11-059-VEH: OOSC, Parte II, Artículo 2. Dispositivos de acoplamiento, f. Dispositivos de seguridad, (4)

Fecha de registro	8 de noviembre de 2011
Número de asunto	11-059-VEH
Nombre	Warren Reynolds
Agencia	Ontario Ministry of Transportation
Dirección	3rd Floor, 301 St. Paul StreetSt. Catharines, ON, L2R 7R4CanadaVer en el mapa (se abre en una pestaña nueva)
Teléfono	905-704-2168
Correo electrónico	[email protected]
Comité	Comité de Vehículos
Estado	Cerrado
Resumen del asunto	Nuestros agentes de control han detectado que U-Haul utiliza un eslabón rápido para sujetar las cadenas de seguridad de los remolques (véase la imagen adjunta). Estos eslabones rápidos no están marcados por el fabricante con respecto a la carga máxima de trabajo segura (WLL). La sección 2.f.(4) de los criterios OOS para dispositivos de seguridad nos indica que utilicemos el criterio de la "Tabla de defectos de sujeción de carga" para determinar si alguna cadena de seguridad es defectuosa. La tabla de defectos de sujeción muestra que el eslabón rápido está "prohibido para todas las aplicaciones". U-Haul ha proporcionado la documentación adjunta que indica que ha realizado pruebas de rendimiento y que el eslabón rápido tiene una resistencia a la rotura de 8541 libras. U-Haul indicó que este eslabón rápido se utiliza en toda Norteamérica y que no ha tenido otros problemas excepto en la Columbia Británica, pero que esta provincia aceptó las pruebas (véase la carta).
Justificación o necesidad	La duda radica en si el uso de la tabla de defectos de amarre es apropiado para las cadenas de seguridad. ¿Por qué se excluyen los eslabones rápidos como eslabones de reparación o conectores? Si el fabricante clasificara y marcara el eslabón rápido, ¿sería aceptable usarlo tanto para cadenas de seguridad como para amarres?
Solicitud de acción	Necesito que se decida si el uso del sistema de enganche rápido de U-Haul es aceptable para sujetar las cadenas de seguridad, tal como se muestra en la imagen adjunta.
Medidas adoptadas por el comité	U-Haul has requested guidance on the use of “Quick Link” devices for repairing chains used in a safety chain application. The tiedown defect table was referenced where there is clear indication these are prohibited from repairing a tiedown. Discussion resulted and it was decided that until documentation from a chain manufacturer or Tiedown Association that these are approved practices it would not be allowed. The vehicle committee requested that U-Haul find out if the manufacturer of the link would be willing to put an ultimate break strength on the “Quick Link”. This issue could be revisited if it was determined that the link could be marked. At this point, the issues surrounding the quick link were that inspectors do not know what the link is good for, if anything and how many threads would have to be engaged in order for it to be sufficient. U-haul supplied information pertaining to the WLL/ultimate break strength of the quick link, however, the concern was that once the link is installed on the vehicle, there is nothing on the link to indicate that it is that quick link as opposed to others with a lesser or no WLL/ultimate breaking strength. U-Haul was asked to determine what more could be done with the link to indicate something to inspectors roadside. If more can be done, then the committee agreed that they would re-open the discussion with the information. U-Haul stated that they had contacted NACM to find out if they would consider it an acceptable link indicating that they would report back with their findings. The issue will be re-opened if further supporting information is received by the committee. This issue had been addressed in Bellevue and was submitted seeking to revise the OOSC to allow the use of a particular type of “quick-link” on a trailer safety chain by one large carrier. The issue had been discussed a number of times in the past and a method of marking this link has been adopted according to a standard developed by SAE. The committee had indicated without test data and marking of the Quick-Link it was unlikely that the OOS condition would be modified. Test data and support from a major chain manufacturer was provided to the Committee. Independent testing by both the carrier as well as the chain manufacturer was presented indicating the break strength to be equal at 10,000 lbs. The quick link had been marked with a manufacturer’s minimum break strength. The committee agreed that based on the information from the testing and the information provided by the chain manufacturer present in the meeting that if a quick link was marked with the break strength it would be adequate to be used as a safety device. This did not change the fact that they are not acceptable for the purposes of cargo securement. The change allows the link to be readily identified and distinguished from the more common unrated and unmarked type of hardware that could be inappropriately used. It was also discussed that the fastening nut would have to be fully engaged. The committee unanimously voted to add the exception to the OOSC. f.Safety Devices (1)Missing. (2)Unattached or incapable of secure attachment. (3)Improper repairs to chains and hooks including welding, wire, small bolts, rope, and tape. (4)Chain or Wire Rope: Damaged or defective to the same extent as the criterion used for chain or wire rope defects described in the “Securement of Cargo – Tiedown Defect Table”. EXCEPTION: Quick-link(s) that are fully engaged, and marked with a manufacturer’s minimum breaking strength/force (MBS/MBF) rating on the link that is equal to or greater than the GVW of the trailer(s), are acceptable for use in a safety device.
Documentos de respaldo	132076971788365_U_Haul_Product_Division.pdf (se abre en una pestaña nueva) 132076971788365_31_oct.jpg (se abre en una pestaña nueva)

