembly of load units attention should be paid to prevent KLT/ER from protruding or to end beneath the outline. Each layer must form an even plane. The maximum height of the entire load unit must not exceed 1,250 mm, in case of load units composed of R-KLT T5 3215 a maximum height of 650 mm has to be respected. Except the uppermost layer all layers of the load unit must be complete. In the uppermost layer, at least all four exterior corners must bear a KLT/ER. To avoid sliding the four corner KLT/ER must be piled to a stack. A cover plate T5 9040 has to be placed on the uppermost layer. Load units which cannot be stacked in a pattern must be secured against slipping and tilting by strapping. Above load units of cargo-filled R-KLT with mounted cover plate, e.g. T 5 9040 or 9042, the maximum weight of superposed goods is limited to 200 kg.

Fig. 8 Stacking in a pattern (double wall C-KLT) Fig. 9 Stacking of a load unit (single wall R-KLT)

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4.3 Forming of stacks

During the process of arranging transport units stacks can be piled up according to the procedure of stacking columns with centring inside the stack.

Fig. 10 Forming of stacks: Fig. 11 Cover plate - foot plate Square pipe corner post - foot plate

Forming of stacks with Daimler load carriers according to the Daimler guideline 5 is carried out via the connection between corner posts and foot plates, in case of load units the foot plates fit the stamped seatings in the cover plate. During stacking the correct fitting of the connecting parts must be ensured. Stacking on side walls or their struts is not permitted. During stacking the admissible superimposed load of the load carriers/load units has to be respected. During stacking of load carriers/load units with varying weight the load carriers/load units with higher gross weight must be placed at the bottom. The stacks have to be piled up perpendicularly. The cargo weight per loading metre of vehicles with full load should not exceed 2,000 kg, in case of higher cargo weight per loading metre the load distribution plan has to be taken into accont. If stacks are composed of load containers/load units which belong to varying height classes, the specification of the load container/load unit with the lowest stack factor applies.

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Admitted stack factors are listed below:

Daimler Stapel- Anordnung LT Stapelfaktor X-fach Flächenmodul system auf Ladefläche

Länge x Breite z.B. LT Fußteller zur Fahrtrichtung Höhenklasse Ladungsträger/Ladeeinheit

0 - 200 201 - 500 501 - 1000 >1000

(mm) (mm) (mm) (mm) (mm) T5 2071/ X=63) X=6 X=24) X=2 1 000 x 600 T5 9012 längs T5 2671 1 000 x 800 T5 5009 längs gebändert X=20 1 200 x 1 000 T5 5003 quer 1 200 x 800 T5 2941 T5 9012 quer X=63) X=6 X=3 X=2

T5 2032/ 1 200 x 1 000 T5 9012 quer X=63) X= 66) X=3 X=2 T5 2632 1 600 x 1 200 T5 2035 T5 9012 längs X=63) X=66) X=45) X=2

2 000 x 1 200 T5 2036 T5 9012 längs X=63) X=66) X=45) X=2

2 400 x 1 200 T5 2038 T5 9012 längs/quer X=63) X=66) X=45) X=2

2 400 x 1 600 T5 6037 T5 9013 quer X=13 X=66) X=5 X=2

Die Ausnutzung der Stapelfaktoren ist nur im Rahmen der Abmessungen des Laderaums möglich!

3) strapped X=13 permitted 4) X = 3 or 4 possible with diagonal lashing to the side up to two rows (2 loading metres see Fig. 12 + 13) 5) with tarpaulin as per chapter 3.2.3 and use of side slats up to the height level of the cargo X=5 permitted 6) depending on their position empty pallets can piled up to X=8, the height level of the cargo of 3.0 m and the load distribution must be respected

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Fig. 12 Lateral diagonal lashing of Fig. 13 Lateral diagonal lashing of LT 2071 LT 2071 over feet of the third level over feet of the fourth level

Load units composed of cargo-filled R-KLT with cover plate, e.g. T 5 9040, 9042, may only stowed in the first or second level without any superimposed load. Above cargo-filled R-KLT load units no further load units may be stacked. Several empty R-KLT load units can be piled to a stack.

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5. Specification of loading arrangements

Examples of loading arrangements within the meaning oft this guideline are presented below:

5.1 Full load

The cargo on the lowest stack level is merged to a form-fitting unit. Remaining gaps between load carriers and front wall, which are caused by tolerances of carriers and stowage, do not exceed a maximum of 30 mm. When, with respect to further regulations concerning coordinated dimensions of goods to be loaded and vehicle, impermissible dimensional deviations occur, gaps to the side walls must be secured by appropriate means (VDI 2700, page 14, paragraph 2.3). In case of vehicle body structures according to the Daimler load securing guideline 9.5 gaps which are smaller than the longitudinal side length of the rear stake and less than 150 mm to the rear wall are not critical. If more important gaps occur, load securing measures to the rear like empty pallets in upright position or restraint systems like locking beams or diagonal lashing have to be carried out.

