Small containers
Small-tonnage containers include containers with a gross weight of less than 10 tons: railway; rubber cord and other soft; special for non-ferrous metal ores concentrates, etc. Their characteristic technological features: a variety of shapes and sizes, a relatively small mass, poor suitability for automatic and controlled slinging and slinging with unified grippers when overloaded with cranes. Low-tonnage containers are the first intermediate step towards modern containerization based on the use of large-tonnage unified high-performance containers. However, small containers long time will be used due to an acute shortage of large-tonnage.
Universal containers UUK - 25 and UUK - 5 are loaded with cranes with a sling for the eyelets located in the upper part, or rings with hook hangers and special grippers with manual slinging and automatic slinging. Loaders transport such containers on a two-fork gripper with extensions. For intra-port transportation, trailers and roll-trailers with tractors are used.
In warehouses not served by cranes, containers are stacked on wooden blocks, which makes it possible for a forklift to pick up and place the container with a pitchfork. In the opening of the hatch of the vessel, the stack is formed in layers, and in the under-deck space - with a wall to the full height.
Soft containers and special containers for non-ferrous metal ores are reloaded in a similar way and according to the same technological schemes, but when they are moved by cranes, the grips are not used semi-automatically and loaders transport soft containers in a suspended state.
Small-tonnage containers are reloaded at port complexes with long open storage areas. The complexes are equipped with universal slewing portal cranes.
The prospects for improving the technology of transshipment of low-tonnage containers are associated with a wider use of ships that do not have below-deck spaces, and with the creation and implementation of group GZUs that ensure the simultaneous movement of four, eight or more containers, as well as equipping complexes with heavy-duty cranes.
One of the most effective and promising areas of the technical revolution in transport in general and in maritime transport in particular is the development of a container transport and technological system, which provides for the consolidation of goods in large-capacity universal containers of international standard, the implementation of sea transportation on ships - container carriers of a cellular design or on specially equipped universal courts open type and production of reloading operations in ports, mainly on special high-performance complexes. The efficiency of the container transport technological system is based on a high degree of consolidation of cargo, maximum unification of packages, full mechanization of the reloading process and the main volume of auxiliary operations (fastening on ships, wagons and vehicles), creation of conditions for the transportation of goods in the form of UTE according to the “door-to-door” scheme.
The labor intensity of transshipment operations during containerization is reduced from 2 to 30 times, depending on the transshipment factor and the percentage of containers sent from the port without filling and emptying. The intensity of fleet processing increases by 4-6 times. As a result, the parking time of ships under processing in ports is sharply reduced. If general-purpose dry-cargo ships are at sea for about 40% of the operating time, then for container ships, the running time is 70-75%. The experience of operating container ships in the transportation of goods from Europe to the Far East has shown that one container ship replaces 7.5 conventional universal vessels.
Large-capacity containers include containers with a gross weight of 10 tons or more, however, containers of only 20 and 30 tons are widespread (UUK - 20 and UUK - 30, which according to the international standard are designated 1C and IA, i.e. 20 "and 40" long). Large containers are the most effective means consolidation for packaged cargo, metals, and under certain conditions they are successfully used for the transportation of liquid and bulk cargo.
Large-capacity containers are divided into universal and special. The first can be closed, with a soft roof and open (flats). Closed containers have doors on one of the ends (the most common) or on the sides.
Special containers include containers for bulk (tank - container) and bulk (bulk - container) cargo, as well as refrigerated, isothermal, etc.
Containers are loaded and unloaded in the same way as wagons. In seaports, large-capacity containers are reloaded at universal and special complexes (terminals). Universal complexes have significantly open areas served by cranes and small covered warehouses or sheds for use as a picking warehouse for the purpose of loading and unloading containers. Cranes must have a lifting capacity of at least 25 t on the hook for 20" containers and 35 t for 40" containers. It is advisable that they be equipped with a mechanism for controlled rotation of the load around a vertical axis.
For reloading large-capacity containers, cranes are equipped with four types of GZU: suspensions with manual grips that provide building for the lower or upper fittings (Fig. 52, a, c); captures with centralized manual control of the rotation of the bayonets (Fig. 52, b); automatic load gripping devices such as ZKI - 1C, ZKI - 1A (see Fig. 15) and controlled spreaders with an electro-hydraulic drive (Fig. 53).
Suspensions with manual grips are the least effective, require the participation of two to four workers in slinging and slinging, the presence of people on the stacks, which limits the height of safe stacking, they cannot be used for handling cellular container ships. Such suspensions are used for reloading small batches of containers in non-specialized areas. Clamps with centralized manual control of bayonet rotation are slinged and slinged with the participation of one worker. They provide greater productivity than hand slings and double-deck stacking of containers without people on the stack, but they cannot be used to handle cellular ships. In general, these grippers are significantly inferior in efficiency to automatic GZP and controlled GZM.
ZKI type automatic grabs are the most effective load handling equipment for reloading large-capacity containers to universal slewing cranes. Their use ensures the highest labor productivity, the performance of warehouse operations by a crane operator without the participation of dock workers. Automatic grippers can be successfully used without a mechanism that controls the rotation of the load, since the catchers protruding from one end and one side are brought to the container and, with further movements of the crane, the gripper is aimed without braces and gaffs. The only drawback of such grippers is the absence of a mechanism for shifting the suspension center, which makes it difficult to reload some containers when handling cellular vessels. Controlled spreaders for the universal slewing crane are heavy and require its special re-equipment, and in the presence of a mechanism for shifting the suspension center, cellular cargo spaces can be successfully handled. They are used on the cranes of the berthing line during the systematic processing of cellular container ships.
Questions:
1. Design features of large-capacity and medium-capacity containers
Literature:
1. Perepon V.P. "Organization of cargo transportation". Route 2003 (pp. 285, 286)
The design of the container should provide:
transportation of products and products without scuffs and other damages;
· convenience and safety of loading and unloading operations, including the use of forklifts;
· convenience and safety of handling operations by cranes;
protection of goods from rain and snow.
