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Volvo FM and FH Truck Electrical Harnesses – UPDATE 2019

Volvo have provided SLP and SLP Authorised Inspection Locations with an update regarding Volvo’s electrical harness cover introduced mid-August 2019 and its compliance with European Transport of Dangerous Goods (ADR) UNECE-R105.  Volvo’s harnesses meet the requirements of the current Australian Standards and will remain compliant with the soon to be introduced Australian standards anticipated to be early 2020. This is simply due to the unchanged compliance with the European ADR.

Attached is a statement and certificate demonstrating Volvo’s electrical harness cover’s compliance with European ADR.

The chassis wiring harness shares a combination of wiring covering:

Corrugated harness cover (Monoflex) as currently used and and Dual Layer Protection System (DLPS) harness or commonly referred to as Super Sleeve harness cover.

For further information please refer to the attached

DLPS Compliance UPDATE

ECER105 Cert.1

Regards

Lee Stringer SLP Manager

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Sight-Glass Inspection & Maintenance

SIGHT-GLASS INSPECTION & MAINTENANCE

Information provided by a number of our SLP partners has shown an increase in the number of tanker sight-glass failures across the country and internationally. Sight-glasses are failing due to internal cracking largely found where the sight–glass bolt holes are drilled through the body of the Acrylic flange.

Failures are most likely being caused due to long term environmental exposure, high temperatures during steaming/cleaning, corrosion and expansion of flange bolts placing stress on the blot holes and exposure to incompatible products, or a combination of all?

Photo’s on our flyer also show where a drive-away protection gate locking pin has caused damage to a sight-glass body and this may, over time initiate a fracture or failure of the Acrylic body?

RECOMMENDATIONS:

Transport Operators/Owners/Drivers

  • Regular inspection of all sight-glasses, including manifold sight-glasses, looking for any signs of cracking. Fractures normally starting along the pre-drilled holes and/or from the edge of the sight-glass body.

SLP Authorised Inspection Locations (AIL’s)

  • AIL’s must pay particular attention to inspecting sight-glasses during their 6-monthly Pass-2-Load inspection checks. Any sight-glass found showing signs of cracking must be rejected at inspection and replaced.

Safe Load Program

  • SLP Random vehicle inspectors will be looking for signs of fractures and our inspectors are under instructions to fail any tanker found with cracked sight-glasses.

General:

  • It’s important that the correct flange bolt torque pressures are used to avoid undue stress when installing sight-glasses. Over tightening flange bolts may in some cases be the cause of stress-fractures.
  • Please refer to your supplier/manufactures recommendations for sight glass installation and torque settings.
  • It is also extremely important that operators ensure sight-glasses are compatible with the product being loaded on the tanker. Note: Many sight-glasses are not compatible with ethanol.

SLP Tanker Sight-Glass Fractures Flyer

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Secure your compartment hatch, dip & fill caps

Fuel Tanker dip and fill caps

 

There has been a high number of incidents where tankers have entered terminals to load with loose dip and fill caps on the compartment hatches. In some cases, these loose fittings have led to a large spill during loading.

All drivers must be reminded that dip and fill caps on the top of the tanker must be locked or secured using an appropriate fastening method (refer below). Failing to adhere to this requirement puts drivers and personnel working in terminals at serious risk of death or injury.

If a Camlock cap is not securely fitted it can be easily blown off due to the high volume of product being forced into the compartment during loading.

Compartment dip and fill tubes extend from the bottom of the compartment to the top hatch, so if a cap is not secured any product entering the compartment during loading is forced up the tube and out through the dip or fill point.

There are recorded cases where a compartment filled with less than two hundred litres of product during loading has forced product out through a fill tube when the unsecured cap has been blown off.

Drivers must ensure that all hatches, dip and fill caps are secured as part of pre-start and preloading checks. Where possible, a visual inspection of hatches and caps must be undertaken either by utilising safety devices fitted to the tanker or using gantry platforms or gantry mirrors.

AIL’s if returning a tanker or rigid tank back to service ensure you are completing a return to service checklist.

Drivers must ensure that any equipment returning to service after repairs is checked against a return to service checklist.

Failure to adhere to these requirements may result in action being taken by terminals including locking out of drivers, vehicles or in some case a business’s vehicle fleet, preventing the operator from loading.

Above are examples of approved methods of securing camlock cap ears: pins, dog clips, spring clips, padlocks, sealing wire (Aviation), plastic zip ties are not recommended unless they are UV stabilised or stainless-steel zip ties.

Return To Service

SLP Manager Lee Stinger

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