Large containers. Cargo containers: types, design, application. Classification of containers by purpose
In containers, goods are transported without containers, in primary or lightweight packaging by rail. Cargoes are loaded into containers at the sender and unloaded from containers at the recipient. All transshipment and sorting operations with containers in warehouses are carried out using appropriate mechanization tools, and storage of valuable cargo in containers does not require closed warehouses. The container system requires significant funds for the production of containers, special mechanization for their reloading and transportation. In Russia, universal unified large-capacity containers with a gross weight of 10; 20; 30 tons, medium-capacity containers with a gross weight of 5 ... 3 (2.5) tons are used. the possibility of production and the safety of transport, loading and unloading operations and warehouse operations using mechanization and automation; safety of cargo during transportation, storage and performance of cargo operations; exclude the possibility of removing or developing components or their individual parts without leaving visible signs of damage or destruction. Universal containers with a gross weight of up to 5 tons are most effective when transporting goods in small shipments. The delivery of carload shipments to them leads to an artificial fragmentation of these shipments and a deterioration in the use of rolling stock. For such transportation, large-tonnage containers are more appropriate. Universal and specialized containers with a gross weight of up to 5 tons are transported on platforms on all types of main transport. Large-capacity containers are transported both on general purpose railway platforms equipped with devices for fastening containers at the bottom corner fittings, and on specialized ones. Containers are transported on separate platforms and in whole specialized trains running between container points. For the transportation of large-capacity containers by road, road trains are used, consisting of a truck tractor and a semi-trailer. For the transportation of containers, road trains with specialized container semi-trailers are produced. Road trains-container carriers are equipped with reloaders. Semi-trailers are equipped with swivel clamps-clamps, which simultaneously play the role of guides when installing containers on the frame. On some semi-trailers, instead of grips, limiters are made. To service enterprises that do not have appropriate handling equipment, a self-loader is used to transport containers. For containers in the places of their transshipment from one type of transport to another, during short-term storage at the freight yards of roads, access roads of industrial enterprises, logistics and agricultural equipment bases, ports, container points are created with specially open warehouses-container platforms. Railway container points are divided into cargo, cargo sorting and sorting. Local containers are loaded and unloaded at cargo points, local and transit containers are reloaded at cargo sorting points, and transit containers are sorted at marshalling points. On railways, container points are located at the freight yards of stations serving administrative and industrial centers and enterprises, as well as at reference stations. Container points that perform operations for reloading the containers themselves are open areas. Railways and road entrances should be located so that they provide the least movement of containers. Container points with a significant amount of work, providing the receipt of containers from senders, their delivery to recipients, as well as the transfer of the flow of containers from one mode of transport to another, are called container terminals. The technological process of work of container points provides for the means of complex mechanization and the procedure for loading, unloading and using wagons and cars. To speed up cargo operations, container platforms are specialized for departure and arrival, and their individual sections are divided into sections according to destinations and destinations. Gantry and overhead cranes and forklifts are mainly used to reload containers. To capture medium-sized containers during their reloading by cranes, the containers are equipped with frames sealed in the roof for which niches with rods for container capture are formed on both sides of the container in the upper part. All large-tonnage containers have gripping elbows of a special design - fittings. When reloading medium-sized containers, double-console cranes K-05 and K-09 with a hoist with a lifting capacity of five tons are used. These cranes are designed for light to medium duty applications. Under heavy duty conditions, gantry cranes with load-bearing trolleys KKDK-10, special container cranes KK-5 (KK-5M) are used. Gantry container cranes KK-5M and KK-6.3 have been developed. For slinging, slinging and reloading medium-sized containers, cranes are equipped with autostop manipulators. For reloading large-capacity containers, special gantry cranes with a lifting capacity of 20,32 and 40 are used. For reloading large-capacity containers, a double-console gantry crane KK-20 is used. For my term paper I choose KK-20 for large containers and KK-6 for medium containers. When reloading large-capacity containers by cranes, manipulators-captures with a rigid frame are used for one standard size - with a sliding frame. For reloading large-capacity containers with a gross weight of 10.20 and 30 tons, an automatic container grab is used, designed to equip a special gantry crane. When performing operations with large-tonnage containers, it is not allowed to carry them over the cabs of vehicles.