Fig. 14 Load arrangement: full load

5.2 Part load

Beginning at the front wall, the cargo on the lowest stack level is merged to a form-fitting unit. Remaining gaps between load carriers and front wall, which are caused by tolerances of carriers and stowage, do not exceed a maximum of 30 mm. When, with respect to further regulations concerning coordinated dimensions of goods to be loaded and vehicle, impermissible dimensional deviations occur, gaps to the side walls must be secured by appropriate means (VDI 2700, page 14, paragraph 2.3).

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Fig. 15 Load arrangement: part load

5.3 Partial load

Between the cargo on the lowest stack level remain one or several gaps. Behind gaps the cargo on each stack level has to be graduated according to the table below. Remaining gaps between load carriers and front wall, which are caused by tolerances of carriers and stowage, do not exceed a maximum of 30 mm. When, with respect to further regulations concerning coordinated dimensions of goods to be loaded and vehicle, impermissible dimensional deviations occur, gaps to the side walls must be secured by appropriate means (VDI 2700, page 14, paragraph 2.3).

gap

2-fold graduation Fig. 16 Load arrangement: partial load

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Graded height levels behind stowage gaps

Base of the Daimler load carrier Position of the load Graduation carrier on the loading area Type Length x width [mm] To the direction of travel X-fold 1 1,000 x 600 longitudinally 2-fold 2N 1,200 x 800 laterally 2-fold 2 1,200 x 1,000 laterally 2-fold 4 1,600 x 1,200 longitudinally none 5 2,000 x 1,200 longitudinally none 6 2,400 x 1,200 longitudinally / laterally none / 1-fold 7 2,400 x 1,600 laterally none

Without securing measures, stacks of load carriers made of plastic must not be placed next to gaps. Load units composed of small load carriers/ frame inserts on flat pallets (e.g. T5 5010) may be placed next to gaps only if tying down and diagonal lashing of the foot level of the uppermost layer are carried out.

5.4 Single items of general cargo

Single items of general cargo are heavy parts in load carriers or load units, which are positioned with respect to the load distribution scheme as individual pieces above the roll axis on the load floor. On the lowest stack level, remaining gaps to the front wall, side walls and rear portal/door exceed 30 mm.

Fig. 17 Load arrangement: single items of general cargo

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5.5 Load distribution scheme

Stowing of cargo on a vehicle must be carried out with respect to its permissible gross weight, the permissible loads per axle and with the height of the overall centre of gravity kept as low as possible. In case of part loads an even load distribution should be aimed as well, thus achieving proportional loading of all axles and an overall centre of gravity situated in the zone of the envelope curve. How the cargo weight must be distributed over the load floor is outlined in the load distribution scheme. Drawing up load distribution schemes requires information about unladen masses like axle loads and fifth wheel loads. These data can be requested from the vehicle manufacturers. When making a load distribution scheme for single heavy items of cargo, the floor load bearing capacity has to be respected as well. With respect to the permissible axle loads the envelope curve of a load distribution scheme indicates which maximum payload can be applied on each loading metre. On the horizontal axis the distances of the centres of gravity in metres are shown, on the vertical axis the related payloads can be read. Compliance with the axle loads can be ensured by weighing or through calculation using the load distribution scheme.

Load distribution schemes can be requested from the vehicle body manufacturers.

LoadLastverteilungsplan distribution scheme

BegrenzungLimiting through durch gross zulässigesvehicle weight Gesamtgewicht [t]

3,0 max. 2,9 t BegrenzungLimiting through durch permissible zulässige rear Hinterachslastaxle load of the trailerdes Anhängers achieved ist 2,6 t 2,5

BegrenzungLimiting through durch permissible LimitingBegrenzung through reliable durch steeri ng zulässigerear axle load Hinterachslast of the tractor sichere Lenkbarkeit 2,0 der Zugmaschine

1,5

0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 [m]

0,2 0,2 0,2 0,3 0,3 0,3 0,5 0,4 0,5 0,4 0,3 0,3 0,2

0,3 0,4 0,3 0,5 0,4 0,3 0,6 0,5 0,7 0,6 0,3 0,3 0,3

0,6 0,7 0,7 0,9 1,0 1,4 1,6 1,7 1,5 1,3 1,0 0,8 0,7

Fig. 18 Load distribution scheme (example of cargo distribution) DAIMLER Daimler Load Securing 9.5 Page 23

5.6 Strategy to manage loading arrangements

In case of volume transports which are generally composed of more than 10 individual load carriers/units the loading arrangement should be realized as presented in chapter 5.1 - 5.3. Applying objectives are listed below: a) Start of loading operation at the front wall. b) Stowing with form-lock securing takes priority over forming of stacks. c) Within a stack, load carriers/units with higher gross weight are placed below. d) Forming of stacking columns with centring inside the stack. e) Avoiding of gaps. f) Respect of the load distribution scheme.