The standard sizes of unified universal large-tonnage containers are selected taking into account the possibility of delivering goods in them in direct and mixed traffic, including intercontinental traffic (on container ships and specialized rolling stock of other modes of transport).
The introduction of large-capacity containers had a positive impact on the development of cargo transportation in international communications. The creation of container reloading points at border stations provided an opportunity for the development of transit container traffic through the territory of Russia.
While ensuring the safety of goods importance has a design of the door frame, door leaves, their seals and locking devices.
To securely close the door, the right leaf in the closed position must overlap the left. Locking devices must ensure a tight fit of the door leaves, including those with a rubber seal, to each other and to the door frame around the entire perimeter. The protection of locking devices and door leaves from damage, which is necessary to ensure the safety of goods, is carried out in two ways: the first of them provides for the location of the bars of the locking devices between the corrugations of the door leaf sheathing, and their handles with sealing brackets - in the niches of the sheathing, the second provides for the protection of locking devices with protruding beams and pillars of the door frame.
The sashes of the end door should open freely through an angle of 270°, and the side doors of a double-leaf door - through an angle of 180°.
Modern rod locks with tension cams in the closed position, together with the door leaves, are the load-bearing structural elements. The device of constipation should provide the possibility of using mechanical twisting with wire and sealing containers with one seal. At the same time, access to the inside of the container without breaking the seal should be excluded.
The design of a large-capacity container is a rigid frame “wired” on all sides with corrugated or sheet metal, including corner posts, longitudinal and end upper and lower beams, side walls, flooring, door wings and door locking mechanisms.
In the corners of the upper and lower longitudinal and end beams, there are upper and lower fittings, which are parts of a special design that ensure the attachment of containers to the grips of loading and unloading machines, rolling stock, as well as fastening containers when storing them on sites.
Rice. Devices for fastening a container on a semi-trailer of a road train: a - stopper with swivel head; b - locking cone with a mortgage pin; v- angular guide limiter with locking pin; 1 - swivel head 2 - finger
Each door leaf of large-tonnage containers has four hinges. Their design and fastening should exclude the removal of door leaves in the closed position without obvious signs of damage. Rubber for sealing door leaves must be elastic, oil and petrol resistant and retain its elasticity at temperatures from - 60 to + 70 ° C in any weather and in sea transportation conditions.
The design of the door frame provides the possibility of installing a door barrier without additional means of its fastening. The lower cross member of the door frame is made taking into account the possibility of fixing bridges for the passage of forklifts. Large-capacity containers must be equipped with devices for fixing the doors in the open position and for protecting the seal from damage.
To secure cargoes, special sockets can be mounted in the floor of the container, and brackets can be mounted on the walls. Sockets should not protrude above the floor, and brackets - above the inner surface of the walls. For fastening loads, it is also possible to use a reinforcing strip welded to the walls of the container. The presence of such a strip is allowed if it does not cause abrasions of the goods.
The design of the medium-tonnage container is all-metal welded, it consists of a bottom, door, top and end frames, sheathed on the walls with corrugated sheets, and on the roof with smooth sheets, a double-leaf door and wooden flooring.
For mechanization of loading operations, medium-tonnage containers are equipped with eyelets in the upper part, and fork openings in the base. Eyelets are provided for mounting on vehicles on the corner posts of the containers.
Rice. The design of a medium-tonnage container with a carrying capacity of 3 tons. 1- base (lower frame); 2 - side wall; 3 - end wall; 4 - device for fastening the container on the rolling stock; 5 - door frame; 6 – the left leaf of a door; 7 - right door leaf; 8 - locking device
Rice. Schematic representation of the eye
Universal containers are equipped with ventilation devices with a barrier system.
The International Organization for Standardization (ISO) recommends the use of containers in accordance with the ISO 668 standard, which establishes the main dimensions and scope of containers. The length of the largest container is 40 feet (12192 mm), and the length of the remaining containers is a multiple of the main module - 5 feet (1524 mm).
Medium-tonnage universal containers (UUK) come with a gross weight of 3 and 5 tons, large-tonnage (1D, 1C, 1CC, 1B, 1BB, 1A, 1AA) - with a gross weight of 10, 20, 24, 30 tons.
As a lifting device for medium-sized containers, an automatic gripper is mainly used - an autosling designed by TsNII-KHIIT, as well as a manual four-link sling.
For the transportation of fruits and vegetables, insulated containers are equipped with ventilation devices that provide 2-4-fold air exchange per day. The ventilation openings of the container must be at least 254 mm in diameter and fitted with lids that can be closed from the outside.
© Isothermal unrefrigerated (thermo-insulated) container designed for transportation over short distances and provides protection against slight and short-term temperature fluctuations
© For refrigerated containers, in some cases, a nitrogen cooling system is used. Vessels covered with thermal insulation contain liquid nitrogen, the boiling point of which at atmospheric pressure is -196°C. When the air temperature in the container rises to the set upper limit, the temperature switch opens the solenoid valve and the evaporating nitrogen cools the chamber.
When transporting small-tonnage refrigerated containers, cooling with dry ice is sometimes used. This method of cooling is the simplest, but uneconomical.
© The most widespread for cooling in isothermal containers are refrigeration units, including a power drive. The power drive on the ship or terminal is supplied with power, and when transported by land modes of transport, fuel is supplied.
The compressor is switched on and off automatically by a temperature switch. The refrigeration plant of the container must be designed for continuous operation and have a capacity that ensures that the minimum temperature inside the container is maintained at the maximum outside temperature when operating no more than 18 hours a day. In addition to automatic control, a remote thermometer and lamps are used to signal the deviation of the air temperature from the set value by ± 2°C. The thermograph records the air temperature during the week.
