DAIMLERCHRYSLER CORPORATION Design Standard Category … · 1.4 Limitations on Usage Standard is...

DS-104, Change D, 2007-04-26,

Copyright DaimlerChrysler Corporation (2004-22-04)

DAIMLERCHRYSLER CORPORATION Design Standard Category Code: N/A EASL Requirement: Yes

Document Number: DS-104 Date Published: 2007-04-26

Change Level: D

RESTRICTED: Yes

VEHICLE DESIGN PROVISIONS FOR SHIPPING BY MULTIPLE TRANSPORTATION MODES AND CARRIERS

1.0 GENERAL *** Shipping tie-down provisions and overall vehicle dimensions are an integral part of vehicle design. This standard outlines basic guidelines for providing for the shipment of corporate vehicles by multiple transportation modes and carriers. When product design, manufacturing feasibility, or vehicle cost make strict compliance impractical, variations from this standard must be negotiated with the Worldwide Vehicle Logistics Department. A CDS compliance verification document for quality gate approval will be signed by AVE, AD&P, Program Management, Vehicle Development and Worldwide Vehicle Logistics, as required. 1.1 Purpose The purpose of this document is to serve as a standard for design community to comply with, to ensure that future products are compatible with railroad, haul away and ocean shipping equipment, and that no parts are damaged during shipping. 1.2 Application The standard is applicable to all vehicle categories. 1.3 Coverage of this Standard *** This standard covers shipment by Railroad, Haul away Truck and Ocean Shipping . Special considerations need to be given for ocean shipping, and must be negotiated with Worldwide Vehicle Logistics. Note: Mexico built vehicles destined to US and Canada require ocean shipping securement provisions. 1.4 Limitations on Usage Standard is not applicable to specialty vehicles, like Viper, Sprinter etc. This standard is not to be referenced on any detail, adaptation, assembly CATIA model/drawing or engineering graphic overviews. Any information or construction taken from this standard must be completely detailed in the part CATIA models/drawings or applicable Appearance, Material, Performance, Process, or System Performance Standards. Design standards are for the use of DaimlerChrysler personnel and shall not be distributed outside the Corporation without the consent of the issuing department's manager. 2.0 VEHICLE SHIPMENTS

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2.1 Vehicle Shipments by Railroad *** Railcar equipment utilization is a major cost driver. When railcars are spotted at the dock, all railcar decks are to be loaded to maintain operational and cost efficiencies. Inability to load one deck of a railcar with vehicles, potentially eliminates that railcar type from network service. Daily vehicle ground count dictates railcar type usage. 2.1.1 Maximum Permissible Width for Rail Shipment Railcars are 100 inches wide at the entrance, and 108 inches wide inside. Therefore, maximum allowable width for vehicle, including side view mirrors, is 96 inches (2438 mm) to provide at least 2 inches clearance at railcar door. 2.1.2 Maximum Permissible Length for Rail Shipment for Optimum Shipping Density *** Rail decks are 1072 inches long. At least 5 inches are to be provided from the vehicle to railcar door, and at least 3 inches be maintained between any two adjacent vehicles. So, vehicle can be maximum 174 inches (4420 mm) in length to allow 6 vehicles to be shipped in a railcar per deck, given adequate front and rear overhang. Vehicles can be up to 210 inches (5334 mm) long, which would enable only 5 to be shipped per railcar deck. Longer vehicles can be, at the most, 263 inches (6680 mm) and 352 inches (8940 mm) in length to allow for 4 and 3 vehicles respectively, per railcar deck. Below is the railcar break point lengths and approximate cost increase range for load factor decreases:

Vehicle Length (inches.) Load Factor (# of vehicles/deck) Approx. Cost Increase Range

≤ 174 6 $0

≤ 210 5 $38 - $82

≤ 263 4 $45 - $96

≤ 352 3 $57 - $120

2.1.3 Maximum Permissible Height *** There are three types of rail cars available for shipments. They are tri-level, tall tri-level (Q–Car), and bi-level railcars, as shown in FIGURES 1, 2 and 3 respectively. Identified below are vehicle height constraints at curb load by railcar type. Logistics should be contacted when vehicle height approaches maximum height to determine impact.