In case of transports of single heavy items of general cargo which are generally composed of less than 10 load carriers/units the loading arrangement should be realized with respect to the load distribution scheme (see chapter 5.4/5.5). Applying objectives are listed below: a) Positioning of the load above the roll axis with respect to the load distribution scheme. b) Positioning of the load against the front wall (as far as permitted by the distribution scheme). c) Installation of artificial headboards. d) Forming of load units. e) Consideration of stability.

DAIMLER Daimler Load Securing 9.5 Page 24

6. Load securing aids

Recommended load-securing aids are presented below:

6.1 Lashing nets

Width: 3.6 m Height: 2.4 m Mesh width: 0.3 m

Each corner equipped with a loop. All cross connections must allow triangular hooks to be attached.

Tensile strength, straight pull: 2,500 daN Permitted mesh cross loading: 2,000 daN

Maschenweite

Fig. 19 Lashing net

DAIMLER Daimler Load Securing 9.5 Page 25

6.2 Tie-down straps

Length: 9 m Tensile strength, straight pull: 2,500 daN Strap hooks: hook-in depth max. 22.5 mm Tie-down straps with an elongation ≤ 4 % are recommended.

Recommended as tensioners are long lever ratchets with a Standard Tension Force STF of 750 daN and pre-tension indication. Normally, if a manual force Standard Hand Force SHF of 50 daN is applied, common quality short lever ratchets allow to generate as pre- tension force STF of only 250 daN. Fig. 20 Tie-down strap

6.3 Friction enhancing material

(Granulate mats, minimum thickness 6 mm, coefficient of sliding friction of both sides µ ≥ 0.6).

If signs of permanent deformation / crimping or beginning perforation caused e.g. by plate feet or the load the mats have to be replaced.

6.4 Locking beams

In most cases locking beams are made of square timbers, rectangular plywood sections, multi-chamber rectangular sections or similar materials. Locking beams with perforated rails and fixing blocks for securing of part loads up to 15 t in longitudinal direction

Length: 2,400 – 2,450 mm Height: min. 200 mm Depth: min. 30 mm Section modulus: Wx: > 15 cm3 Section modulus: Wy: > 65 cm3

DAIMLER Daimler Load Securing 9.5 Page 26

Important for efficient functioning of locking beams for load securing purposes is their proper height and a support by at least 2 fixing blocks with a minimum height of 200 mm. Each fixing block must be designed to transfer via the perforated rails in the floor a load of at least 7,500 daN.

Fig. 21 Fixing block Fig. 22 Locking beam fixed on a perforated rail

Current load securing to the rear or in case of part loads up to 2.5 t is carried out by lashing plug-in laths in particular pockets and related locking beams. To ensure correct force transmission to the vehicle body, if locking beams in longitudinal or rear direction are fixed on lashing plug-in laths, these laths must be mounted continuously without interruption in the concerned level from the front wall to the rear portal.

Fig. 23 Locking beam system

DAIMLER Daimler Load Securing 9.5 Page 27

6.5 Empty pallets to fill in gaps

Gaps can be filled in with empty pallets.

T5 2032 T5 2071 T5 5010 T5 5003 Fig. 24 Empty pallets

6.5.1 Empty pallets to fill in gaps inside the transport unit e.g. T5 2032 erected/folded 1,200 x 1,000 x 1,000/380mm e.g. T5 2071 erected/folded 1,000 x 600 x 700/350mm

Fig. 25 Empty-LT T5 2032 to fill in gaps Fig. 26 Empty -LT T5 5003 to fill in inside the transport unit gaps towards the load compartment limit

DAIMLER Daimler Load Securing 9.5 Page 28

6.5.2 Empty pallets to fill in gaps towards the load compartment limit e.g. T5 5003 1,200 x 1,000 x 150 mm to be mounted exclusively in upright position, flat position is not admitted (see Fig.26).

6.5.3 Arrangement of connected stacks To arrange connected stacks, load carriers with a base area of 1,200 x 1,000 mm (e.g. T5 2032) and plate foot T5 9012 can be placed between 2 stacks with a base area of 1,000 x 600 mm (e.g. T5 2071), double tying-down is required.

Fig. 27 Arrangement of connected stacks

DAIMLER Daimler Load Securing 9.5 Page 29

7. Load securing measures

7.1 Full load

Securing Load securing equipment Instructions of load securing To the front Front wall Stowing with form-lock securing to the front wall. To the side Stop ledges, walls of the load According to the regulations concerning compartment, stakes, coordinated dimensions of goods to be (plug-in laths, tarpaulin)7) loaded and vehicle, form-lock securing as far as possible to the sidewalls (stop ledges chapter 3.2.2, walls of the load compartment, stakes). To the rear Rear portal/doors As far as possible, stowing with form-lock securing to the rear portal/doors.