In addition, the refrigeration plant must be fully automated, including defrosting, and the automatic regulation and control elements must be protected from freezing. Additionally, the unit is equipped with manual control, which is located in an easily accessible place.
3.6. Small and medium tonnage containers
TO low-tonnage containers include containers with a gross weight of less than 2.5 tons and soft rubber-cord containers processed in seaports for bulk cargo, as well as special containers for concentrates of non-ferrous metal ores. Medium-sized containers include containers with a gross weight of more than 2.5 tons and less than 10 tons and containers with a gross weight of 3 and 5 tons processed in seaports. All these containers are transported in significant quantities in coastal traffic.
Characteristic technological features of low-tonnage and medium-tonnage containers: a variety of shapes
and size, relatively small weight, poor suitability for automatic and controlled slinging and slinging with unified grippers when reloading with cranes.
For small-tonnage and medium-tonnage containers, symbols are adopted, consisting of alphabetic indices and numeric values. Letter indices indicate the type and kind of containers. The following conventional letter designations of types and types of containers are accepted: closed containers - KZ, open containers - KO and platform containers - KP.
The figures behind the initial letter indices indicate the nominal gross mass of containerization facilities, expressed in tons with an accuracy of 0.01 tons, rounded down. The letter indices behind the numbers indicate the scope for the main delivered cargo (U - universal; G - group; I - individual).
The numbers at the end of the designation indicate a modification of the design of the container or packaging means.
In addition, other designations are used:
ü universal unified containers (UUK), the figure indicates the gross weight of the container in tons: ü specialized group containers (SC) for the transportation of industrial goods are divided into 5 groups
(SK-1, SK-2, SK-3, SK-4, SK-5), gross weight is indicated in tons by a figure separated by a dash; The nomenclature of industrial piece cargo is very diverse and includes materials produced and used
consumed by metallurgy, engineering, construction industry and other industries. A significant share of piece cargo is made up of building bricks, refractory products, slate, medium and small section steel products, cold-rolled sheet steel and tinplate, and non-ferrous metal ingots.
© Containers of the SK type with a gross weight of up to 10 tons inclusive are equipped with eyelets or lugs, and with a gross weight of 15 and 20 tons - with corner fittings; containers with a gross weight of up to 5 tons inclusive must have fork slots, and with a gross weight of 10 tons and above - the same slots, but at the request of the consumer. The strength of the containers allows them to be installed in four tiers
© SK-1 type containers are designed for non-caking or slightly caking bulk cargoes requiring protection from atmospheric precipitation. Allowed design containers for the transportation of both piece and bulk cargo without containers. SK-1 type containers are provided with loading, unloading and inspection hatches with a cover and a seal. The locking devices of the containers must be of the clamping type. The containers may have devices for pneumatic loading and unloading. The location of loading hatches in containers should ensure uniform distribution of cargo inside the container.
© Containers of the SK-2 type are used for highly caking and freezing bulk cargoes, as well as for non-caking or slightly caking bulk cargoes with a bulk density greater than 1.8 t/m3. They must be designed for transport in empty packages.
© SK-3 type containers are designed for piece cargo, finished products mechanical engineering and bulk cargoes in a container.
© Containers of SK-4 type – for transportation of bulk and fluid cargoes. Containers - cylindrical or mixed shape, closed, with hatches in the roof, bottom or side walls, having a frame in the form of a parallelepiped.
© SK-5 type containers are designed for food products requiring transportation and storage under temperature-constant conditions (meat, fish, vegetables, fruits, etc.). Containers have the shape of a parallelepiped, closed and can be isothermal and refrigerated.
Some group containers for the transportation of industrial goods, depending on their parameters, correspond to containers UUK, ID, IC, etc.
Specialized pyramid-shaped containers are widely used for the transportation of sheet glass. There is a large range of specialized group and individual containers used
during construction and intended for: small-piece finishing materials; electrical, sanitary materials and products; hardware; refractory products; glass blocks; building glass; bulk binders(cement, plaster); goods packed in paper bags; rolled roofing materials; overhead parts, materials and products for installation and finishing; thermal insulation materials; small-sized reinforced concrete products; metal products; blanks for sanitary systems, etc. A wide range of containers is also used for the delivery of relevant materials and products from industrial enterprises. building materials to central warehouses, warehouses of auxiliary enterprises construction organizations and picking bases, as well as from central warehouses and picking bases to construction sites with supply to the workplace (floor, floor).
3.7. Soft containers
Soft specialized containers made of various elastic materials are also designed for transportation of bulk cargo. Soft containers are moisture-proof and can be transported in open rolling stock. Operating temperature -60 to +60 °C.
The container is a closed container, as a rule, of rectangular section with right angles, with loading and unloading devices (hatches, sleeves, etc.) and load-bearing lugs. .19, a); L - with cargo elements in the form of cargo belts with rings (Fig. 19, b).
Soft specialized containers are designed for transportation by all types of transport and short-term storage of bulk products. Containers can be both reusable and single use. Containers reusable are made from materials of the following grades: RK-2 - two-layer rubber-cord viscose; RK-3 - rubber-cord three-layer viscose; RT-1V - rubber-fabric single-layer vis-
goat; RT-1K - rubber-fabric single-layer nylon; RT-1A - |
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rubber-fabric single-layer anid. Disposable containers |
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are made from the following materials: polyolefin |
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fabrics laminated with film; nonwovens, laminated |
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ny-polymer film or with a polymer film liner. |
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These containers are intended for temporary storage and trans- |
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porting bulk chemical materials that do not interact |
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interaction with the container material (mineral fertilizers, oxide |
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zinc, dry iron minium, granular polyethylene, press |
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powders). |
MK-P with a volume of 0.1 and 0.25 m3 are intended for |
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© Containers |
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Rice. 19. Design schemes of soft |
transportation of piece cargo, as well as cargo packed in |
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polyethylene or paper bags. The bearing eyes of these containers |
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containers: a - with load-bearing eyes; |
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nerov are equipped |
metal rings. Containers MK-P (L) |
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b - with cargo tapes and rings |
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volume 0.5; 0.7; 1.0; 1.5; 2.0; 2.5 and 3.0 m3, gross weight from 0.5 to 4 tons |
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are intended for transportation of bulk products in bulk.