rubble refers to the mineral building resources, which make up the largest mass among those transported by railway. Mineral building materials are transported from gravel-pebble quarries, stone-crushed-stone quarries and from crushing and screening plants, from warehouses of finished products to warehouses of reinforced concrete and concrete plants and construction industry enterprises. Warehouses building materials there are: railroad with the receipt of materials in railway rolling stock - gondola cars, dumkars, hoppers and platforms. At factories and enterprises of the construction industry, depending on the method of storage and the technology of the main production, warehouses are built closed, and according to the arrangement and method of stacking and loading, they are stacked, stacked-trestle, stacked-tunnel, stacked-trestle-tunnel, semi-bunker, stacked-half-bunker, bunkers and silos. When transported at low temperatures, crushed stone at a certain humidity is subject to freezing. Coal, crushed stone and other materials transported in gondola cars and stored in open areas with asphalt concrete pavement. In large administrative and industrial centers, specialized stations are being built for unloading such cargo. Elevated tracks are used to unload cargo from self-loading wagons. A significant amount of bulk cargo is unloaded from gondola cars and platforms by gantry cranes equipped with grabs, and jib cranes and forklifts can also be equipped with them. , and mineral building materials - by the type of material and particle size distribution. for my term paper, I choose the type of PFP: KDE-252. In all options, unloading of bulk cargo should be carried out using devices with safety devices that prevent damage to the floor and sides of the gondola car. Devices used for unloading cargo from platforms must have a clearance from the working edges of the scraper or knife to the floor of the platform of at least 300 mm. It is not allowed to unload cargoes transported in bulk from the platforms, with bulldozers, caterpillar tractors driving onto the flooring, raking with an excavator bucket. When mechanized unloading of goods transported in bulk, the sides of the platform must be open (lowered).
Ore. Transportation is carried out by rail in open wagons. The type and type of open rolling stock is selected by the consignor depending on the properties of the cargo, the type of structures, devices, mechanisms used for its loading and unloading. Ore mined in a mine or open pit is loaded directly into self-unloading gondola cars with preliminary accumulation stored in bunkers, semi-bunkers or in special warehouses. The physical and mechanical properties of the ore determine the methods of handling and storage. Modern technology ore loading should provide for the continuous reception of ore from the mine when changing wagons at the loading point; the ability to load gondola cars of various carrying capacity with any possible combination of them in the composition; full use of rolling stock in terms of carrying capacity and capacity. At the mines, the main thing is the loading with the preliminary accumulation of minerals, which allows you to load the wagons within the terms regulated by the technological process.
When loading cargo into an open rolling stock, the consignor takes measures to prevent the blowing out of small particles of cargo during movement, as well as shedding of cargo in cases of loading it above the level of the sides of the wagons (with a “cap”). It is considered rational in places of ore unloading to use reclaimers in warehouse operations, including when reloading materials subject to caking. Instead of tower car dumpers, which are more efficient when unloading ore, rotary car dumpers are widely used for unloading coal and ore, which require less capital costs, energy consumption, and wagons are less damaged on them. The new rotary car dumpers can unload four-, six-, and eight-axle gondola cars. With a stationary rotary wagon dumper, belt conveyors are used to move coal and ore along the receiving trench.
types of PRM:
bulk cargo (loading into a gondola car) is carried out using
KDE-525 and E-2505. For my term paper, I choose E-2505.
The terms of storage of ore are determined by the enterprise depending on the type of ore and its ability to change properties from contact with the atmosphere and is established in regulatory documents.
A cargo container is an element of transport equipment and is intended for transportation and temporary storage of packaged cargo, repeated use in the transportation of goods on one or several modes of transport, equipped with devices for mechanized installation and removal from vehicles.Transportation of goods in containers allows you to fully mechanize loading and unloading and storage operations, reduce their cost, significantly increase labor productivity, reduce downtime of rolling stock under cargo operations, fully ensure the safety of goods, eliminate loss and damage to goods during transportation.
By purpose, containers are divided into two main groups:
- general purpose (universal);
- special purpose.
Universal containers are intended for the transportation of a wide range of goods and belong to transport organizations.
Specialized containers are used for the delivery of any one cargo or group of cargoes, homogeneous in their properties and transportation conditions ( different kinds raw materials, semi-finished products, ore concentrates, acids, etc.). These containers belong, as a rule, to industrial enterprises.
During the development of container transportation, Russian railway transport has always had a large number of universal containers with a gross weight of several hundred kilograms to 30 tons or more.