7) In case of transports of load units composed of small load carriers/frame inserts a tarpaulin according to chapter 3.2.3 and completely mounted plug-in laths equipment up to the top level of the cargo must be used.

In case of transports of triple or quadruple stack T5 2071 diagonal lateral lashing in the last but one foot level on both sides must be carried out to the side.

Tarpauli Stop ledge

Stake

Fig. 28 Lateral load compartment limit Fig. 29 Form-lock securing to the front wall

DAIMLER Daimler Load Securing 9.5 Page 30

Fig. 31 Lateral diagonal lashing of Fig. 30 Lateral diagonal lashing of LT 2671 LT 2071 over feet of the third stacking level over feet of the fourth stacking level

DAIMLER Daimler Load Securing 9.5 Page 31

7.2 Part load

Securing Load securing equipment Instructions of load securing To the front Front wall Stowing with form-lock securing to the front wall To the side Stop ledges, walls of the load According to the regulations concerning compartment, 3 pairs of coordinated dimensions of goods to be stakes, (plug-in laths, loaded and vehicle, form-lock securing as tarpaulin)7) far as possible to the sidewalls (stop ledges chapter 3.2.2, walls of the load compartment, stakes). To the rear Tie-down strap Large load carrier Diagonal lashing with fixing of the strap at the rear stack in the top stacking level (see Fig. 33). Load units composed of small load carriers/ frame inserts, flat pallets Tie-down lashing of the rear stacks over the top stack level and diagonal lashing with fixing on the rear stack in the top stack level (see Fig. 32). Locking beams Locking beams mounted in positions which ensure form-lock securing (see chapter 6.3). Empties and rear portal/ Ensuring form-lock securing to the rear doors portal/ doors by filling in existing gaps

In case of transports of triple or quadruple stack T5 2071 diagonal lateral lashing in the last but one foot level on both sides must be carried out to the side.

In case of transports of triple or quadruple stack T5 2071 diagonal lateral lashing on both sides to the side must be always carried out around the top foot level.

Fig. 32 Tie-down lashing of the top stack level Fig. 33 Diagonal lashing of top stack level and diagonal lashing DAIMLER Daimler Load Securing 9.5 Page 32

7.3 Partial load

Securing Load securing equipment Instructions of load securing To the front Front wall Stowing with form-lock securing to the front wall. Locking beam Behind gaps the cargo has to be graduated according to chapter 5.3, the bottom level has to be secured by locking beams mounted in positions which ensure form-lock securing (see chapter 6.3). Tie-down strap 3 tie-down straps, first tie-down strap mounted in the bottom level; second and third tie-down straps mounted in the top levels. To the side Stop ledges, walls of the load According to the regulations concerning compartment, 3 pairs of coordinated dimensions of goods to be loaded stakes, (plug-in laths, and vehicle, form-lock securing as far as tarpaulin)7) possible to the sidewalls (stop ledges chapter 3.2.2, walls of the load compartment, stakes). To the rear Locking beam Locking beams mounted in positions which ensure form-lock securing (see chapter 6.3). Tie-down strap Large load carrier Diagonal lashing with fixing of the strap at the rear stack in the top stacking level (strap positioned over food post). Load units composed of small load carriers/ frame inserts, flat pallets Tie-down lashing of the rear stacks over the top stack level and diagonal lashing with fixing on the rear stack in the top stack level. Empties and rear portal/ Ensuring form-lock securing to the rear portal/ doors doors by filling in existing gaps. 7) In case of transports of load units composed of small load carriers/frame inserts a tarpaulin according to chapter 3.2.3 and completely mounted plug-in

laths equipment up to the top level of the cargo must be used.

In case of transports of triple or quadruple stack T5 2071 diagonal lateral lashing in the last but one foot level on both sides must be carried out to the side.

In case of transports of triple or quadruple stack T5 2071 diagonal lateral lashing on both sides to the side must be always carried out around the top foot level.

Fig. 34 Partial load with locking beams Fig. 35 Example of mounted plug-in lath equipment DAIMLER Daimler Load Securing 9.5 Page 33

7.4 Single items of general cargo

Securing Load securing equipment Instructions of load securing To the front, Tie-down straps8) Diagonal lashing of cargo by means of two to the side, to pairs of tie-down straps. If the cargo is the rear composed of several single items the entire load unit must additionally be held together by a horizontally loop. Tie-down straps and lashing Cargo has to be covered by the lashing net, net8) at a suitable point the triangle hooks have to be fixed to the cross connections, load securing by diagonal lashing with 2 tie- down straps.