© Container MKv-L is intended for transportation and short-term storage of fibrous materials pressed during loading of the container. It is a rectangular structure with a volume of 1.5 m3, gross weight of 1 t, with an opening lid. Cargo elements are made in the form of four cargo belts located
zhennye on two sides and equipped with top and bottom metal rings. |
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© Container MKR-M (Fig. 20) is designed for transportation and short-term storage of cheese |
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fluffy products. It is a closed structure with a volume of 1 m3, gross weight 1 |
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t, in the form of a bag with a square bottom. The load element is a rope that tightens |
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neck and tie it with a special knot. |
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© Soft containers include soft containers MP-4, which are designed |
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for transportation of petroleum products on flatbed vehicles at ambient temperature |
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air from –30 to +50°C. The tanks have a four-layer shell, which consists of |
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internal oil and petrol resistant rubber layer, polyamide anti-diffusion film, |
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nylon power layer and outer atmospheric rubber layer. The total thickness of the |
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lugs 1.5 ÷ 1.9 mm Fill soft tanks through filling and drain fittings, mounted |
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bathroom at the end. After emptying, the tank is rolled into a roll that takes up little space. |
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Rice. 20. Container |
The service life of soft tanks is 5 years. |
Ø In world practice, soft specialized containers with a carrying capacity from 0.5 to |
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MKR-M: 1 - body; |
12 tons have the following letter designations: |
2 - cargo element |
MK-L is a reusable soft container made of rubber-textile materials with |
load-bearing elements in the form of tapes; MKO-S - soft reusable container made of non-woven and woven materials with load-bearing
elements in the form of slings; MKR-S is a soft disposable container made of non-woven and woven materials with load-bearing elements
in the form of slings; MKR-M is a flexible disposable container made of polyethylene materials without carrying cargo
elements Ø Contaminated and soaked containers, with packed cargo, not
having cargo accompanying documents and quality certificates, as well as having the following defects:
ü through punctures, cuts and divergence of seams; ü non-through cuts, abrasion and scuffing of the rubber coating with damage to the textile base; ü detachment of sealing elements; ü rupture of eyes or stratification of cargo bearing elements;
ü with spots that differ in color from the rest of the surface, and with a cracked coating on them. Container mouths must be sealed.
3.8. Container marking
All containers used as an element of transport equipment must be labeled. In international communications in accordance with the ISO (ISO) standard, such containers must have a main and additional
body marking. |
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systematization |
basic |
markings |
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containers ISO has developed a standard system |
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marking subject - code |
under the name "BIC- |
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code". All the necessary information about the couple |
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meters of the container is marked on its side |
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walls, doors and roof in the form of marking |
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code (BIC-code). The BIC-code structure consists, |
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usually two lines, although the form pre- |
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settings may be different. Places of application |
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BIC codes are shown in fig. 21. |
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Rice. 21. Marking of ISO containers, series I: 1 - code |
Ø The BIC-code structure is shown in fig. |
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22 and contains 17 characters: 6 letters |
Latin |
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owner, serial number and check digit; 2 - designation |
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alphabet and 11 Arabic numerals. |
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country, size and type of container; 3 - maximum gross weight and |
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© The first line is the code |
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tare weight. 4 - safety plate; 5 - customs plate |
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container owner (Prefix + serial number + |
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check digit), which consists |
four letters of the Latin alphabet |
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(Fig. 22, I), the last of which (Fig. 22, 2) - the letter U stands for |
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a sign of transport equipment called "Container cargo- |
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calling." The first three letters (Fig. 22, 1) are respectively alphabetic |
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owner code officially included in the international registry |
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Rice. 22. BIC code |
container owners. |
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For example, all containers of the former Ministry of Railways of the USSR had an authority code |
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businessmen SZDU, now the containers of Ukraine and Russia are marked with codes UZUU and RZDU.
Registration of container codes of owners is carried out by official application of an authorized person, with the appropriate payment for services, to the International Bureau for Containers (BUREAU INTERNATIONAL des CONTENEURS - BIC), located in Paris.
The International Bureau of Containers appoints national registration authorities as its affiliates following consultation with the national ISO office. In addition to BIC, there are branches of the International Container Bureau.
The code designation of the owner is followed by the serial number of the container (Fig. 22, II) of six digits (Fig. 22, 3). The seventh digit (Fig. 22, 4), the so-called check number, serves to verify the correctness of information about the owner code and serial number of the container. This number is calculated according to the established rule. If any letter or digit is distorted from the code and the container number, there will be a mismatch in the control number. When marking, the control number (Fig. 22, 4) is often placed in a frame.
The check number is calculated in the following sequence:
ü each letter of the owner's code is assigned a digital equivalent, starting with the number 10; ü each digital equivalent of the code and each digit of the number is multiplied by a weighting factor, which pre-
is a power of 2 from 0 to 9 (according to the number of characters in the owner code and container number), i.e. the first character is multiplied by 20, the second by 21, the last, tenth, by 2 in the 9th;
ü the results of multiplication are added and divided by the modulus equal to 11; ü The remainder resulting from the division is the control number.
© The second line of the BIC-code also consists of two parts (Country code + ISO code) - alphabetic (Fig. 22, III) and numeric (Fig. 22, IV). The letter part contains two uppercase (in some cases, three) letters of the Latin alphabet (Fig. 22, 5), which make up the code designation of the country of the container owner (encoded in the first line of the BIC-
code). Three letters of the country code have containers produced before 1984. At the same time, the Latin letter “X” could be used as the third letter.
