J.Pack. Sci. Tech. Vol. 13 No.6 (2004)

Technical Report

実験で今後使用する包装試験法を開発するために実施した、ボリビア国 オルロ～ヤクイバ
ルートにおける輸送環境データの計測
Norma RODRIGUEZ*. Miguel Angel ROSSI*, 高山臣旦**

Measuring environmental data in the Oruro - Yacuiba
route in BOLIVIA to develop testing methods for packaging for future implementation in the laboratory.
ア ル ゼ ンテ ィ ン の 包 装 試 験 室 で 、 道 路輸 送に対する包 装の性能試験 を行う場合に 、我々は、JI S、ASTM 及びMIL 規格を用いている。しかし、我々は、これらの試験条件が我々の実態に即していないことに気付くことがしばしばある。そこで、製品―包装―輸送を最適化する分析を行うた
めに、我々は、南米の色々な地域から、振動、衝撃、温室度のデータを集め、これらを共有することを開始した。この研究は、ボリビア国の物流環境をよりよく知ることを目的としたものである。全行程について、3方向の加速度レベルを収集した。その結果、道路の状態が最も悪い区間で、垂直方向に12 Gという厳しい衝撃が2回発生した。更に言えば、垂直方向のパワ―スペクトル密度も、また、2Hzから10Hzの間で、ASTM規格4528のレベルよりも大きな振動であることを示した。
キーワード：振動、衝撃、PSD(パワースペクトル密度)、物流環境、輸送環境

As a Testing Packaging Laboratory in Argentina, we have been working with JIS, ASTM andMILSTD standards when testing packaging performance in road transportation. However, we areaware that sometimes these testing conditions do not reflect our reality. In order to optimize theproduct package-transport analysis, we started to collect and share vibration, temperature andhumidity data from different regions of South America. Thus, this study aims to acquire a better
understanding of the distribution environment in Bolivia. Acceleration levels were collected inthree directions all way long. Consequently, on the worst road condition section, two severe vertical shocks of 12G and 7.3G were presented. Moreover, the power spectral density also showed
higher vibration levels than the standard ASTM 4528, between 2Hz and lOHz in the verticald i r e c t i o n .

Keywords : vibration, shock, power spectral density, distribution environment, transport env ir o n me n t_________________________________________________________________________________________*Instituto Nacional de Tecnologia Industrial Centra tie Investigation y Dcsarrollo de Envases y Kmbalajes
Avenida General Paz 5445 B1650WAR San Martin Buenos Aires Argentina**Japan Packaging Research Institute Transport Packaging Division-353-Measuring environmental data m the Oruro-Yacuiba route in BOLIVIA to develop testing methods for packaging for future implementation in the laboratory.

1. Introduction

Bolivia is a country that can be considered, by its geographical location, an integrating
link of the economic regions of the Pacific and the Atlantic, through competitive corridors ofinternational trade. But it faces some adverse situations, such as its rough topography and its
enclosure, demanding over costs due to the physical transferring of products passing country
borders.
The purpose of this report is lo analyze dynamics forces and climate conditions transport
environment information. This information was collected from a 1225km long road. Specially,
the data studied were shocks, vibration, temperature and humidity. The remainder of thepaper is organized as follows. In Section I the truck characteristics, load type and routedescription are introduced. Section 2 explains the measurement procedures, Section 3 provides
results and finally, discussion and conclusion are presented in Section 4.

2. Truck, load and route description

In this case a semitrailer truck, with clastic
suspension on every axle was used. Axles arc distributed as follows : two in the semitrailer and three inthe truck tractor.
The semitrailer is loaded and unloaded
through lateral side and rear gates. It lacks an ironstructure to prevent canvas and load from touchingeach other.
Empty aluminum cans of 473 cm were transported for this study. The unitized load contained a

Table 1 Summary of the different conditions of the 7 zones
Zone

FromTo1

Oruro

Cochabamba

2

Cochabamba

Chimore

05:45

217

Duration (h) Distance (km)
05:04
217

road categoryasphalt

condition speed (km/h)
good

43 , 40asphalt

good

37,74

220

asphalt

good

28,39

3

ChimoreSanta. Cruz

07:47

4

Santa. Cruz

03: 13117

asphalt

good

36,00

5

Abapo

Abapo
Herradura

05:53

75

no paved, gravel

bad

12,67

6

Herradura

Camiri06:50

79

no paved, gravel

bad

11,42

7

Camiri

Yacuiba

04:40

267

asphalt

good

57.30

J.Pack. Sci. Tech. Vol.13 No.6 (2004)

total of 5320 cans staked fourteen layers high, 380cans per layer. A paperboard between layers
was placed and corner boards were used to protect the load. Finally, the payload total weightof 16 unitized loads was 1981 kg.
Rubber straps over the pallets tense the protection canvas that covers the load. In order
to avoid damages on the top layer cans, each unitized load covers its top with a table or shelf.
This table acts as a lid, preventing straps from being in touch with the cans. (Photo 1)
The entire route was split into 7 different zones. The duration and length of each partis described in Table 1. Notations of the trip starts and stop locations were made on the way byfollowing the semitrailer in a second vehicle. Such notations help identify particular segment of
the information during later data analysis. The surface condition of the roads was good except
in zones 5 and 6, where the non-paved, graveled state of the road made transportation very
difficult. Table 1 illustrates the low speed, as a consequence of the road condition.