8) If the gross weight of the load units exceeds 7.5 t further pairs of tie-down straps have to be mounted.

Stripping

α β

Fig. 36 Diagonal lashing, stripping Fig. 37 Load securing by means of a lashing net

Fig. 38 Tie-down forces Fig. 39 Diagonal lashing forces

DAIMLER Daimler Load Securing 9.5 Page 34

8. Guidelines for load securing

BGI 649 Load securing on vehicles Daimler RL 5 Technical planning and use of load carriers DIN 4407 Decision criteria for the selection of transport packages as multi-usable load carriers DIN 15141 Pallets, types and main dimensions of flat pallets DIN 15142 Materials handling equipment, box pallets, stake pallets DIN 15145 Pallets, schema and terms for pallets with drive-in opening DIN 30781 Transport chain, basic terms DIN 30783 Modular order in the transportation chain DIN 30798-1 Modular system DIN 55405 Terms for packaging concepts DIN 60060 Tie-down straps of man-made fibre for load securing on utility vehicles for goods transportation DIN 70010 Schema of road vehicles DIN 75410-1 Lashing points on utility vehicles for goods transportation, minimum requirements EN 283 Testing of swap bodies EN 2286-2 Rubber or plastic coated textiles - determination of rolling characteristics EN ISO 2411 Rubber or plastic coated textiles - determination of adhesion of coatings EN 7854 Rubber or plastic coated textiles - determination of resistance to damage through bending EN 12195 Load securing devices, safety EN 12195-2 Tie-down straps of chemical fibres EN 12640 Lashing points on utility vehicles for goods transportation EN 12641 Tarpaulins EN 12642 Bodies on utility vehicles, minimum requirements EN 13199 Small load carrier systems EN 13626 Box pallets, general specifications and test procedures EN 13937-2 Tear propagation properties of fabrics - determination of tear propagation resistance with trouser-shaped test specimens HGB German Commercial Code incl. TRG Transport Reform Law ISO 445 Pallets for handling of goods ISO 1421 Rubber or plastic coated textiles - determination of tensile strength and elongation at rupture ISO 3676 Packaging – Unit load sizes – Dimensions ISO 3795 Road vehicles, tractors and machinery for agriculture and forestry – determination of burning behaviour of interior materials DAIMLER Daimler Load Securing 9.5 Page 35

STVO German Road Traffic Regulations STVZO German Road Traffic Licensing Regulations VDA 5002 Definition of terms in the transport and delivery process of the automotive industry VDI 2411 Definition of terms and comments for transport purposes VDI 2700 Load securing on road vehicles VDI 3655 Requirements in regard to flat pallets for use in mechanized and automated conveying and storage systems VDI 3968 Requirement profile relative to the securing of load units

VDI 4407 Decision criteria for the selection of multi-usable load carriers as transport packaging

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9. Glossary of technical terms

Stop ledge Upstand at the lateral load compartment boundaries of vehicle platforms Loading Moving of cargo into or on a conveyor or means of transport Side walls Load compartment boundaries Curtainsider Utility vehicle with platform and stakes, laterally mounted sliding curtains and horizontal sliding tarpaulin roof Diagonal lashing Form-lock blocking of load by means of lashing equipment Consignee In the forwarding instruction named person or company, to whom the cargo is to be delivered Unloading Moving of cargo out of or from a conveyor or means of transport Flat pallet Platform with sufficient bottom clearance for entering the arms of a conveyor, without load-bearing superstructure Form-lock Transmission of forces at the joint by close association of the involved materials. Stress conditions appear as per laws concerning the Strength of Materials Forwarding agent Carries out the transport of cargo Ground conveyor Mostly in-company used vehicle without rails, with or without devices for lifting or stacking loads Regional freight Freight forwarder, who carries out for his principal the cargo forwarder transportation of all suppliers of and in a particular region Load unit Bundle formed of single items of cargo, which are strapped together Sliding friction Force appearing if a solid is shifted on a horizontal surface force Drawbar Combination of a truck and a via drawbar towed trailer combination Goods Products, which are forwarded or conveyed Static friction Force appearing from a solid at the limit to begin sliding on a force horizontal surface Box trailer Truck trailer with rigid body Complete load Cargo for one journey, which is picked up from a forwarder, allows full volume or load bearing capacity utilisation of the haulage means and is delivered without transshipment to the consignee Frictional Transmission of forces through effective area pairs by connection generation of friction Load list List of on a means of transport loaded shipments Load Cargo which is arranged and shipped for one journey by a means of transport. The cargo is composed of one or more shipments DAIMLER Daimler Load Securing 9.5 Page 37