The identification of a country code is contained in the international standard ISO3166-88 "Codes for representations of country names". In addition, each state also has digital three-digit codes that are not reflected on the container. In this case, the letter code alpha-2 is applied to the containers.
The digital information of the second line of the BIC-code consists of four digits (Fig. 22, IV) and contains the size and type of container (two digits for each position).
© The first two digits (Fig. 22, 6) indicate the dimensions of the container both in length and height. The first designation
Length: 1 - 10 feet (2991 mm, IDX), 2 - 20 feet (6058 mm), 3 - 30 feet (9125 mm), 4 - 40 feet (12192 mm). The second indicates the height: 0 and 1 - 2438 mm; 2 and 3 - 2591 mm; 4 and 5 - more than 2591 mm, and the presence of a groove for L-shaped trailers
gooseneck type: 0 and 2 - without such a groove; 1 and 3 - with a groove. |
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© The second two digits (Fig. 22, 7) indicate the type of container: universal, specialized, |
with different |
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design features. |
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Ø As an additional marking on the container is also applied: |
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ü on the doors - maximum gross weight (MGW); |
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ü Curb weight (TARE) in kilograms (kg) and pounds (lb). |
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ü a symbol for designating a container with an opening lid (Fig. 23, 1); |
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ü warning sign about the danger of electric shock |
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sense from the mains for containers equipped with |
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stairs (Fig. 23, 2); |
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ü a sign indicating a container with a height of 2591 mm |
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(Fig. 23, 3); |
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Rice. 23. Additional labeling of the container |
ü a plate on the admission of the container to operation under the condition |
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safety pits (Fig. 24, a); |
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ü container approval plate |
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not to transport goods under |
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customs seals and |
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bami (Fig. 24, b). |
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compliance |
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International |
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rations for safe containers |
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(CBK) and the Customs Convention, |
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concerning containers (CPC), |
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in the USSR since 1972 respectively |
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and the Amendments to the CSC, in 1981, |
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all containers |
must answer |
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to the requirements of these conventions |
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Rice. 24. Safety plate and customs plate |
conventional |
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tablets |
(plates |
safely- |
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STI and customs plate).
The safety plate (fig. 24, a) contains inscriptions in English: ü approved country and approval number; the date of manufacture; ü identification number;
ü maximum gross weight…. kg,…. pounds;
ü Permissible stacking weight at 1.8 g …. kg, .... pounds; ü load during the skew test .... kg,…. pounds; ü end wall strength…. kg,…. pounds; ü strength of the side wall .... kg,…. pounds; the dates of the inspections.
Customs plate (Fig. 24, b) - a metal rectangular plate of at least 200x100 mm, containing inscriptions in English: approved for the carriage of goods under customs seals and seals (1); type (2); serial number of the container (3).
The term (month and year) of the next overhaul is also indicated on the side walls of the container.
3.9. UGM on vehicles
The main types of UGM on vehicles are: lighters, wagons, cars.
Ø Trailers (trailers) - high or low-frame trailed platforms with front and rear axles, used
used for the transport of goods |
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main roads (Fig. 25, 1). |
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© Semi-trailers (semi-trailers) - you- |
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co-frame platforms with only rear- |
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axle(s), with front support on se- |
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sensible device of the tractor, connected to it |
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Rice. 25. UGM on vehicles |
kingpin used for transportation |
cargo on main roads (Fig. 25, 2). |
With complex stowage of cargo, the package is tied with two slings. The load capacity (g / p) of a sling container is usually 1 t. Compared to pallets, sling tapes have three main advantages:
ü do not occupy the useful volume of cargo spaces of vehicles; ü slinging and unslinging packages when reloading with cranes is much easier and more convenient than when using pallets,
they can simultaneously lift 4, 6, 10 packages or more (packages on pallets more than two at a time almost never overload).
ü Tape packaging means are more accessible and cheaper than pallets. However, sling tapes also have serious disadvantages:
ü relatively large inconvenience when reloading by loaders; ü serious difficulties in stacking due to the not quite correct geometric shape of the packages
tendency to break down; ü increased labor intensity of the formation and linking of packages compared to the use of pallets, therefore
packages in sling tapes are stacked in warehouses and reloaded by forklifts using pallets, placing them two per pallet.
With the help of inventory and materials for a wide range of purposes package goods without packaging. The stability and strength of the stack is achieved by stacking with bonding between the layers of ingots, which have a special shape that ensures the fastening of the ingots one with the other in the stack. Special techniques for slinging with supporting load-handling devices are created in the bottom layer of packages without pallets and sling-tapes using special stacking patterns or shapes of packages (see lab. work. 2).
Maximum weight for pallets 1, 2, 3.2 t, sling packages 1.3, 1.5, 3 t; max height for pallets – 1.8 m.
3.2. Containers. Large containers
As determined by the Committee on Freight Containers (TK-104) and ISO cargo container- an element of transport equipment that has:
ü constant technical characteristics and strength sufficient for repeated use; ü a special design that ensures the transportation of cargo by several modes of transport without transshipment
held; ü adapted to ensure fast reloading of the container;
ü a design that makes it easy to load and unload the contents of the container; ü internal volume more than 1 m3.