Fecha de registro

8 de noviembre de 2011

Número de asunto

11-059-VEH

Nombre

Warren Reynolds

Agencia

Ontario Ministry of Transportation

Dirección

3rd Floor, 301 St. Paul StreetSt. Catharines, ON, L2R 7R4CanadaVer en el mapa

Teléfono

905-704-2168

Correo electrónico

[email protected]

Comité

Comité de Vehículos

Estado

Cerrado

Resumen del asunto

Nuestros agentes de control han detectado que U-Haul utiliza un eslabón rápido para sujetar las cadenas de seguridad de los remolques (véase la imagen adjunta). Estos eslabones rápidos no están marcados por el fabricante con respecto a la carga máxima de trabajo segura (WLL). La sección 2.f.(4) de los criterios OOS para dispositivos de seguridad nos indica que utilicemos el criterio de la "Tabla de defectos de sujeción de carga" para determinar si alguna cadena de seguridad es defectuosa. La tabla de defectos de sujeción muestra que el eslabón rápido está "prohibido para todas las aplicaciones". U-Haul ha proporcionado la documentación adjunta que indica que ha realizado pruebas de rendimiento y que el eslabón rápido tiene una resistencia a la rotura de 8541 libras. U-Haul indicó que este eslabón rápido se utiliza en toda Norteamérica y que no ha tenido otros problemas excepto en la Columbia Británica, pero que esta provincia aceptó las pruebas (véase la carta).

Justificación o necesidad

La duda radica en si el uso de la tabla de defectos de amarre es apropiado para las cadenas de seguridad. ¿Por qué se excluyen los eslabones rápidos como eslabones de reparación o conectores? Si el fabricante clasificara y marcara el eslabón rápido, ¿sería aceptable usarlo tanto para cadenas de seguridad como para amarres?

Solicitud de acción

Necesito que se decida si el uso del sistema de enganche rápido de U-Haul es aceptable para sujetar las cadenas de seguridad, tal como se muestra en la imagen adjunta.

Medidas adoptadas por el comité

U-Haul has requested guidance on the use of “Quick Link” devices for repairing chains used in a safety chain application. The tiedown defect table was referenced where there is clear indication these are prohibited from repairing a tiedown. Discussion resulted and it was decided that until documentation from a chain manufacturer or Tiedown Association that these are approved practices it would not be allowed. The vehicle committee requested that U-Haul find out if the manufacturer of the link would be willing to put an ultimate break strength on the “Quick Link”. This issue could be revisited if it was determined that the link could be marked. At this point, the issues surrounding the quick link were that inspectors do not know what the link is good for, if anything and how many threads would have to be engaged in order for it to be sufficient.

U-haul supplied information pertaining to the WLL/ultimate break strength of the quick link, however, the concern was that once the link is installed on the vehicle, there is nothing on the link to indicate that it is that quick link as opposed to others with a lesser or no WLL/ultimate breaking strength.

U-Haul was asked to determine what more could be done with the link to indicate something to inspectors roadside. If more can be done, then the committee agreed that they would re-open the discussion with the information. U-Haul stated that they had contacted NACM to find out if they would consider it an acceptable link indicating that they would report back with their findings. The issue will be re-opened if further supporting information is received by the committee.

This issue had been addressed in Bellevue and was submitted seeking to revise the OOSC to allow the use of a particular type of “quick-link” on a trailer safety chain by one large carrier. The issue had been discussed a number of times in the past and a method of marking this link has been adopted according to a standard developed by SAE.

The committee had indicated without test data and marking of the Quick-Link it was unlikely that the OOS condition would be modified. Test data and support from a major chain manufacturer was provided to the Committee. Independent testing by both the carrier as well as the chain manufacturer was presented indicating the break strength to be equal at 10,000 lbs. The quick link had been marked with a manufacturer’s minimum break strength.

The committee agreed that based on the information from the testing and the information provided by the chain manufacturer present in the meeting that if a quick link was marked with the break strength it would be adequate to be used as a safety device. This did not change the fact that they are not acceptable for the purposes of cargo securement. The change allows the link to be readily identified and distinguished from the more common unrated and unmarked type of hardware that could be inappropriately used. It was also discussed that the fastening nut would have to be fully engaged.

The committee unanimously voted to add the exception to the OOSC. f.Safety Devices (1)Missing. (2)Unattached or incapable of secure attachment. (3)Improper repairs to chains and hooks including welding, wire, small bolts, rope, and tape. (4)Chain or Wire Rope: Damaged or defective to the same extent as the criterion used for chain or wire rope defects described in the “Securement of Cargo – Tiedown Defect Table”.

EXCEPTION: Quick-link(s) that are fully engaged, and marked with a manufacturer’s minimum breaking strength/force (MBS/MBF) rating on the link that is equal to or greater than the GVW of the trailer(s), are acceptable for use in a safety device.

Documentos de respaldo