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5.3          The following tables provide the applicable acceleration coefficients for the different modes of transport and for the various securing directions. To prevent a cargo from movement, the cargo has to be secured in longitudinal and transverse direction according to the worst combination of horizontal and corresponding vertical accelerations. The securing arrangement has to be designed to withstand the forces due to accelerations in each horizontal direction (longitudinal and transverse) separately (see chapter 9 and annex 7).

Road transport

Securing in

Acceleration coefficients

Longitudinally (cx)

Transversely
(cy)

Minimum vertically down
(cz)

forward

rearward

Longitudinal direction

0.8

0.5

-

1.0

Transverse direction

-

-

0.5

1.0

 

 

 

 

 

Rail transport (combined transport)

Securing in

Acceleration coefficients

Longitudinally (cx)

Transversely

(cy)

Minimum vertically down

(cz)

forward

rearward

Longitudinal direction

0.5 (1.0)†

0.5 (1.0)†

-

1.0 (0.7)†

Transverse direction

-

-

0.5

1.0 (0.7)†

†    The values in brackets apply to shock loads only with short impacts of 150 milliseconds or shorter, and may be used, for example, for the design of packaging.

...


A

B

C

Hs ≤ 8 m

8 m < Hs ≤ 12 m

Hs > 12 m

Baltic Sea (incl. Kattegat)

Mediterranean Sea

Black Sea

Red Sea

Persian Gulf

Coastal or inter-island voyages in following areas:

Central Atlantic Ocean
(between 30°N and 35°S)

Central Indian Ocean
(down to 35°S)

Central Pacific Ocean (between 30°N and 35°S)

North Sea

Skagerak

English Channel

Sea of Japan

Sea of Okhotsk

Coastal or inter-island voyages in following areas:

South-Central Atlantic Ocean
(between 35°S and 40°S)

South-Central Indian Ocean
(between 35°S and 40°S)

South-Central Pacific Ocean
(between 35°S and 45°S)

unrestricted

Sources:

The Royal Netherlands Meteorological Institute (KNMI):
The KNMI/ERA-40 Wave Atlas, derived from 45 years of ECMWF reanalysis data
(ed. S.Caires, A.Stern, G.Komen and V.Swail), last updated 2011,
Hs 100-yr return values, 1958 – - 2000

 

5.6          During longer voyages, climatic conditions (temperature, humidity) are likely to vary considerably. These may affect the internal conditions in a CTU which may give rise to condensation on cargo or internal surfaces (see annex 3).

5.7          Whenever a specific cargo might be damaged when exposed to high or low temperatures during transport, the use of a CTU specially equipped for keeping the cargo temperature within acceptable limits should be considered (see chapter 7).