Universal containers are divided into three types: large-capacity (gross weight 10-30 tons or more); unified medium-tonnage (gross weight 3-5 tons) and non-standardized low-tonnage (gross weight less than 3 tons).
Large-tonnage containers are used in domestic and international communications. By design, they are rectangular in shape and mostly all-metal.
Universal containers are characterized by a number of parameters: gross weight, own weight, internal volume, floor area, overall dimensions and other indicators.
All containers are equipped with special devices for slinging. In large-capacity containers, they are called fittings, and in medium-capacity containers, they are called eyelets. Fittings are also used for attaching containers to each other and to rolling stock.
A general view of a large-tonnage container is shown in the figure:
The main structural elements of a large-tonnage container are in this figure:
In 1998, the standard defining the types and parameters of containers was amended: the maximum gross weight of all large-tonnage containers 6058 and 9125 mm long can be 30.5 tons, the overall height of the container is 2743 mm, the overall width is 2500 mm, as well as range from 2438 to 2500 mm.
A design feature of both universal and specialized large-capacity containers are corner fittings (a cast assembly with holes on each of the three outer sides) located at all corners of the container. The top corner fittings are used to capture the container with a spreader equipped with swivel pins with shoulders, as well as to secure the containers on the deck of the vessel.
Specialized containers have design features related to the characteristics of the goods being transported. The following types of specialized containers are most common: refrigerated containers with an autonomous refrigeration unit; tank container (tank container); container for bulk cargo; platform container. At the same time, specialized large-capacity containers must be equipped with standard corner fittings and have the same external dimensions as those of universal containers.
To capture medium-tonnage containers, there are niches with rods (rings) in all four corners of their roof. At all corners of large-capacity containers, special design gripping elbows - fittings - are installed. Both the upper and lower fittings are used to capture the container during reloading, and the lower ones, in addition, to fasten it to the rolling stock.
The technical requirements for the design of containers depend on the type of container, its purpose, operating conditions and other parameters. At the same time, there are a number of requirements common to all types of containers, namely: not a single part of the container should protrude beyond the limits of the established external dimensions at a temperature of 20°C; the design of containers intended for use in domestic and international traffic must comply with the requirements of the International Convention for Safe Containers 1972; the top corner fittings of the container must protrude above the top frame and roof by at least 6 mm; the bearing surfaces of the bottom corner fittings must be 12 +5 mm below the longitudinal and transverse beams of the container base.
Large-tonnage containers should be stacked in 9 tiers, medium-tonnage - in 3 tiers, therefore great importance attached to the strength characteristics of the container. The calculated load on each top corner fitting should be 3.6K g, on the bottom - 4.5 K g, the longitudinal uniformly distributed load on the end wall - 0.4 (K-T) g, on the side wall - 0.6 (K -T) g, where K is the maximum gross weight of the container, t; g - acceleration of gravity, m/s²; T is the dead weight of the container, t.
Vertical concentrated load on the roof of the container in any place - 3 kN, vertical load on the floor from the front wheel of the loader with a distance between the vertical axes of the front wheels of 760 mm - 27.3 kN.
The verification of strength characteristics is carried out by carrying out tests: acceptance, periodic and typical (when changes are made to the design and manufacturing technology).
ISO 1 series containers are distinguished by the fact that the elements of its design - fittings designed for lifting, fastening in vehicles and connecting containers to each other are located at the corners of the container. Another design feature series 1 containers is that no part of the container may protrude beyond the plane drawn through the outside surfaces of the corner fittings on either side of the container. In other words, each corner fitting protrudes beyond the outer dimension of the container, defined by the outer planes of its end and side panels, roof and bottom plane of the supporting structure.
Series 1 cargo containers have frame structure, consisting of a lower cargo platform, vertical corner posts, longitudinal (upper and lower) and transverse (upper and lower) beams. The bearing elements of the container are the vertical racks and the lower cargo platform.
Depending on the purpose of the container, on the type of cargo carried in it, a container is mounted in the internal volume of the frame to accommodate the corresponding cargo.
For the transportation of a wide range of goods, the frame of the container is simply closed with flat or corrugated metal sheets, a doorway is mounted in the end part of the container. A doorway in a universal large-capacity container can be arranged in one or two ends, as well as on the side on one or both sides.
Containers for cargo requiring special transportation conditions, liquid, gaseous, requiring cooling or heating, bulk cargo are equipped with refrigeration or heating equipment, thermal insulation, tanks, bunkers, grates, etc., so that not a single part of the built-in equipment goes beyond the above container frame size.