Load carrier Platform with sufficient bottom clearance for entering the arms of a conveyor, with or without sidewalls to arrange goods to become a load unit Load unit For transport purposes arranged block of cargo. A load unit consists of the goods to be transported (e.g. several small load carriers/frame inserts) and the required packaging equipment (e.g. pallet, interlayer, cover plate) Megatrailer Utility vehicle with stake platform and a minimum load compartment height of 3 m Multi-usable - Packaging which is intended for multiple use during delivery and packaging transport operations (e.g. load carriers) Milk run Special form of direct haulage on a fixed route with scheduled pick-up times at the forwarders and fix arrival time directly at the consignee’s, generally without use of a handling installation Tying down Frictional securing of cargo by means of tying-down equipment Pallets Stackable, multiple use load carrier with load-bearing superstructure to arrange goods to become a load unit. (Daimler guideline 5) Test load Load bearing capacity x test load coefficient Rolloplane Vertical sliding tarpaulin Stakes Structural elements of a utility vehicle superstructure Column pallet Pallet with columns mounted at the corners to superpose a further pallet Groupage traffic Collecting of individual shipments from forwarders, forming a block of cargo, and distributing the individual items to the particular consignees Groupage Cargo which is collected from several forwarders, if necessary consignment formed to a block of cargo using a handling installation, and is delivered to a consignee with a haulage means Semitrailer Trailer with fifth-wheel Column stacking Layers with the same packing scheme piled up in an identical pattern Shipment Quantity of goods which are received, transported and unloaded within one loading operation from one loader (supplier) at one shipping point for one consignee at one place of destination at one delivery date Locking beam Laterally to the direction of travel positioned segment with form- lock connection to the vehicle body, used for load securing purposes Stability Stationary moment/tilt moment in relation to the tilting edge Side slats Horizontally between 2 stakes mounted planks at platform-type utility vehicles with tarpaulin superstructure Individual cargo Individual items of cargo which are shipped without being DAIMLER Daimler Load Securing 9.5 Page 38

formed to load units Plate food Rectangular supports of pallets (T5 9012/13), allowing to stack columns with centred form-locking Transport Shipping of cargo in a single operation or several steps using one or more haulage means Label of transport Tag fixed on load carrier/load unit for identification purposes Haulage means Transport device for the shipment of cargo (e.g. truck) Transshipment Change of haulage means during the transport of cargo VDA-KLT Double-wall (C-KLT) or single-wall (R-KLT) load carrier made of Polypropylene, generally suitable for manual handling operations, not offering sufficient bottom clearance for entering the arms of a conveyor Stacking in a Layers with differing packing schemes are piled up to a stack pattern Traffic Moving of persons, cargo and vehicles Loading All stowing operations of cargo on a conveyor or haulage means Loader Person or company who provides the forwarder with the cargo Place of loading Spot from where the cargo has to be picked up (e.g. loading ramp/gate) Consignment Providing of cargo to the forwarder Packaging Entire or partial wrapping of products/goods for separation or securing purposes Shipper Principal of the freight forwarder Merchandise Manufactured item, product, article Private haulage Road transport of cargo using company-owned haulage means for own purposes Lashing devices Straps made of tensile webbing (see VDI 2700 and VDI 3968)

DAIMLER Daimler Load Securing 9.5 Page 39

10. Appendix

10.1 Vehicle body test

The tests specified in all in this chapter included sections have to be carried out with the vehicle body in the condition in which it is intended to be used. Furthermore, if the bodies are equipped with removable components, these shall be in operational position as well during the test. The vehicle keeper has to prove compliance with the requirements by a written certificate of the vehicle manufacturer and a confirmation by a notified body. After finishing the tests applicable under section 10.1.1 to 10.1.5 the body structure shall show neither permanent deformation nor other changes which would impair its intended use.

10.1.1 Test of the front wall The front wall is tested with a test load of 0.5 x payload. For semitrailers the payload or at least a test force of 135 kN has to be applied. The test load has to be applied uniformly distributed to the entire inner surface of the front wall. The test load has to be applied for 5 minutes. Compared to the initial position, no part of the front wall must be deformed more than 150 mm.

10.1.2 Test of the rear wall The rear wall must be composed of rigid parts, it is tested with a test load of 0.3 x payload. The test load has to be applied uniformly distributed to the entire inner surface of the rear wall. The test load has to be applied for 5 minutes. Compared to the initial position, no part of the rear wall must be deformed more than 300 mm. If the rear wall of the reversely positioned unit becomes situated in front, no part of the rear wall, compared to its initial position, must be deformed more than 150 mm.