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FIGURE 1: 19’0” TRI – LEVEL RAILCAR

FIGURE 2: 20’2” TALL TRI – LEVEL (Q-CAR) RAILCAR

FIGURE 3: 19’0” BI – LEVEL RAILCAR

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Listed below is the railbreak points due to height and approximate cost increase range:

Rail Break Points due to Height Approx. Cost Increase Range

Q car to Tri–level $18 - $38

Q car to Bi–level $63 - $145

2.1.4 Chocks and Clearances A minimum of 4 chocks must be used to secure each vehicle during shipment. All components must provide at least 2” clearance to a locked chock at curb attitude. Two types of chocks are available to use, Grate-lock chock, and a Co-Polymer strap type chock. Only grate-lock chock are to be used on bi level railcars, mainly for trucks and sports utilities vehicles (SUV). Grate-lock chock must be used on all tires. If 6 chocks are required, (as for 1 ton vehicles and dualies), the extra 2 chocks must be placed on the front axle only. Strap type chocks are used on tri level railcars, mostly on passenger cars and minivans. It is to be used only on one side of vehicle, with a set of 2 chocks for each tire on that side. Railcar selection are based upon vehicle height, production site, product mix, etc., which in turn, determines the chock to be used for shipment for a particular vehicle. FIGURE 4: illustrates a grate-lock chock, whereas FIGURE 5 shows a co-polymer strap type chock.

FIGURE 4: GRATE LOCK CHOCK FIGURE 5: STRAP CHOCK 2.2 Vehicle Shipments by Haulaway Truck 2.2.1 Maximum Permissible Width for Truck Haulaway Wall to wall distance on haulaway truck is 90”. Vehicle must provide at least 2” clearance at the side view mirror, and 3” for the rest of vehicle, thus allowing for 86”(2184mm) at the mirror, and 84”(2133mm) for the remaining part of vehicle, as the maximum permissible width.

*** 2.2.2 Vehicle Weight Impact on Truck Haulaway Load Factor ***

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Federal law limits the combined weight of haulaway truck and trailer, and vehicle weights to 80,000 lb. This may, in turn, affect the truck haulaway load factor, based upon vehicle weight. Below is the haulaway break point weights and approximate cost increase range for load factor decreases:

Vehicle weight(lb.) Load Factor (no. of vehicles) Approx. Cost Increase Range

≤ 3,041 12 $0

≤ 3,318 11 $18 - $38

≤ 3,650 10 $20 - $43

≤ 4,055 9 $23 - $48

≤ 4,562 8 $25 - $53

≤ 5,214 7 $28 - $60

≤ 6,083 6 $32 - $67

≤ 7,300 5 $38 - $82

Vehicle overall dimensions, silhouette and weight determine truck load factor 2.2.3 Minimum Approach, Departure and Ramp Breakover Angles All vehicles must provide a minimum of 150 for approach and departure angles, and 100 for ramp breakover angle, at woodward load for safe loading of vehicles onto a haulaway truck bed. Any deviation from this requirement must be negotiated with Worldwide Vehicle Logistics group. 2.2.4 Tie-Down Slot Locations (when applicable) When chains are used, then four tie-down chains are required to secure the vehicle during shipment (See FIGURE 6). The carrier may use either converging or diverging chains.

FIGURE 6: VEHICLE TIE DOWNS

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The slot location is to be chosen to accommodate all possible cases of vehicle positioning and chain angles within the given parameters. Each pair of tie-down slots, front and rear, shall be located symmetrically with respect to the vehicle centerline and elevation. The slots may be located in either a vertical or horizontal face of structural members. Slots in a horizontal plane must have turned flanges (see FIGURE 7).

FIGURE 7: R HOOK TIE DOWN FLANGED SLOT

Converging chains are not required to engage the same slots used for diverging chains. The slots shall be inclined 450 in the converging direction if the slots are used only for converging chains. 2.2.5 Haulaway Truck Tie-Down Equipment (when applicable) When haulaway truck is equipped with tie-down assemblies consisting of a ratchet and chain assembly, a grab hook and two “R” hooks (See FIGURE 8). The combination of chain wrap within the ratchet and engagement of grab hook results in a ratchet to tie-down hook chain length of not less than 180 mm.

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FIGURE 8: RATCHET AND CHAIN ASSEMBLY

2.2.6 Locating Tie-Down Slots for Haulaway Truck Shipment FIGURES 9-12 outlines a procedure for locating the tie-down assemblies such that the special requirements for truck haul away are satisfied. Steps A through C (See FIGURE 9 & 10) establish the nominal tie down (e.g. chain, nylon strap etc.) location. The tie down angles may differ from the nominal 450 by ± 150. Provisions, Step D, (FIGURE 11 & 12) are made for the lateral misalignment of the vehicle on the truck

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bed of up to 76.2 mm. right or left.