The choice of the main parameters of containers is determined by the requirements for ensuring the most efficient transportation of them on railway platforms and cars, the properties of goods transported in containers, and also technological processes enterprises that produce and consume transported goods.
The degree of use of the container capacity is estimated by the coefficient φ:
Where: V is the total useful or geometric volume of the container in m3;
V n - loading volume of the container in m 3.
The loading volume determines the use of the container's load capacity:
Where P is the carrying capacity of the container in tons;
γ - volumetric weight of the cargo in m 3 / t.
The specific volume of the container V y (m 3 / t) is the number of cubic meters of the total volume of the body per 1 ton of its nominal load capacity:
V y \u003d V / P \u003d V n / (P φ)
The specific area of the container F y is the ratio of the floor area of the container to its carrying capacity:
F y \u003d F / P \u003d V n / (P H φ)
Where F is the total floor area in m 2;
H - loading height in m.
The container tare coefficient characterizes the ratio of the container's own weight to its carrying capacity:
Where T to - container container in t;
P is the carrying capacity of the container, incl.
When comparing the profitability of transporting goods without tare in containers and tared in covered wagons, the loading coefficient of the tare of the wagon and container k p is determined, taking into account the tare of the cargo according to the formula:
K n \u003d (T to + T) / P to
Where T is the tare weight of the wagon (platform) in tons;
T to - the weight of a set of containers in t;
R c - lifting force of a set of containers, incl.
- DC(Dry Cube) GP(General Purpose) and DV(Dry Van) - different designations of standard universal containers, type 1CC or 1AA, they are also called dry cargo containers.
- HC(High Cube) - the same as DC, but a high container or container of increased volume, type 1ССС or 1ААА.
- PW(Pallet Wide) - a universal container, but slightly wider than the standard one, i.e. pallet width. The overall width of such a container is 2500 mm, two euro pallets are placed inside in width.
- OT(Open Top) - a specialized container that has removable: a canvas awning roof and an upper end beam above the doors.
- HT(Hard Top) - the same as the OT container, but with a removable metal roof.
- U.P.(Upgraded) - a container of increased strength and increased carrying capacity.
- FR(Flat Rack) and PL (Platform) - platform container.
- SB(Swap Bodies) - a car container.
- tank containers- tank container.
Terms and Definitions
cargo container- a unit of transport equipment of multiple use, designed for the transportation and temporary storage of goods without intermediate reloading, convenient for mechanized loading and unloading, loading and unloading; internal volume - 1m3 and more.
Large container- a freight container with a maximum gross weight of 10,000 or more.
Medium container- a freight container, the maximum gross weight of which is not less than 3,000 but not more than 10,000.
Small container- a freight container with a maximum gross weight of less than 3,000.
Universal container- a cargo container for piece cargo of a wide range, enlarged cargo units and packaged piece cargo.
Specialized container- a cargo container for goods of a limited range or goods of certain types.
tank container- a specialized container, consisting of a frame (frame elements), a tank or tanks, equipped with fittings and other devices, with unloading of cargo, both under gravity and under pressure, and intended for transportation liquefied gases, liquid or bulk cargo.
Container for the transport of bulk cargoes without pressure of the "box" type- a container of rectangular design, with a doorway on at least one end wall and unloading under the action of gravity. It is allowed to use such a container as a universal one.
platform container- a container having only a base with a floor, provided, in addition to the bottom corner fittings, with top corner fittings.
Isothermal container- a specialized container, the walls, floor, roof and doors of which are covered or made of heat-insulating material that limits heat exchange between the internal volume of the container and the environment.
refrigerated container- an insulated container with refrigeration equipment (for example, a mechanical compressor, an absorption unit, etc.)
Container classification
In accordance with the ISO 830 standard, a freight container is understood as an item of transport equipment:
- having a permanent character, therefore strong enough to be suitable for repeated use;
- a special design that allows for the transportation of goods by one or several modes of transport without intermediate transportation of goods;
- equipped with devices that allow it to be reloaded, in particular, transferred from one mode of transport to another;
- made in such a way as to facilitate the process of its loading and unloading as much as possible.
Containers are classified according to four main features: purpose, design, gross and net weight, and area of circulation.
By appointment- containers are divided into universal, intended for the transportation of packaged cargo, and specialized, intended for the transportation of bulk materials, liquid, refrigerated, gaseous and other cargoes.
