Academic literature on the topic 'Lashing of load'

The compressive strength and ductility of concrete can be considerably improved by lateral confinement. In this study, an emergency seismic retrofit technique using lashing belt prestressing is used as to manually retrofit damaged reinforced concrete (RC) columns. The initial prestressing is an important aspect of this technique and is introduced by the ratchet buckle. Thus, this technique offers active and passive confinement as well as shear strengthening. Furthermore, diagonal cracks in the damaged RC columns can be closed by using the active confinement of lashing belts, and the lateral and vertical load-carrying capacity and ductility of the damaged RC columns are recovered. In this study, the recovered axial compression capacity of the retrofitted RC columns and repaired RC columns using epoxy resin was investigated. Finally, the hysteretic behavior of the shear-damaged RC columns after the proposed emergency retrofit was investigated.

The scientific purpose of this paper was to analyse the problem related to intermodal transportation of mining components packed in containers or other cargo transport units coupled with the problem of its proper securing. In this article, the issue of exposing the load to the effects of inertia forces which might cause unintentional movement is presented. The methods of securing the heavy load in cargo transport units are reviewed in the context of cargo immobilisation possibilities while reducing the load sensitivity to mechanical forces. The research part of this article presents the methods of packing and securing an atypical load, which is a part of a mining machine weighing 18t. This paper presents the results of calculations of inertia forces acting on the transported cargo, packed on a container platform. Based on the results, the cross fixing method was selected to secure the cargo and further decisions were made on the type and quantity of conveyor lashings necessary for the safe and correct carriage of the atypical load.

This research deals with determination of the loading of an open container during operating modes. The special feature of this container is its convex walls. This engineering solution increases the useful capacity of a container by 8% in comparison to that of the prototype. The elastic elements in the bearing structure of a container were introduced to decrease the dynamic loads. The dynamic loads in the vertical plane were dumped by means of the dry friction forces between the components of the cross bearers of the container’s base. The dynamic loads in the longitudinal plane were dumped by means of the dry friction forces between the horizontal parts of fittings and fixed lashing components. This study presents the modelling of the dynamic loading of a container in a vertical plane. The dynamic loads of a container in the longitudinal plane were determined with a mathematical model. The authors determined the basic strength characteristics of the bearing structure of a container; and found that the maximum stresses to a container were about 200 MPa, concentrated near the front fittings. The maximum displacements were recorded in the cross bearers of the base and amounted to about 4 mm.

In October 1998 a post-Panamax C11 class containership encountered extreme weather and sustained extensive loss and damage to deck stowed containers. The motions of the vessel during this storm event were investigated through a series of model tests and numerical analyses that confirmed the vessel's parametric rolling response in head seas at the time of the casualty. These studies provide insight into the conditions in which post-Panamax container ships are likely to experience head sea parametric rolling, and the magnitude of motions and accelerations that can occur. The findings from this investigation are presented in this paper, together with discussion of how such extreme motions impact the design and application of container securing systems. Also outlined in the paper are recommendations for additional research needed to better understand the influence of vessel design and operational considerations on the propensity of post-Panamax containerships towards parametric rolling. This investigation and other recent studies demonstrate that parametric roll in extreme head or near head seas can occur when unfavorable tuning is combined with low roll damping (reduced speed) and large stability variations (governed by wavelength, wave height, general hull form, bow flare, and stern shapes). Parametric rolling is an unstable phenomenon, which can quickly generate large roll angles that are coupled with significant pitch motions. The rolling occurs in phase with pitch, and on containerships introduces high loads into the containers and their securing systems. It appears that post-Panamax containerships may be particularly prone to this behavior. This is an important issue considering the large number of these vessels scheduled for delivery in the next few years.

<p><em>The PPCW railroad flatcars is railroad flatcars used to transport container loads with a maximum load capacity of up to 42 tons. In its use, these railroad flatcars are used to transport the cement bags in the pallet arrangement resulting in crack in the bottom frame of the PPCW railroad flatcars structure. The purpose of this analysis is to find out stress value and deformation value that occurred in the railroad flatcars due to the cement bags loading. The analysis process begins with modeling according to the original size of the railroad flatcars which is then followed by providing the support, gravity, loads, and material specifications used. Based on the result of analysis that has been obtained from the load of cement bags of 546,000 N and ratchet lashing of 900,000 N on the frame of PPCW railroad flatcars, we obtained the maximum von Mises stress value of 231.91 MPa arising on the bottom frame of the PPCW railroad flatcars structure as the site of cracking and the maximum total deformation value of 19.526 mm arising in the center of the railroad flatcars. The PPCW railroad flatcars made from SS400 with yield strength value of 245 MPa. Therefore, it was found that the value of stress arising in the railroad flatcars is still in the safe area and is allowed</em><em>.</em><em></em></p>