3. Measurement procedure
To monitor the truck shipments, a distribution
environment recorder DER-400 (Yoshida Sciki Co.) wasused. This recorder incorporates internal acceleration
sensors, piezorcsistance type 10 G, 50 G, in three directions, external temperature and humidity sensor and amemory capacity of 4 Mbyte RAM.
The DER 10 G (labeled E 1) was mounted on thefloor on the lateral side of the semitrailer, and the DER
50 G (labeled E 2) in the middle, both in the rear part oft h e s e mi t r a i l e r ( P h o t o 2 )The sampling rate1 was set lms, so one frame wasfor 0,512s long. Acceleration waves for three axes during this period were recorded. The frequency domain
Photo2. DER 400 equipments

for the PSD analysis was set from 1 Hz. to 250 Hz2.The trigger acceleration level was selected
as 0,2G for the DER 10G and as 0,5G for the DER 50G. The dead time3 was set at 300s.
Finally, the time interval measurement recording for the external thermo, humidity sensor wasset at 12 minutes.

____________________________________________________________________________________________________________________________________________________1

The sampling rate is the time interval to obtain record data digitizing accelerations waves. Wave recording is done bytaking 512 samples; 102 samples before and 410 samples after the acceleration exceeds the trigger level.
2
Depending on the sampling rate, the frequency range for the PSD analysis is determined.
3
The dead time means the time between frame recording.

-355-Measuring environmental data in the Oruro Yacuiba route in BOLIVIA to develop testing methods for packaging for future implementation in the laboratory.

4.Results
4.1. Acceleration levels
The vertical acceleration levels of the whole trip arc presented in the (Fig. 1). The datain black belongs to the E2 equipment (DER 50G), where a total of418 frames were taken andthe data in grey corresponds to the El equipment (DER-10G). In this case 411 frames standfor the route. The distribution of vertical acceleration levels is higher in the middle rear
location than the lateral rear part. The following graphic (Fig. 1) summarizes data, assuming a-6G, 6G range. The blank spaces characterize the location where the semi trailer was stopped.

Fig. 1 Comparative DER 10G - DER 50G - transversal (vertical)

There is a remarkable difference between the Abapo-Camiri section and the others.
Actually, high level shocks were presented, -12G (duration 3ms) consequently with the badroad conditions. In fact , this is an ordinary road with no asphalt or gravel, a building ground,Fig. 2 Comparative DER 10G - DER 50G - transversal (lateral)- 3 5 6 -J.Pack. Sci. Tech. Vol. 13 No.6 (2004)

concisely a bumpy and very rough road. The driver was requested to be careful and it wasaware the semi trailer speed with the road condition (Table 1).
The acceleration lateral and longitudinal levels are illustrated in Fig. 2 and Fig. 3.
However, it is important to mention the light weight of the payload, nearly 2000 kg.

Fig. 3 Comparative DER 10G - DER 50G - transversal (longitudinal)

4.2. Temperature and Humidity
Temperature and humidity are introduced in the following graphic (Fig. 4). These data
were collected by an external thermo-humidity pickup, model HN-L18, Yoshida Seiki Co, typeplatinum resistance thermo sensor. The equipment was mounted on the floor of the semitrailer
truck over the DER equipments, and covered with canvas, the same as the load.

Fig. 4 Temperature & Humidity / Date

-3 5 7 -Measuring environmental data in the Oruro - Yacuiba route in BOLIVIA to develop testing methods for packaging for Suture imphmrntdtion in the laboratory

The data was registered all the way long, with an interval time of 12 min. As it ispresented, there was 70% H.R. during long period and the temperature range was from almost
0℃ to 40℃.

4.3. Power Spectral Density
Finally, the PSD signal, characteristic o[ the distribution environment data was performed for the vertical (Fig. 5, Fig. 6), lateral and longitudinal orientation. Two conditions

Fig. 5 Comparative PSD with ASTM - Average - Peak DER 10G (vertical)

Fig. 6 Comparative PSD with ASTM - Average - PeaK DER 50G (vertical)- 3 5 8 -

J.Pack.Sci. Tech. Vol. 13 No.6 (2004)

were considered to build up this signal. First, frames with an acceleration level higher than 5 G
were removed and second, frames where 0,5 G level or higher are presented 5 times or more
were selected.
As the following graphic (Fig. 5, DER 10 G, Fig. 6 DER 50 G) describes, high accelerations (PSD) levels at low frequencies were obtained. Comparison with data suggested by theASTM (4728) standard were made, facing that similar shape and Grms values were achieved.
However, there is an significant range from 2 Hz to 10 Hz where the registered data is higher
than the one set by the ASTM standard.

5. Discussion and Conclusion

This work can be considered a new attempt to measure the distribution environment tocollect data for laboratory test inputl)~5). We have instrumented vehicles with accelerometers
to describe amplitude of vibration and transient impacts from roadbed variations and vehicle
movements.
Technically, comparing this work with previous ones, there was a remarkable differencein the road characteristics. That is why such high accelerations levels were found. High level
shocks as -12 G (3 ms) and 7,3 G (2 ms) were presented in the middle rear trailer.
There is no measurement data for real transport environment in this region of SouthAmerica. This study is a starting point to work on collecting data and to share information.
This study will have an important impact on the industrial sector since the goal is to have actual
information about the conditions of international transport and thus, to be able to make decisions based on specific data from the area. However, this experience has to be repeated toincrease the amount of data and to compare vibration levels for different load weight anddifferent categories of vehicles.
Finally, there was an unexpected outcome to highlight : the technical transferring job tothe company professional team. As a group we shared each step of the study and they learnt
the close relationship between data collected and potential packaging damage. In the future,they will apply this information to optimize packaging transport and to look for its own stand a r d .

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- 3 5 9 -Measuring cm ironmental data in the Oruro Yncuiba route in BOLIVIA to develop testing methods for packaging for future implementation in the laboratory

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