ü the area between the 4 lower
corners not less than 14 m2; |
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ü in the presence of upper and lower |
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fittings - an area of at least 7 m2. |
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constructive |
elements |
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musical tonnage universal |
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ISO container are shown on |
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Containers are classified according to |
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a range of signs: |
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Rice. 17. ISO container and fitting: 1 – corner fittings; 2 - corner |
ü containers by type of message |
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there are: intercontinental, con- |
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racks; 3 - end panel; 4 - lower frame; 5 - flooring; 6 - internal |
tinental, |
in-plant |
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sheathing; 7 - roof; 8 - side loops; 9 - marking; 10 - door hinges; |
(technological); |
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11 - door seal; 12 - pocket for accompanying documents; |
ü used |
on the main |
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13 - door lock; 14 - end door. |
transport - wide (on one or |
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on several modes of transport without restrictions) and limited (only on one mode of transport or in a certain direction) circulation;
ü by purpose - general (universal) and special purpose (specialized). General - mainly for general cargo;
ü by design - rigid (non-separable with constant dimensions, folding, collapsible), soft (elastic), combined(soft with separate hard elements). Non-separable cargo containers do not have detachable and removable structural elements and parts. A collapsible cargo container consists of large elements that are easily removed and folded when it is returned empty;
ü according to the general arrangement, universal and specialized containers are divided into waterproof
and sealed;
ü According to the material of manufacture, cargo containers are divided into: all-metal- from carbon or alloy steel, aluminum alloys; combined– with frame made of rolled profiles carbon steels and panels made of alloy steels, aluminum alloys and plastic-coated plywood (plywood), wood-metal and plastic;
By gross weight, containers are divided into three categories: low-tonnage (up to 2.5 tons), medium-tonnage(from 2.5 to 10 tons inclusive) and large-capacity(over 10 tons).
large-capacity specialized group containers with a gross weight of more than 10 tons are manufactured with ISO corner fittings, and containers with a gross weight of up to 10 tons inclusive - with eyelets.
TO basic technical characteristics of containers include: gross weight; load capacity; useful internal volume; loading area, overall and internal dimensions, dimensions of loading and unloading devices (doors, hatches); dead weight (tare); container coefficient.
ü load capacity is one of the main parameters of containers and is determined based on the size of the batch size of goods intended for container delivery. The minimum carrying capacity of the container is determined by the structure of shipments, and the maximum - by the technical capabilities of the rolling stock and mechanization. The gross weight of the container and its carrying capacity are related by the ratio Gbr = Ggr + Gk.
where Gbr is the maximum allowable weight of a loaded container; Ggr - carrying capacity of the container; Gk - own weight (tare) of the container.
ü The degree of use of the container during loading is characterized by the coefficient of use of its load capacity(Ka ) and volume utilization factor. The coefficient Ka is determined by the ratio of the actual container loading Mgr to its nominal carrying capacity Ggr: Ka = Mgr / Ggr.
ü The utilization factor of the container volume Kv is determined by the ratio of the volume Vrp actually occupied by the cargo to the useful volume of the container Vk: Kv= Vrp/Vk.
ü The tare coefficient characterizes the share of the mass of the container (tare) per 1 ton of transported cargo: Kt = Gk / Ggr.
The choice of container parameters usually begins with the establishment of their specific volume, which can be easily linked to the volumetric characteristics of the goods.
ü The specific volume of containers Vuk is the number of cubic meters of the total internal volume of the container per 1 ton of its nominal net carrying capacity: Vuk = Vk / Ggr.
Ø The container is subjected to loads arising in the process of loading and unloading, transport, transshipment and storage operations. Loads acting on containers are taken from the condition Рbr = Gbr.
The design and shape of containers must ensure their stacking during transportation (by sea) and storage of at least three (3) tiers for small-tonnage and medium-duty and not less than six (6) tiers for large-capacity. Life time respectively 20 and 10 years.
The loads that containers and individual elements of their construction must withstand are established by the current standards.
i Many non-systemic quantities are used in maritime transport , the values of some of them are given below: 1
long ton 1016.05 kg (2240 pounds), 1 short ton 907.185 kg (2000 pounds), 1 foot - 30.48 cm, 1 inch - 2.54 cm, 1 pound - 0.453592 kg.
3 rows (series) of containers have been developed. For intercontinental transportation, containers of 1-2 rows are used. The size in section 8x8 feet (2438x2438 mm) is called container module ISO (ISO). Container length
must be a multiple of the main module - 5 feet (1528 mm).
In maritime transport, the following types of containers are mainly used: IA - with a gross weight of 30 long tons and a length of 40 feet; IB - 25/30; IC - 20/20; ID - 10/10; IE - 7 / 6.25; IF - 5 / 1.5 and their modifications.
V last years 45-foot containers and containers of larger carrying capacity appeared (Table 6). Table 6
Doorway, m |
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('), inches (") |
Height to level |
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nya loading |
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Dry cargo |
universal steel containers |
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20'x 8'x 8'6² |
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40'x 8'x 8'6² |
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40'x 8'x 9'6² |
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45'x 8'x 9'6² |
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Dry cargo universal aluminum containers |
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40'x 8'x 8'6² |
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40'x 8'x 9'6² |
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45'x 8'x 9'6² |
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Refrigerated steel containers |
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20'x 8'x 8'6² |
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40'x 8'x 9'6² |
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Refrigerated aluminum containers |
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20'x 8'x 8'6² |
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40'x 8'x 8'6² |
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40'x 8'x 9'6² |
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The following types are common in the US non-standard containers: Matson containers 26 feet long, 45-foot containers of the America President Line company and 48-foot containers 2.60 m wide and high
When transporting non-standard containers on a specialized tonnage, the length and width of containers is limited by cell guides, so here the increase in container capacity is associated with an increase in: and height - from 8.5 to 9.5 feet (2.90 m). In the near future, a further increase in the height of containers to 3.05 m should be expected.
Ø Disadvantages of containerization: ü the need for large capital investments;
ü incomplete use of carrying capacity and cargo capacity of containers; ü the need to transport the containers themselves; ü Accounting for the cost and expenses for the return of empty containers;
ü the need for powerful expensive equipment for reloading containers; ü a relatively complex system of accounting and organization of transportation.
Ø Benefits of containerization: ü Improves the safety of goods; ü the intensity of PRR increases; ü accelerates the transportation of goods; ü Ease of storage.
