hello
can you explain the difference between the standard tension force, and what everyone else would assume the load rating it (ie, 5 lines of stiches, 5 tonnes)
thanks.
Are Tilly pass on the right planet?
- Thread starter Dave W
- Start date
can you explain the difference between the standard tension force, and what everyone else would assume the load rating it (ie, 5 lines of stiches, 5 tonnes)
thanks.
WHAT INFORMATION CAN BE FOUND ON A RATCHET STRAP LABEL?
Webbing material
Ratchet tie down straps can be constructed from a range of different materials and this information is usually printed clearly at the top of the cargo label in block capital letters.However, perhaps an easier way to determine the webbing material of a ratchet strap is to simply note the colour of the label. Most straps are made from polyester and these have a blue label, yet those made from polyamide are green and others made from polypropylene are brown. This is a quick off-the-cuff rule and it can help to give you a better understanding of the strap’s construction.
Production date
You should be able to find a date printed somewhere on the label, including a month and year. This is the production date (i.e. the date when your ratchet strap was manufactured) and, in combination with your supplier’s name, it can be used to trace the strap back to its exact production batch.Lashing capacity
This sounds complicated; however, in reality, it is actually quite easy to understand. Lashing capacity (LC) is, essentially, the maximum force your heavy-duty ratchet strap can withstand, without it tearing or damaging in any way. It is usually measured in dekaNewton (daN) and, importantly, it should not be confused with the weight of cargo that your strap can safely restrain.For example, a LC of 2500 daN does not mean that your strap can restrain 2500kg of cargo. In order to calculate the correct weight, the LC capacity should – in fact – be doubled. A lashing capacity of 2500 daN can, therefore, successfully endure a force equal to 5000kg (or 5 tonnes) in total.
Standard Hand Force
Standard Hand Force (SHF) is the total force that a user can apply to the tensioning device (or ratchet) on your cargo strap – before it would start to damage or break. Once again, this force is measured in daN and the universal standard is currently set at 50daN. This means that a ratchet should only be tightened by hand and not by standing on it or using tools such as a wrench.Standard Tension Force
Standard tension force (STF) is another measurement that can be found on the label of your cargo ropes. Essentially, it is a measure of the tension (or force) that is created by your ratchet and lashing straps – when tying down a load of cargo – and, once again, it is expressed in terms of daN.It is important to bear this measurement in mind when loading your cargo, as for straps with a higher STF, fewer straps will be needed, and each strap can be secured a little more tightly.
Total length and elongation
The total length of the ratchet load strap should be printed on the label, along with information about its allowed extension. This extension length is expressed as a percentage and in compliance with European standards, it should be no more than 7% of the strap’s total length at LC.‘Not for lifting’ warning
Your ratchet strap label should also include the statement ‘Not for Lifting!’ in capital letters. This statement is there to remind users that the safety factors for lifting equipment are very different from those of lashing; therefore, under no circumstances, should your straps be used for lifting.
The number of lines in webbing should equal the strength eg 5 lines = 5 tonnes minimum break load. This is not always the case. Read the manufacturer's label sewn into the webbing strap!
Dukes Fit
Member
- Location
- Aberdeenshire
Lines on straps have nothing to do with the strength of a strap.
They are purely for decoration, all the information is on the strap label and the cert that accompanies them when new.
Good information in the attached but I don't agree with the section in bold, standard tension force in my opinion is fairly meaningless value. its simple the tension you can apply to the strap with the ratchet a higher value doesn't mean your load is more secure or you need less straps. The number of straps should be worked out by the force you are trying to restrain and the lashing capacity.
simonk88
Member
- Location
- Lincolnshire Wolds
local HGV centre
dunkie
Member
- Location
- West Lothian
Dave, a Tilly Pass on your towed equipment ensures it is fit for the highway for a 12 month period, equipment will not get it unless it is.
I tongue in cheek commented on their Facebook page on a picture of a tanker with illegal tyres that had been pulled by the Constabulary, I suggested it may have a Tilly Pass certificate, their reply before they removed the comments is in the attachment
Attachments
My god how inept can they get I’ve never heard such crap
any mot is of the vehicle at the time as presented
Need at least a 10m long strap to fit all that on.....WHAT INFORMATION CAN BE FOUND ON A RATCHET STRAP LABEL?
Webbing material
Ratchet tie down straps can be constructed from a range of different materials and this information is usually printed clearly at the top of the cargo label in block capital letters.
However, perhaps an easier way to determine the webbing material of a ratchet strap is to simply note the colour of the label. Most straps are made from polyester and these have a blue label, yet those made from polyamide are green and others made from polypropylene are brown. This is a quick off-the-cuff rule and it can help to give you a better understanding of the strap’s construction.
Production date
You should be able to find a date printed somewhere on the label, including a month and year. This is the production date (i.e. the date when your ratchet strap was manufactured) and, in combination with your supplier’s name, it can be used to trace the strap back to its exact production batch.
Lashing capacity
This sounds complicated; however, in reality, it is actually quite easy to understand. Lashing capacity (LC) is, essentially, the maximum force your heavy-duty ratchet strap can withstand, without it tearing or damaging in any way. It is usually measured in dekaNewton (daN) and, importantly, it should not be confused with the weight of cargo that your strap can safely restrain.