10.1.3 Test of the side walls Each side wall must withstand a test load of 0.4 x payload. Therefore an airbag test according to Annex A EN 12642 is carried out at the inside of the side wall. Alternatively, the body can be tilted until the lower longitudinal side of the body and the corner stakes are supported in their entire length and all other parts may freely bend. To achieve uniform load distribution, zones for mounting plug-in laths are covered with 5 mm thick plywood panels or similar material. Individual weights are positioned evenly so that 0.4 x payload is applied on the entire inner surface. No part of a side wall curtain must bend more than 300 mm; rigid side walls must not bend more than 300 mm. The test load has to be applied for 5 minutes. Stakes between the front and rear walls must withstand a centred point load of 0.1 P divided by the number of stake sections. In case of identical fixing the suitability of the stake can also be approved by means of an examination on a test stand.

DAIMLER Daimler Load Securing 9.5 Page 40

Note: The above described maximum bend of 300 mm has to be considered exclusively as assumed criterion for the test, but not at all as admissible deformation of the lateral load compartment limit caused by inertial forces of the cargo. For front/rear walls of box type bodies the test criteria as per chapter 10.1.1 apply. Additionally, the required body strength according to chapter 10.1.1 to 10.1.4 has to be approved by a dynamic driving test (chapter 10.2).

10.1.4 Test of the stop ledge (pallet stop ledge)

Pallet stop ledges and plug-in devices or removable alternative systems must meet the requirements of EN 12642 Code XL (chapter 5.3.4.2).

F = (0.4 x P x 2) ÷ L

Example semitrailer: L = 13.60 m P = 27,000 daN 2 = Test length of 2 m

F = (0.4 x 27,000 daN x 2.0 m) ÷ 13.60 m = 1,590 daN test force applied at a test length of 2.0 m

Plug-in devices or removable alternative systems replacing the pallet stop ledges must imperatively meet the requirements specified below: The real load case of the stop ledge system caused by the Daimler load carrier feet is simulated by a Daimler test specimen. The static tests of pressure or tension must be carried out according to the specifications and requirements of DIN-EN 12642 by means of a Daimler test specimen and approved by a certificate. Deformation of the stop ledge system to the outside or upwards must be obligatory prevented by additional mechanical locks. Neither permanent deformation nor other changes which would impair the intended use must appear after finishing the tests. 1,000 mm

LT – foot

Stop ledge Fig. 35 Daimler LT test specimen (top view) DAIMLER Daimler Load Securing 9.5 Page 41

10.1.5. Floor load bearing capacity Analogous to the standard EN 283 (CSC test of International Convention for Safe Containers), this test shall prove the capacity of a vehicle floor to resist concentrated dynamic strain imposed by loading or unloading operations involving forklift trucks or similar devices. The test is carried out using a vehicle with tyres. The axle load of the vehicle must be 5,460 kg, i.e. 2,730 kg per wheel. The nominal size of the wheel width must be 180 mm, the centre to centre distance of the wheels 760 mm. The contact area must be within a rectangle with side lengths of 185 mm (wheel width) x 100 mm. Inside the before mentioned area, the real contact area of each wheel must not exceed 142 cm². The test vehicle must be moved over the entire area of the load floor of the vehicle to be examined. During the test, the vehicle to be examined must be operational and in the condition in which it is intended to be used. The test load must be applied for 5 minutes in the weakest area of the floor. Test methods where a similar floor load is applied are admitted as well.

10.2 Test of vehicle body – Practical driving test

The valid driving test according to Annex B EN 12642, which has been created from the practical driving test (as per DEKRA) and the former DCE guideline 9.5, has now to be carried out.

Taking into account new types of load carriers and new vehicle designs the examination of conformity of the vehicles with the load securing requirements of this guideline be means of a dynamic driving test has to be carried out with respect to the modular dimensional chain using VDA small load carriers KLT T5 4329 or similar beverage crates with modular design, applying evenly stowed full load > than half of the inner height of the load compartment. In case of vehicles with Mega-design or bodies consisting of intermodal units with an inside height of 3 m an evenly stowed full load of the body volume has to be applied.

Within the driving test, during normal road traffic occurring accelerations, which are caused by traffic-based manoeuvres, are simulated.

In compliance with VDI 2700 ff the below specified accelerations have to be achieved:

- Brake deceleration 0.8 x g (Acceleration of gravity = 9.81 m/s2) - Transverse acceleration in lateral direction 0.5 x g - Change of lane test in both lateral directions 0.5 x g - Reverse acceleration 0.5 x g

During the tests any endangerment of traffic safety must be avoided. DAIMLER Daimler Load Securing 9.5 Page 42

10.2.1 Measuring technique and assessment The used measuring system must at least be equipped with one bi-axial acceleration detector (sensor) which is mounted on the vehicle centred below the loading area. Alternatively two bi-axial acceleration detectors can be used. One sensor has to be mounted in the middle of the front wall halfway up to the vehicle body height. The second sensor has to be positioned below the vehicle floor halfway in the middle of the rear overhang. Alternatively a second sensor is mounted on the vehicle at the frame level below the loading area next to the sensor position of the electronic trailer brake system (EBS modulator). The positioning tolerances of the sensors are +/- 30 cm. The value of the scan rate must be at least 2.56 times the chosen cut-off-frequency of the low-pass filter. The arithmetic mean obtained during a signal period of 80 ms must achieve the required acceleration value. A low-pass filter with a filter frequency of at least 25 Hz has to be used.