3.3. Specialized containers. tank container
Specialized containers are designed for the transportation of special cargo and are: drop roof– loaded through one or more openings in the roof;
ü open type - open from above, consisting of a base, side and end walls, without a roof; ü with drop-down walls- one wall or more can be opened completely;
ü with open wall- without one or two side or end walls, but having a base, corner fittings and a top frame with corner fittings;
ü with natural ventilation- having openings, except for loading and unloading openings in the side and end walls;
ü with forced ventilation - closed, equipped with a device for forced ventilation; ü isothermal - closed, the body consists of walls, including doors, floors and roofs, with a low coefficient of heat
conductivity, without using a source of heat or cold; ü ice container – closed, with isothermal walls, doors, floor and roof; equipped with a source of ho-
water, other than a mechanical unit or an absorption chiller, capable of lowering and maintaining the temperature inside the container;
ü refrigerated container with mechanical cooling - closed, with isothermal walls, doors, floor and roof, having a mechanical or absorption refrigeration unit, which is capable of lowering the temperature and then maintaining it;
ü heated - closed, with isothermal walls, doors, floor and roof, having a heating installation capable of raising the temperature and maintaining it;
ü tank container - closed, for transportation of liquids and gases; ü container for bulk cargo - loose, dusty or granular;
ü platform-container (flat) - a cargo platform, the length and width of which is equal to the external length and width of a general-purpose container of the ISO series I. Equipped with at least ISO bottom elbow fittings.
Often there are individual names of container platforms, then a flat is called a platform having end walls, the hinged connection of which makes it possible to fold the flat in an empty state; tilt - a platform with walls of the same design as the flat, but located on four sides; bolster - a platform with corner fittings and sockets for racks. In the presence of a superstructure (walls and posts), the height of the flat, tilt and booster is determined by the height of the corresponding ISO series I general purpose container.
Specialized containers can be divided into: ü semi-universal– for certain classes of cargo;
ü group - for a group of goods, homogeneous in physical and chemical properties and the same conditions of loading, unloading and transportation;
ü individual (technological) - for certain types of cargo that have specific properties and require special conditions of transportation.
For the transportation of a group of goods related in terms of physical and chemical properties, with approximately the same conditions loading, unloading and transportation use specialized group containers. For goods requiring special conditions of transportation (for example, for aggressive liquids, gases), individual specialized containers are used. These containers may differ not only in their design features, but also in the material from which they are made, the type of protective coating (lining), the devices necessary to maintain the required temperature regime during transportation (for example, for refrigerated containers), etc.
According to the nature of the goods, specialized containers are divided into five groups: for bulk materials; for con-
waste of ores non-ferrous metals, for piece industrial cargo, liquid and viscous products; for perishable
and food products.
Special containers are designed for the transportation of a certain type or group of homogeneous goods (liquid chemical, refrigerated, bricks, etc.). The purpose of specialized containers determines them design features, therefore, they are effective for specific cargoes, because the environment for their use is limited, and they have an increased cost.
Ø Bulk cargo containers are designed for transportation of granular and powdery cargoes. They have a rigid structure, fixed in the frame. Such containers are closed, they have loading and viewing hatches in the upper cover, and unloading hatches in the lower part of the side walls.
Loading hatches are placed so that the cargo is evenly distributed throughout the volume of the container. Containers can be equipped with fork slots and steps (if the height of the container is over 1.2 m).
For the transportation of bulk cargo, containers are used in the form of a parallelepiped, a cut cone, a round or oval section.
Ø A tank-container (tank-container) is a container having a tank or tanks, equipped with appropriate fittings and other devices, with unloading both under gravity and under pressure.
The tank (tanks) is rigidly connected to the frame elements of the container
nera (Fig. 18). Supports and fastenings of the tank to the frame should not cause |
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to avoid dangerous local stress concentrations in its body. Tank, |
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supports and fastenings must withstand the effects of inertial forces |
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the load held in it, arising from the movement of the transport |
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facilities. |
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The thickness of the walls and bottoms of tanks made of carbon steel |
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whether. Tanks and compartments that do not have vacuum valves are manufactured |
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so as to withstand an external pressure exceeding |
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internal pressure of at least 40 kPa. At the same time, the residual |
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Rice. 18. Structural scheme of the container - |
deformation is not allowed. The unfilled volume of the tank is set |
varies depending on the liquid being transported, but it must be |
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cisterns |
not less than 2.5% at temperature environment+20 °С. |
Such containers are mainly designed for the transport of liquids and liquefied gases. According to international ISO standards, tank containers are divided into classes depending on the goods that are transported: IMO-1 - chemicals; IMO-2 - dangerous goods; IMO-5 - gaseous cargoes; IMO-7 - cryogenic substances; IMO-0 - pi-
foodstuffs and hazardous chemicals.
Tanks or their individual compartments are equipped with spring-loaded safety valves, which should begin to open at the maximum allowable working pressure and be fully open at a pressure exceeding the working pressure by no more than 10%.
Tanks are equipped with shut-off valves with a manual drive, closed by clockwise rotation. Each tank container must be subjected to a hydraulic test.
A plate is attached to the frame of the tank container, which indicates: hydraulic (test) pressure, Pa (kgf/cm2); maximum allowable working pressure, Pa (kgf/cm2); total volume, l; date of the first hydraulic test (month, year); dates of subsequent hydraulic tests (month, year).
The vacuum valve must additionally be marked with the pressure for which it is designed. Safety valve must have an inscription indicating the maximum allowable working pressure and a seal of the Register.
3.5. Isothermal containers
V In accordance with the temperature regime of delivery, all perishable goods are divided into two main groups: refrigerated with a storage temperature of about 0°C and frozen to a storage temperature of -20°C.