By design- containers are divided into covered and open, waterproof and non-sealed, metal and polymer materials With metal frame etc.
By gross and net weight- containers are subdivided according to ISO (International Organization for Standardization) recommended fixed values. The most common are containers weighing 30 and 20 tons, with a constant width of 8 feet (2.438 m). The height of containers is different: 8 feet (2.438m), 8.5 feet (2.59m), 9 feet (2.74m) and 9.5 feet (2.896m). Currently, containers are mainly used with a height of 8.5 feet (2.59m) and less often 9.5 feet (2.896m). For the transportation of heavy goods that are not subject to damage in any weather conditions, containers without a roof with a height equal to 0.5 standard are used, as well as platform containers - flats (flats) - for stacking oversized cargo on them. Container lengths: 40, 30, 20 and 10 feet.
By area of circulation- containers are divided into international, trunk, approved for transportation on one or several modes of transport within one state, intra-factory.
Classification of containers by purpose
By purpose, containers are divided into universal and specialized.
Universal containers is a general definition applicable to all types of containers intended for the carriage of a wide range of general cargo. Universal containers transported on the rolling stock of all main modes of transport, depending on the gross mass, are divided into three categories:
- large-capacity vehicles with a gross weight of 10,000 or more;
- medium-tonnage vehicles with a gross weight of 3,000 to 10,000;
- light-tonnage with a gross weight of less than 3,000.
Main characteristics of universal containers of international class
Show table (opens in a separate window).
CONTAINERS UNIVERSAL
TYPES, MAIN PARAMETERS AND DIMENSIONS
GOST 18477-79
(ST SEV 772-83)
USSR STATE COMMITTEE ON STANDARDS
STATE STANDARD OF THE UNION OF THE SSR
|
CONTAINERS UNIVERSAL Types, basic parameters and dimensions universal containers. types. Basic parameters and dimensions |
GOST (ST SEV 772-83) Instead |
Non-compliance with the standard is punishable by law
This standard applies to universal unified containers intended for the carriage of goods mainly without shipping containers by rail, water and road, including large-capacity containers of codes 00-04, 10, 11, 13, 50-53 in accordance with GOST 25290-82, as well as universal road containers for direct transportation of these goods by road. The standard does not apply to universal large-capacity containers of other codes, to universal containers with dimensions and gross weight increased compared to those established by this standard, to universal aviation and specialized (individual and group) containers. The standard fully takes into account the requirements of international standards ISO 668, ISO 1161, ISO 1496/1. The standard fully complies with ST SEV 772-83.
1. TYPES, MAIN PARAMETERS AND DIMENSIONS
1.1. Depending on the gross weight and the design of lifting (slinging) devices, containers must be manufactured in three types: large-capacity - with a gross weight of 10 tons and more with corner fittings; medium-tonnage - gross weight from 3 to 10.0 tons with eye nodes; low-tonnage - with a gross weight of less than 3 tons with eye nodes. (Revised edition, Rev. No. 3). 1.2. The main parameters of the containers must correspond to those indicated in Table. 1.Table 1
|
container type |
Size designation |
Gross weight, t |
Internal volume, m 3 , not less than |
|
|
large-capacity |
||||
|
medium-tonnage |
||||
|
Small tonnage |
||||
| * Determined by calculation in depending on the accepted height of the container. ** Not accepted for construction in the USSR. The parameters are taken into account when designing the rolling stock. *** Increasing the gross weight of containers from 5 to 6 tons is carried out within the time limits established by the regulations of the transport ministries. | ||||
1АА GOST 18477-79 code 10 GOST 25290-82
The same, an open large-capacity container with a gross weight of 24 tons, a height of less than 2438 mm, with an opening in one end:
1CX GOST 18477-79 code 50 GOST 25290-82
The same, for a medium-sized container with a nominal and maximum gross weight of 5 tons, a height of 2400 mm:
UUK-5 GOST 18477-79
The same, for a medium-tonnage container with a nominal gross weight of 3 tons and a maximum weight of 5 tons, a height of 2591 mm:
UUKP-3(5) GOST 18477-79
Automotive universal low-tonnage container with a gross weight of 1.25 tons:
AUK-1.25 GOST 18477-79.