Introduction: The topic of the article is "Analysis of cargo securing in road transport". It consists of an analytical part and a research part, the assumption of which is to conduct a survey among people who have passed a number of requirements allowing to obtain the title of a professional driver. The subject of the work is the analysis of the most important issues related to cargo securing and securing means used in road transport of cargo, which are supported by the relevant legal acts [1,2]. Aims: The aim of the research was to analyze the securing of loads in road transport and to check the knowledge of drivers of heavy goods vehicles professionally transporting loads by road on a given topic. The respondents are both drivers employed in nearby transport companies (Zakład Rolniczo-Przemysłowego "Farmutil HS", PHUS Eksport-Import Transpil Spedition Waldemar Bocheński, PUH "Gólcz i Sons" Mieczysław Gólcz, Martrans, AGA-Guderski Transport & Logistyka) and drivers, who are members of transport groups on Facebook The research lasted 3 months and covered the period from January 7, 2020 to April 7, 2020. Research Object: The subject of research is a number of issues related to loads on the means of transport, i.e. legal regulations, fastening accessories, methods of fastening. Drivers answering according to their knowledge reveal a practical perspective on securing and transporting loads. The three-month survey period resulted in 230 forms returned. The majority of respondents are men in the number of 214 people (93%). Only 16 women took part in the survey, which constitutes 7% of all respondents. The difference between the representatives of both sexes is great, which suggests that the profession of a driver is performed to a greater extent by men. Education can be a factor indicating the level of knowledge of the respondent. More than half of the respondents declared their education as secondary - 135 people (59%), then 48 people (21% chose the answer higher, basic - 39 people (17%), primary - 6 people (2%). 2 people (1%) completed their education at lower secondary school. Due to the length of service, the respondents can be divided into 6 groups. The most numerous group of 88 people (38%) are drivers who have been working in the profession for one to four years. Among the respondents there were 60 people (26%) with 5-10 years of work experience, then 43 people (19%) working 11-20 years, 24 people (10%) working less than a year, while 11 people (5%) were employed with transporting loads from 21 to 30 years. Only 4 people (2%) of the respondents can boast over 30 years of professional experience. The total length of the employment periods should indicate the level of knowledge and experience gained. The graph shows that drivers with various years of service took part in the survey, which has a positive impact on the accuracy of the results. In conclusion, the largest group of people was respondents who answered 1-4 years, which means that the road transport department has developed, and this resulted in an increase in the demand for people authorized to drive heavy goods vehicles. Methodology: Before the actual study, a pilot study was performed. It was aimed at acquiring preliminary knowledge about the studied community and testing the correctness of the questionnaire. A questionnaire survey was used to conduct the research. There were 15 single-choice closed questions and 10 open-ended questions in the survey. Some questions included photos. The complete questionnaire was made available through the Facebook social network on transport thematic groups gathering professional drivers and delivered to the transport companies previously discussed. Results: The survey was aimed at extracting the knowledge of professional drivers traveling both in Poland and other European countries about the securing of loads in road transport. The questionnaires included a properly prepared pool of questions and research techniques, which are also important for the accuracy and reliability of the research. The questions were arranged and edited in a clear and legible manner for the respondent, both in electronic and paper form. The tools used are closed-ended questions and open-ended questions with photos. The main part of the study was conducted on 230 respondents. It turned out that drivers do not have sufficient knowledge in the area in which they operate on a daily basis. Some drivers refused to answer the questionnaires, even knowing that their answers would be anonymous or they had no knowledge about it. As the survey shows, more than half of the respondents did not participate in any educational form related to cargo securing. The problem may result from the savings of the people managing the enterprise, as well as the reluctance of drivers to improve their own qualifications. Most of the respondents do not use the aids and measuring instruments available on the market to check the necessary amount of fixing means to ensure the safety of other road users. The tabular or template method of determining the number of lashings eliminates the need to use mathematical formulas, which could be problematic for some professional drivers. These are measures that improve the work and make it easier without the need to perform complex calculations. In the course of the research, difficulties arose in the form of the apparent reluctance of professional drivers to fill out an anonymous questionnaire. Unfortunately, some companies also refused to take part in the survey. It can be assumed that this was caused by the fear of the consequences that could be drawn by the legislator or the fear of the overall result of the study in the case of a specific company. Conclusion: It is required from transport to be effective, and thus profitable and safe, and it is conditioned by the proper securing of the cargo. To sum up, it can be stated that the essence of securing loads in road transport is the appropriate selection of securing means, securing methods and available security systems so that the cargo with a specific weight, shape, plasticity and other own characteristics is immobilized on a properly selected loading surface and prevents its movement. The material collected in the course of the research and the analyzes carried out show that professional drivers have insufficient knowledge in the field of load securing. The problem of poor knowledge of the subject, externalized among drivers, is a significant problem that may lead to dangerous road situations and may generate unnecessary costs in the enterprise. In this situation, its managers should react. An example of a response to such signals may be the employment of a person providing consultancy services in the field of cargo securing, training or audits in transport companies. Retraining professional drivers or organizing training for those who are just taking their first steps in the profession is crucial. A person who becomes aware of the scale of the risk and shows the visual effects of road accidents with greater diligence and accuracy will secure the load that has been assigned to him and make sure that he drives to the road with a vehicle that does not pose a threat. Lashing loads is a field of transport in which an individual approach should be taken to the load taken for transport. Standard mathematical formulas are helpful for this. But not all charges can be formulated and act schematically. Various loads of different shapes, sizes and other own characteristics are a challenge for people responsible for their safe transport. The driver carrying the load can make sure that it has been properly secured, without the need to use complicated mathematical formulas. It may turn out to be problematic for him, which is why publications have been made to facilitate these issues. Each type of trailer has a different security method. The driver, acquiring the license, is obliged to have knowledge in this topic and the translation of the lack of competence is groundless. On the current labor market, entrepreneurs dynamically develop their fleet following the prospect of a potential customer, which results in the transport of various goods. They are looking for specialized drivers with skills, failure to improve qualifications may result in job loss. Load securing is a field of transport that is constantly expanding its range. Demanding from the people involved to create innovative solutions to emerging problems posed by loads during transport. The guarantee of the search for the most effective methods of fastening and auxiliary devices is the growing transport and the willingness to transport various loads. To conclude the considerations undertaken in this paper, it should be stated that the common goal of people involved in the transport of goods should be to improve the safety of all road users and to comply with applicable road regulations.