V Depending on the presence of a refrigeration unit, insulated containers are divided into two groups:refrigeration with a refrigeration unit that maintains the set temperature, and thermos containers with thermal insulation without cooling devices. Containers of the first group are designed for the transportation of perishable products, pre-cooled in a production refrigerator, over long distances in intercity
and international communications. In any case, insulated containers must be thermally insulated by design and allow the storage of refrigerated or frozen goods.
Therefore, isothermal containers can be divided into: ü thermally insulated; ü refrigeration with consumable refrigerant (ice, gas);
ü refrigerated with engine room (compressor and absorption type); ü heated; ü refrigerated heated.
The design of insulated containers should provide the heat engineering characteristics given in Table. 7.
Table 7 Specifications isothermal containers
Container |
Temperature, °С |
Container |
Temperature, °С |
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Refrigerator with consumable refrigerant |
Thermally insulated |
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Refrigerated with machine cooling |
heated |
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Refrigerated heated |
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V in accordance with ISO standards, the temperature range inside refrigerated isothermal containers is from +12 to-25°C. For settlement maximum temperature ambient air is taken +40° C, and the minimum is 40°C. The specified temperature inside the cargo space of an insulated refrigerated container must be maintained automatically within a tolerance of ±1°C.
Containers must be equipped with means for measuring temperature at least at two points in the internal volume. To evenly distribute the temperature throughout the cargo space of refrigerated containers, air circulation channels are provided in their floor.
V insulated containers, except for thermally insulated and refrigerated containers with consumable coolant, a thermograph is installed to record the temperature and it is possible to connect remote temperature control.
Container is a large-sized transport container with a certain carrying capacity, which is designed for the storage of goods and their transportation by sea, air, rail and road. The robust design protects the cargo from mechanical damage, ensures the integrity of the goods along the entire route and, if necessary, compliance with the temperature regime. Models are equipped with special devices (fittings or eyelets) for fastening the modules to the rolling stock or to each other.
Varieties of containers are represented by a group of transport units made of different materials, where the products are made taking into account the peculiarities of transporting equipment, large and small items, bulk materials, substances in a liquid state, etc. in a certain way. Depending on the mass of the cargo and its characteristics, during transportation, they resort to the use of specific types of dry-cargo, sea, large-capacity and other containers.
Modern types of containers are intermodal: safe delivery of goods by several types of transport is available with them without additional unloading and loading operations. The classification of containers for the carriage of goods and the definition of their purpose are based on international ISO standards.
Container types
Within the framework of the standardized ISO system, all cargo containers are classified according to the features of their use, weight and overall parameters, and design format. Differences and aspects directly affect the purpose of the product. This allows you to identify acceptable / acceptable types of cargo and a list of tasks available for effective solution with a specific shipping crate model.
One of the basic "division" systems is the principle of determining the type of container by the structure of its hull, where they distinguish:
- closed models. The classic format, which is used for cargoes that have dimensions that do not interfere with loading into a solid box. Capacities of the closed class are divided into hermetic and non-hermetic;
- open options. Suitable for transportation of non-separable furniture, large-sized equipment and other items with non-standard parameters.
Collective images of all the above characteristics are reflected in the list of the main types of containers.
Universal loading units
They are waterproof transport elements made of metal. rectangular shape. Serve for transportation of large cargoes of a different profile. The design has a swing-type sash for convenient unloading and loading of goods.
Platform containers
Rectangular flat panels (pallets) for transportation of non-friable small and medium-sized heavy goods: construction and military equipment, equipment, metal products and lumber. Containers of this classification are equipped with corner fittings for reliable operation.
tank containers
A special type of container for the transportation by land and sea of gas, flammable and poisonous liquids, liquid-type food compounds and various bulk cargoes. "Tanks" are produced in the form of a cylinder, they look like a tank, they are safe for use on ships and with motor vehicles.
Ventilated models
Designed to transport special goods that require constant air circulation: tea, coffee (in beans), spices, etc. They can be made with natural or forced ventilation, which is achieved through openings in the housing or automatic adjustment systems.
Refrigerators
Refrigerated containers with thermal insulation. Thanks to the refrigeration units, the required temperature is maintained (from -25 to +25 degrees Celsius) inside the hull for the safety of transported products and goods.
For railway transportation, universal modules weighing up to 30 tons are suitable: they are equipped with systems for fixing the transported goods inside the hull and fittings for attaching to the train.
Abbreviations and abbreviations
In order to understand the classification of containers and quickly recognize their characteristics, established abbreviations are used that reveal the types of containers:
- DC (Dry Cube), GP (General Purpose), DV (Dry Van) - standard universal (dry cargo) models of type 1CC or 1AA;
- HC (High Cube) - a high container with an increased capacity of type 1ССС or 1ААА;
- PW (Pallet Wide) - a box with an increased (compared to DC) internal width, which allows you to place 2 euro pallets;
- OT (Open Top) - a special model with a "folding" canvas awning;
- HT (Hard Top) - an analogue of Open Top, where the removable part is metal roof;
- UP (Upgraded) - the most durable container with increased carrying capacity;
- FR (Flat Rack), PL (Platform) - platform container;
- SB (Swap Bodies) - shipping container for road transport;
- Tank containers - tank container.
For the carriage of goods by seaDC andHC is one of the most popular solutions, but if necessary, all the presented types of containers can be freely involved in such an operation.
Classification by dimensions
The classification of containers by dimensions and weight is regulated by ISO 668 standards, which take into account the gross weight and dimensions of the container itself.
The division of models by weight and size is also described in the previous GOST 18477, where universal cargo units are combined into three groups: specialized cargo unit. A large number of bulky, non-heavy goods will require the use of a 40-foot model with sufficient load capacity.
Smart use of interior space can save money, while transporting a bulky but half-empty module will increase costs.
Understanding the features of the use of transport units will give a 100% effective result in the implementation of cargo transportation.
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