This beast we loaded in Ellesmere port for Tilbury dock and it too had shock sensors, all 6 of them. All recorded severe shocks after unloading ! Total weight was 274 ton so bit much for a rigid 
Juddian:
20 ft container that light should be on a 2/3 axle rigid, air sprung all round, will have coach quality ride.
I’m not with you. Most skeles are air sprung these days no?
sonflowerinwales:
Loaded Holland and taken to Luxembourg.
Flight to French Guiana.
Loaded Cayenne and taken to Kourou.The EU leg was mostly ok, once it got here then the shocks were seen.
Cheers
Paul
Right, I miss understood, thought you mentioned Wales.
A bit confused though about the flight bit, is this a 20’ shipping container, or something else, Luxemburg not known for its large port, and apart from Military transport aircraft, not sure that a shipping would go by air 
Freight Dog:
Juddian:
20 ft container that light should be on a 2/3 axle rigid, air sprung all round, will have coach quality ride.I’m not with you. Most skeles are air sprung these days no?
Yes, but a 2 or 3 axle rigid is going to benefit from the long wheelbase, plus as a 6.2 ton container is around half or more than half of its max payload depending on it being 2 or 3 axle, all that adds up to a softer ride, the longer the wheelbase the better ride.
It’s less than 1/4 what a 6 axle skelly could be carrying, no matter how good the air system it’s going to bounce more, doesn’t matter how you dampen a tractor unit it’s always going to suffer from the short wheelbase and those shocks are going through to the trailer, which in turn might as well be empty with a 6.2 ton container…equals crashing ride.
May I enquire what the load is inside the box, perhaps as its lite might be worth considering matting or cushion padding for the container floor. Apologies if this has already been thought of.
I’m just thinking outside the box or is it inside the box. ■■■ knows 
raymundo:
Total weight was 274 ton so bit much for a rigid
Bound to be an Irish outfit somewhere that would’ve transported it!
Juddian:
Freight Dog:
Juddian:
20 ft container that light should be on a 2/3 axle rigid, air sprung all round, will have coach quality ride.I’m not with you. Most skeles are air sprung these days no?
Yes, but a 2 or 3 axle rigid is going to benefit from the long wheelbase, plus as a 6.2 ton container is around half or more than half of its max payload depending on it being 2 or 3 axle, all that adds up to a softer ride, the longer the wheelbase the better ride.
It’s less than 1/4 what a 6 axle skelly could be carrying, no matter how good the air system it’s going to bounce more, doesn’t matter how you dampen a tractor unit it’s always going to suffer from the short wheelbase and those shocks are going through to the trailer, which in turn might as well be empty with a 6.2 ton container…equals crashing ride.
I’m with you now
Morning
Dipper, inside the container is a spring system to support the load. We are going to check that a bit later.
I like the “use a rigid” idea.
Cheers
Paul
sonflowerinwales:
Morning
Dipper, inside the container is a spring system to support the load. We are going to check that a bit later.I like the “use a rigid” idea.
Cheers
Paul
To be honest Paul any operator worth his salt taking on the job knowing the load is light expensive and very fragile should have thought of this already, i don’t suppose for one minute anyone’s trying to trim small amounts off the transport price for the sake of fetching a smooth ride rigid in instead of a standard artic, or are they?
Sounds like it should have been in the hand of specialist hauliers from day one.
years ago it would have been on a 20ft skelly and by god did they bounce when it was a light load.
but as others have said a 40ft sliding skelly loaded in the middle tends to be the norm now.
Morning
RayHB; our sensors are set to trigger at 2g, bit lighter than yours
Juddian; We have used the same contractor for the last 8 loads, they know what it it all about.
Twistlocks do not normally wear, our containers look in good condition.
Position over the wheels or in the middle make no difference.
Both containers will be on one trailer for a 10km journey on much better roads.
For the next leg we are going to ask the contractor to use additional straps/chains/chewing gum to make sure they are super secure.
I have some pictures to share later.
Cheers
Paul
As promised, a picture of the truck and a picture of the contents.
We have another meeting on Wednesday to solve the problem…
Cheers
Paul
sonflowerinwales:
Morning People
I hope someone here can help me out a little.
We have just received a shipment of a very delicate piece of equipment (large, one off only in a 20’ container).
The environment recorder show some big shocks in excess of the allowed levels during the journey (if you want the full details, I can share them).
My questions relate to the position on the trailer and twistlocks
- Does positioning the box over the rear axle give the contents a smoother ride? Or is the middle of the trailer better? Or by the headboard?
- Do twistlocks wear out or loose efficiency? Or the container even?
- And finally, is there a required torque for tightening a twistlock?
We had a long “discussion” this morning and no-one could answer these questions. Yes, we have asked the company for details, but I am sure the Trucknet Massive will get me a quicker answer.
Thanks
PaulPS in a light hearted moment, perhaps we could run some experiments with people inside and ask them afterwards?
If you have a look at en.wikipedia.org/wiki/Twistlock it will give you some idea of the different types of twistlock. From the sound of things, you are transporting what is almost an empty container. These are notorious for jumping on the twistlock pins. They only jump 2-3 millimetres, but when they land back on the trailer it can be the cause of a large shock. (Many moons ago, the expansion joints on the Orwell bridge on the A14 were notorious for knocking off light lenses because of this shock).
In order to reduce this problem, some twistlocks have wheels underneath them which, when tightened after the twistlock locked the container onto the trailer, can lock the container down tight onto the trailer…
These pictures might explain…
You are a top man shirts, just what I was looking for.
I need to prepare a report in the morning (yes Sunday) so this little gem should go down well.
It’s 8.30pm here and now time for a beer.
Cheers
Paul
Wednesday update…
Our mechanical bod (AKA The Clever Person) has confirmed no damage to the satellites.
We agreed the next hardware movement will be on individual trailers with some extra straps to hold the containers down tight.
As a precaution, the shock sensors will also be activiated for this trip.
Now we are looking at all the previous trips in case it has happened before and not noticed!
Thank you everyone
Paul
A few straps over the top of the container should certainly smooth out the journey…
Glad to be of assistance…
A few straps over the top of the container should certainly smooth out the journey…
Glad to be of assistance…
A few straps over the top of the container should certainly smooth out the journey…
Glad to be of assistance…
So good it had to be said 3 times…[emoji33]
What baffles me is the point that shocks only started on the receiving leg.
If the unit and trailer in Guyana was air suspended, was the suspension put in driving position ?
Did the trailer have a faulty valve, so not getting the suspension on driving height ?
Was the container dropped hard on the chassis and maybe so dammaging interior straps ?
Normaly, a worn twistlock alone, would not be enough to allow movement to create huge shocks, maybe a combination of different factors ?