The objection of this dissertation is to examine effects of stowed cargo on safety driving of a vehicle. Based on general experience of weighing trucks and monitoring of cargo fixture, my attempt was to summarize related legislative conditions of the operation of trucks in terms of payload, weighing and stowing of cargo. In the first part I worked on consistent methodology of stowing and fastening of cargo on trucks. I've included various methods of loading cargo and different ways of fastening and their calculations. The main body of the second part is a practical methodology of inspectional weighing of trucks on the road. In this section I took into account the current method and procedure of inspectional weighing and measuring of trucks. During my trial weighing of different types of trucks I proved that the key factor for safe seating and lashing of load on a vehicle is determining center of gravity of the vehicle. I solve this problem in detail in the last part of my work.

The emerging global economic needs are driving the designs for the next generation of ocean going vessels. Current ultra-large container carrier (10,000 TEU plus) designs are considerably larger and more complex than any currently in service. Proper and rational classification assessment requires that first principles based direct calculation methods be used to augment the standard classification review. The design philosophy behind the ABS Dynamic Loading Approach enables comprehensive identification of potential failure mechanisms. The scope of the necessary engineering assessment encompass full-ship finite element analysis under non-linear sea loads, spectral fatigue analysis, finite element lashing analysis, free and forced vibration analysis, and transient and impact load analysis. This paper describes key aspects of the DLA design philosophy such as non-linear sea loads, load combinations, various applications derived from full-ship finite element analysis. Several examples are given to highlight some critical failure mechanisms to be considered for ultra-large container carriers.

The size of present day offshore topsides are growing rapidly, with large capacity, complex modules being transported and lifted offshore. This increase in size results in offshore lift weights which are near crane capacity of HLVs (heavy lift vessels). The offshore installation operation involves lift-off of heavy modules from a transportation barge moored perpendicular to the stern of the HLV. Previous experiences with lift analyses indicate that most significant hook load occurs while the module is being lifted off the transportation barge. This can be attributed to the fact that the crane vessel, topside and the transportation barge are all dynamically coupled together and during the “lift-off” condition the module experiences upward and downward impulsive forces from the transportation barge, which in turn increase the apparent weight of the module and hence the hook loads. This paper studies the dynamics of heavy deck lift-off from the transportation barge, when the sea fastening from the module has been removed and all three bodies (transportation barge, HLV and Module) are mechanically coupled through slings, lashings and fenders. The effect of various crane line pretensions, wave, current and wind has been investigated and the resulting DAFs (dynamic amplification factors) of the hook loads have been compared. The effect of wind and current on the lift operation has also been investigated. The “lift in air” case has been studied and compared with the “lift off” case. Multi Operational Structural Engineering Simulator (MOSES) has been used to carry out 3D time domain analysis of lift off and lift in air cases. McDermott’s HLV, 300 class transport barge and a topside weight of 1,500MT have been analyzed for the study.

A large number of containers (approximately 1500 containers) are fallen over board annually due to different reasons such as encountering heavy weather, collision with the other vessels or grounding which consequently cause serious problems and difficulties such as: (1) Endangering the safety of navigation, reducing the depth of the channels, (2) Damaging the environment (rocks, coral), (3) Endangering the life of fishes and underwater species, (4) Pollution, as numbers of containers are loaded with dangerous chemicals, (5)Debris washing up beaches making beaches dirty endangering environment and tourism industry, (6) Damaging the fishermen nets, (7)Wasting a lot of time and manpower, including the use of highly technical equipment, to find and recover them and (8) Unnecessary additional costs to the ship owners/charterers.The containers are loaded on the container ships/general cargo vessels by calculating several factors such as: stability of the vessel, lashing requirements of containers,stack loads, dangerous good compliance with International Maritime dangerous Good code (IMDG), wind effect, minimum visibility. A bay plan is the plan which describes the position of all containers on board a ship, whether inside cargo holds or on top of the hatch covers. It has come to author’s mind of fitting a tracking device outside the container. The proposed device can be named"Container Automatic Tracking System (CATS)".