FIGURE 9: NOMINAL TIE DOWN LOCATION ON HAULAWAY TRUCK FIGURE 10: SIDE VIEW A. Select a point H on a structural member to be used as a tie-down slot location, and construct a line, passing through this point, at 45° to the ground line in side view. B. With the vehicle at design attitude, construct a Line L, 508mm from vehicle centerline, and coincident with ground line in side view. C. Determine the intersection point P of 45° line through H and Line L. D. Rotate Line P-H around Point H ± 15° in the side view. Determine the side view location of P1 through P4 with a lateral variation of ± 76.2mm. E. Calculate the true lengths of lines P1H, P2H, P3H and P4H. These lengths must never be less than 180mm.

FIGURE 11: ENVELOPE OF CHAIN POSITIONS FIGURE 12. REAR VIEW

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The actual clearances to vehicle components must be determined for the worst case possible of the full range of possible tie down positions. The tie down (chain, strap etc.) can be represented as a cylinder 31.8 mm. in diameter. The clearance between this cylinder and any vehicle component shall not be less than 50mm at the mid-point, gradually reducing to 10mm at the two securement points.

FIGURE 13 Illustrates the design clearance zone around a securement position, any vehicle component must be

cleared off.

FIGURE 13: SECUREMENT AND CLEARANCE ZONE

2.2.7 Tie-Down Hook and Clearances

The "R" hook, shown in FIGURE 14, are used for all Corporate vehicles for truck haul away. Tie-down slots on vertical faces will be inclined in the diverging tie down direction such that the long axis is 450 from vertical. See FIGURE 15 for hook and hand clearances. It is desirable for the hook to be self aligning. This requires that the hook be free to rotate from either insertion position to align with the tie-down (See FIGURE 16). Notice must be given to Logistics Group of any specific location where this specification cannot be followed. In these cases, Logistics will provide instructions to the carriers.

DS-104, Change D, 2007-04-26,


FIGURE 14: “R” HOOK

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FIGURE 15: HOOK AND HAND CLEARANCE

FIGURE 16: SELF ALIGNMENT OF HOOK

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2.2.8 Layouts and Tie down/Securement Position Envelope

An envelope of potential tie down/securement positions corresponding to the approved design must be included on all layouts which reference this area of the vehicle. Copies of the finished layout shall be sent to Worldwide Vehicle Logistics. 2.3. Vehicle Ocean Shipment Vehicles are stowed fore and aft, or athwartship on ship’s deck. For proper securement of vehicle during ocean shipping, at least two tie down points, one in front and one in rear, must be provided for vehicles weighing up to 2.5MT for ocean shipping. Two car lashings are to be used in each tie down point, independent of stowage location and direction on ship’s deck. Additional lashings may be required for units weighing more than 2.5MT, and must be confirmed by Logistics. 2.3.1 Tie down Hook Vehicles are stowed closely on ship’s deck. Generally, there is only 300mm spacing between vehicles. So, it is imperative that tie down hook eye be easily accessible, and visible from outside, to ensure proper attachment of lashings without touching vehicles. Tie down hook eye must be located within a maximum of 12” reach from outside a vehicle. To ensure proper adherence by shipping carrier with regard to securing vehicles, a drawing, or a picture, showing approved tie down hook design and its location, must be provided to Worldwide Vehicle Logistics group. Also, tie down hooks must be designed to accommodate typical lashing hooks used by carriers, and must prevent lashing hooks from coming in contact with fascias/bumpers during installation and removal. Some of the lashing hooks are shown in FIGURES 17 & 18.

FIGURE 17: LASHING HOOK TYPE RO-RO FIGURE 18: LASHING HOOK TYPE OW 2.3.2 Lashing Angles Lashings direction are defined by the angles α and β. In the FIGURE 19 below, the angles as well as the

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expressions “sin” and “cos” are explained.

FIGURE 19: LASHING ANGLES

x = Longitudinal distance between the securing point on cargo unit and the ship’s deck.

y = Transverse distance between the securing point on cargo unit and the ship’s deck.

z = Vertical distance between the securing point on cargo unit and the ship’s deck.

Length of lashing ( )222 zyx ++ = L

z 22 yx + sin α =

L cos α =

L

x y sin β = 22 yx +

cos β = 22 yx + - For cars with weight up to 2.5 ton the α-angle is limited to maximum 45 degrees and the β-angle is limited to 30 – 60 degrees.

α β

z

x y

FORE

AFT

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2.3.3 Lashing Positions and Clearance Envelope Lashing zone, defined by α ≤ 45°, and 30° ≤ β ≤ 60°, and maximum usable lashing length of 1 m (as shown in FIGURES 20 & 21), is the envelope of all possible lashing positions. Lashings are 25mm wide. Clearance zone for a possible lashing position is established with a cylinder, 45mm in diameter, to ensure atleast 10mm clearance. Tie down hook and all surrounding components must be designed to ensure that lashing clearance zone is not violated. Any exceptions to this must be negotiated with Worldwide Vehicle Logistics group.