The main external and internal dimensions of large-capacity, medium-capacity and low-capacity containers must correspond to those indicated in Fig. 1-6 and tab. 2.
table 2
|
Size designation |
Drawing number |
||||||
|
outdoor |
Internal, not less |
||||||
|
Length L |
Width IN |
Height H |
Length l |
Width b |
Height h |
||
| * Determined by calculation depending on the accepted outer height of the container. Notes: 1. The internal height of open containers with a removable roof, a removable awning or without them of sizes 1AA and 1CC codes 50-53 can be reduced by agreement between the manufacturer and the customer to 2311 mm and sizes 1A, 1C and 1 D - up to 2158 mm with appropriate change in internal volume. 2. The height of open containers of sizes 1AX, 1BX, 1CX and 1 DX, taking into account the possibility of their double-deck transportation by rail, should not exceed 1580 mm. Any higher height up to 2438 mm must be consistent with the IPU. 3. The sizes specified in tab. 2 and its notes are valid at 20 °C. | |||||||
2. DIMENSIONS OF DOOR OPENINGS AND MAIN STRUCTURAL ELEMENTS OF CONTAINERS
(Revised edition, Rev. No. 3). 2.1. The width and height of the end doorway of closed containers must be equal to the internal width and height of the container or have dimensions not less than those indicated in Table. 3.Table 3
|
Designation |
Clear end doorways of containers, mm, not less than |
|
| * The end is considered a doorway located in one of the walls with the smallest length. ** For containers of standard sizes AUK-1.25 and AUK-0.625, instead of end doors, side doors should be arranged. | ||
Large containers
Note. Crap. 1-9 do not define the design of the container.
Medium-duty containers UUKP-5(6), UUKP-5, UUK-5(6) and UUK-5
Medium-tonnage containers UUK-5 with corner fittings
Note. The use of the UUK-5 container with corner fittings is allowed only with the consent of the transport ministries involved in their transportation.
Medium containersUUK-5U, UUKP-3(5), UUK-3(5) andUUK-3
Medium-duty containers UUK-5U, UUKP-3(5), UUK-3(5) and UUK-3
Crap. 4 and 5. (Changed edition, Rev. No. 1, 3 ).
Low-tonnage containers AUK-1.25 and AUK-0.625
Table 4
|
Container sizes |
Dimensions, mm |
||||||
|
First pair of fork openings (for loaded or empty containers) |
Second pair of fork openings (only for empty containers) |
||||||
|
a |
b |
c |
d |
b 1 |
c 1 |
||
| Note . c And c 1 - clear opening height. | |||||||
1 - part of the wall, including protruding rivets and bolt heads, should not be more than 12 -2 mm from the inner edge of the safety strip (slats, edges); 2 - the beam flange in the zone of contact with the gripping foot must be flat and horizontal and form a right angle with the safety strip; 3 - bottom surface of bottom corner fittings
(Changed edition,Change No. 3). Note. The dimensions and placement of lifting devices in the base of containers of standard sizes 1AX, 1CX, 1DX are the same as for containers of sizes 1AA (1A), 1CC (1C) and 1D, respectively.
1 - surface of the end wall; 2 - the lower surface of the transverse elements of the base
Notes: 1. The height of the groove H is checked at a distance of 600 mm from its end. 2. The bearing surfaces of the groove can be solid with a minimum length given in Table. 5, and have a section shown in the drawing in bold lines or consist of separate sites that meet the requirements of GOST 20259-80.
Table 5
Dimensions mm
|
L |
Bmax |
B1 |
B2 |
H |
h |
c |
||
For transportation of fruit and vegetables, insulated containers are supplied with ventilation devices, providing 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 non-refrigerated (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 equal to - 196 ° С. 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.
Besides, refrigeration unit must be fully automated, including defrosting, and the elements of automatic regulation and control 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 low-tonnage and medium-tonnage containers, accepted conventions, consisting of alphabetic indices and numeric values. Letter indices indicate the type and kind of containers. The following conditional letter designations types and types of containers: 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-section 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. The design of containers for the transportation of both piece and bulk cargoes without containers is allowed. 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 of mechanical engineering and bulk cargo in containers.
© 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, gypsum); 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 to deliver the relevant materials and products from building materials industry enterprises to central warehouses, warehouses of auxiliary enterprises of construction organizations and equipment bases, as well as from central warehouses and equipment bases to construction sites with supply to 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. Reusable containers 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; nonwoven materials, 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 necessary information oh 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 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 Representing 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 on English language: 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). |