Example of scan rate calculation: If a low-pass filter with a filter frequency of 25 Hz (minimum requirement) has been chosen, the value of the scan rate must be (25 Hz x 2.56 = 64 Hz) ≥ 64Hz.

Comment concerning the brake tests: The force to operate the brake must be applied undiminished until the standstill of the vehicle.

Comment concerning the assessment: If the second sensor is mounted at the frame level next to the sensor position of the electronic trailer brake system (EBS modulator), the lateral acceleration requirements are considered to be fulfilled if during a signal period of 80 ms an arithmetic mean of 0.45 g is obtained.

Alternatively the required acceleration values may deviate downwards by a mean of 0.05 g if a signal period of at least one second is achieved.

10.2.2 Test of brake deceleration The initial speed for measuring brake deceleration must be at least 35 km/h. One vehicle length before the beginning of longitudinal deceleration, vertical excitation of vibrations takes place by driving over a ground sleeper, approximately 10 mm to 20 mm in height and approximately 500 mm wide positioned at an angle of 60° to 80° in relation to the direction of driving. After 3 consecutively performed test procedures no permanent deformations or tears in the front wall or in its connections to the frame must appear.

DAIMLER Daimler Load Securing 9.5 Page 43

10.2.3 Test of transverse acceleration For the test of transversal acceleration the vehicle travels aligned with its front centre on a circular track with a constant radius – target value 25 m ± 2 m. The vehicle follows the circular track along the length of a semicircle at constant speed. When entering the circular track the vehicle speed must be sufficient to achieve the required transverse acceleration. Because of the resulting support of the cargo by itself any speed increase during the circular travelling is not permitted. To reduce the roll inclination of vehicles which are at risk of tipping a supporting axle can be mounted. After having passed successfully the 3 consecutively executed circle entry and circle exit tests without permanent deformation of all for load securing purposes important vehicle body components, a conclusive change of lane test has to be carried out. The change of lane test takes place on two consecutively situated, counter-directional merging circle segments with the same radii. To pass the test, the vehicle enters at constant speed the curve to the right and continues without interruption the following curve to the left, at the exit of the circle a final full braking manoeuvre is carried out. After 3 consecutively performed change of lane tests no irreversible deformations or permanent extension of vehicle body parts or the tarpaulin must appear.

10.2.4 Test of reverse acceleration After the acceleration phase to reach the maximum reversing speed, the vehicle is subjected to a full braking manoeuvre by means of its operating brake. In case of vehicles with speed-limiting device the 50 or 80 ms acceleration requirements are considered to be met if the total deceleration range is reduced to half a second. After 3 consecutively performed tests no irreversible deformations or permanent extension of vehicle body parts must appear.

DAIMLER Daimler Load Securing 9.5 Page 44

10.3 Test of tarpaulin (as per DEKRA)

To examine the perpendicular rigidity of the tarpaulin a serial-production segment of the system, composed of the roof beam segment, the curtain rollers, the curtain, the tarpaulin clasps, the hooks and the hooking support, with a width of 1.2 m and a height of 2.5 m and at least two symmetrically to the edge of the tarpaulin fixed vertical straps with an average distance of max. 0.6 m is fixed at the top and bottom in a dimensionally stable test frame. By means of a square beam 200 mm x 200 mm, R = 5 mm, with a length of 800 mm, a test force increasing within a period of 2 minutes to a value of 1,000 daN is applied perpendicular to the plane of the tarpaulin. The test force of 1,000 daN must be applied for 5 minutes. The elongation of the specimen must be registered in a force-deflection diagram, the value pairs of the test forces (2.5 kN, 7.5 kN, 10 kN) must be indicated. Within the value pairs, the perpendicular rigidity of the plane (deflection of the plane in relation to the test force) must not become lower than 33 N/mm and no apparent damage must occur on the entire system. Measured loads on the fixing of the curtain rollers, strap pattern, tarpaulin clasps and hooks are subject of documentation as well.

In case of intermodal transport the requirements of EN 12641-2 concerning the slip characteristics have to be met; after the slip tests, especially the strap hooks must not be disconnected from the hook-in devices.

Fig. 36 DEKRA test device for tarpaulin segments

11. Other applicable documents

11.1 Appendix Soft Packaging Plant Germersheim 11.2 Appendix Utility Vehicle axles Plant Kassel 11.3 Appendix Mannheim 11.4 Appendix Sprinter 11.5 Appendix Container optimised load carriers