FIGURE 20: ENVELOPE OF POSSIBLE LASHING POSITION

β

α

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FIGURE 21: ENVELOPE OF POSSIBLE LASHING POSITION 2.3.4 Lashing Hook and Hand Clearance To provide easy access for hook and hand to lash a vehicle for ocean shipping, a clearance zone must be provided, as shown in FIGURE 22. This zone is defined by quarter of a sphere, 200mm in diameter, and bounded by horizontal and vertical planes at the securement point.

LONGITUDINAL LINE

mm

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FIGURE 22: OCEAN SHIPPING HOOK AND HAND CLEARANCE

2.3.5 Ocean Shipping Tie down Hook Operating Strength Requirement During ocean shipping, especially in rough sea and winter times, a tie down hook may encounter severe loading. Overseas travels are long, generally in excess of 15-20 days, and also, ship inclination can get as high as 12°. All these factors, combined, results in a set of loads, which are capable of causing large elastic and plastic deformation, material wear and tear, spot weld cracks and breaking off the hook etc. In the extreme case of hook breaking off and vehicle becoming loose, vehicle can be tossed around, damaging other stowed vehicles. Therefore, it is imperative to have a tie down hook, designed to withstand loads, encountered during high tide and rough sea. Ocean shipping tie down hook must be designed to withstand an endurance load, as shown and described in FIGURES 23 and 24. There is no static load requirement for tie down hook for ocean shipping.

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FIGURE 23: ENDURANCE LOAD ANGLE

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FIGURE 24: ENDURANCE LOAD AND PASS/FAIL CRITERIA

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2.3.6 Ocean Shipping Endurance Load Test

FIGURE 25: OCEAN SHIPPING ENDURANCE LOAD TEST SETUP

To test endurance strength of ocean shipping tie down hook, the front end of a vehicle or front module, or rear end of a vehicle is rigidly fixed to avoid motion in all directions. Then alternating traction (pull) forces of magnitude and direction, as shown in FIGURES 23 and 24, are applied with the help of 2 hydraulic or pneumatic cylinders. The forces are not applied concurrently, they alternate between each other during the cycle in a sine process, with a frequency of 1Hz. This test is carried out for 100,000 cycles. 3.0 OTHER All means of securement (cable, hydraulics, soft nylon strap over tire) must be approved by Worldwide Vehicle Logistics and Engineering group. 4.0 DEFINITIONS/ABBREVIATIONS/ACRONYMS

DS-104, Change D, 2007-04-26,


5.0 GENERAL INFORMATION Three asterisks “***” after the section/paragraph header denotes single or multiple technical changes to the section/paragraph. Certain important information relative to this standard has been included in separate standards. To assure the items submitted meet all of DaimlerChrysler requirements, it is mandatory that the requirements in the following standards be met. CS-9800 - Application of this standard, the subscription service, and approved sources CS-9003 - Regulated substances and recyclability

Within Engineering Standards, the Regulatory (Government-mandated) requirements are designated by <S> and <E> which correspond to Safety and Emission Shields respectively. The DCC-mandated requirements are designated by <D> and correspond to the Diamond symbol respectively. For specific information on this document, please refer to the contact person shown in the "Publication Information" Section of this document. For general information on obtaining Engineering Standards and Laboratory Procedures, see CS-9800 or contact the Engineering Standards Department at [email protected]. 6.0 REFERENCES CS-9800 CS-9003 DCX Online vehicle shipping manual ( https://gsp.extra.daimlerchrysler.com/qlty/vsm/index.html ) 7.0 PUBLICATION INFORMATION Contact/Phone No: Gautam Adhikari / (248) 576-1108 Alternate Contact/Phone No: Deborah A Weathers / (248) 576-2520 Dept. Name & Dept. No./Tech Club/Organization: Knowledge Based Engineering, Dept. 0970 Date Standard Originally (Initially) Issued: 1983-04-28 Date Published: 2007-04-26 Change Notice: Description of Change: Section 1.0 - A requirement statement on CDS compliance verification for quality gate approval was added. Section 1.3 - Information that Mexico built vehicles destined to US and Canada require ocean shipping securement provisions was included. Section 2.1 – Brief description of railcar operation and cost efficiencies was added. Section 2.1.2 - Approximate cost increase range for railcar load factor decrease with increasing vehicle length was added. Section 2.1.3 - Height constrained for various types of railcars was modified and approximate cost increase range for selecting Tri-level and Bi-level over Q-car was added. Section 2.2.2 – Vehicle weight impact on truck haulaway load factor was added to the standard.

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