For example, a LC of 2500 daN does not mean that your strap can restrain 2500kg of cargo. In order to calculate the correct weight, the LC capacity should – in fact – be doubled. A lashing capacity of 2500 daN can, therefore, successfully endure a force equal to 5000kg (or 5 tonnes) in total.
Standard Hand Force
Standard Hand Force (SHF) is the total force that a user can apply to the tensioning device (or ratchet) on your cargo strap – before it would start to damage or break. Once again, this force is measured in daN and the universal standard is currently set at 50daN. This means that a ratchet should only be tightened by hand and not by standing on it or using tools such as a wrench.
Standard Tension Force
Standard tension force (STF) is another measurement that can be found on the label of your cargo ropes. Essentially, it is a measure of the tension (or force) that is created by your ratchet and lashing straps – when tying down a load of cargo – and, once again, it is expressed in terms of daN.
It is important to bear this measurement in mind when loading your cargo, as for straps with a higher STF, fewer straps will be needed, and each strap can be secured a little more tightly.
Total length and elongation
The total length of the ratchet load strap should be printed on the label, along with information about its allowed extension. This extension length is expressed as a percentage and in compliance with European standards, it should be no more than 7% of the strap’s total length at LC.
‘Not for lifting’ warning
Your ratchet strap label should also include the statement ‘Not for Lifting!’ in capital letters. This statement is there to remind users that the safety factors for lifting equipment are very different from those of lashing; therefore, under no circumstances, should your straps be used for lifting.
According to Tilly, HGV and PSV must of been carried out wrong for years. No need for 6-12 weeklys or inspection/maintenance plans. Just calculate it for the year at one yearly look over.
From what they say in the Facebook comment, they can work out the exact wear rates of tyres and brakes. For a 12 month period.
So if they see a trailer, with brand new float tyres on and new brakes all round, that's good for a year in their opinion.
It seems it doesnt matter to them that it could do huge miles on the road behind a Fastrac for AD plant runs, plus corn cart during harvest, and dung/digestate carting in the winter. Clocking up potentially similar miles to a 8 wheel tipper doing local aggregate runs or muck away. During that time those tyres and brakes will of gone through hell, and could be toast within half that 12 month period just from heavy use not necessarily abuse.
Yet if you turned up with a bale trailer. That carted 4 loads of hay a year along the road for a few miles behind a Ford 6610, that had 25% tread left on the tyres, but the tyres were still in reasonable legal condition they would fail it?
They can't say that would last a year or not based on some random guess work.
dowcow
Member
- Location
- Lancashire
I think it is unfair to expect smaller farmers with such a bale trailer to have to keep it in the same condition as a trailer behind a Fastrac on the road constantly, but it is the accidents caused by the high speed outfits that is putting such legislation onto everyone else. Perhaps there ought to be some distinction between rigs capable of 20k, 30k, 40k and 50k.
20k.... Not even worth strapping the load down, no brakes fitted in the first place let alone working, and instead of lights just 'no signals' written in chalk on the back will do.
30k... Single strap, brakes that do 'something', brake lights and a working right hand turn signal.
40k... Better put a few more straps on, brakes you can feel even when loaded, all lights clear and working.
50k... Enough straps for a Fendt to get around a roundabout with that load, ABS load sensing airbrakes, redundant lighting circuits.
60k... Just treat it exactly the same as a truck. Tachos, HGV certs for driver, 6 week testing. It's basically just a friggin truck that happens to be able to get into a field and out again.
90k or whatever the latest Fastracs do... Look, you're just taking the pee now. Literally. Driver provides a pee sample every morning.
Agree that's the "rules" but has anyone ever done the calculation to see what a standard rope hook is actually good for?
The argument that they are no good for straps is that they will bend which might be true if you could get the strap to sit at the very point of the hook but normally the strap sits hard up against the start of the weld on the rope hook so the loading is in shear not bending.
If you take 20mm diameter bar to make the hook thats equivalent to 0.000314m2 of shear area and say a load of 2000kg or 20000N for a typical strap
shear stress = F / A
20000 / 0.000314 = 63.7 MPa
with the yield strength of steel being say 275Mpa (stronger steels area available)
gives a factor of safety of 4 which in my opinion is not bad.
Now I don't have a rope hook to measure but if I do the same calculation on 10mm bar then the stress is 255 MPa so not really much factor of safety at that size but even at that size the hook hasn't plastically deformed so in theory its still within the properties of the material and of course instead of 275 steel you could use 355.
Tilly pass can’t even spell the word wear! They spelt it ware.
If they can’t get the basics right I don’t think they should be allowed near anything as important as a braking system.
Again it’s because they don’t come with a swl and at the side of the road the muppets can’t do a calculation I’ve had rope hooks snap before with a ratchet strap on it’s not best practice regardless of the calculations
That is my whole point, their argument is that if it doesn't have a stamped SWL its no use, however the flange on the chassis rail also doesn't have a stamped SWL but someone with no qualifications (PC plod) can make an assessment at the side of the road that its suitable to use. it leads to ambiguity in the rules and what is acceptable and what is not.
It would be better to have a common design (Size / material and weld length) that manufacturers could use and was "approved" by authorities.
The rope hook that you snapped was it steel or a non ferrous alloy?
just drill some holes in cross members
or just buy a superior trailer with ratchet sockets in the cross members edwards .
No need use the chassis
Steel
There’s a big difference between a chassis and a rope hook even a blind man can see