Large-capacity containers. Freight containers: types, design, application. Classification of containers by purpose
In containers, goods are transported without packaging, in primary or lightweight packaging by rail. Cargoes are loaded into containers at the sender and unloaded from containers at the recipient. All reloading and sorting operations with containers in warehouses are performed using appropriate mechanization means, and storage of valuable cargo in containers does not require closed warehouses. The container system requires significant funds for the production of containers, special means of mechanization for their handling and transportation. In Russia, universal unified containers are used for large-tonnage gross weight of 10; 20; 30 tons, medium-tonnage weighing 5 ... 3 (2.5) t. Containers must ensure reliability and stability when stacking medium-tonnage in three tiers, and large-tonnage in six; the possibility of production and the safety of carrying out 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 composite elements or their individual parts without leaving visible traces of damage or destruction. Universal containers with a gross weight of up to 5 tons are most effective when transporting goods in small consignments. The delivery of wagon consignments to them leads to the artificial fragmentation of these consignments and a deterioration in the use of rolling stock. For such transportation, large-capacity 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 mainline transport. Large-tonnage containers are transported both on universal railway platforms for normal use, equipped with devices for fastening containers to the bottom corner fittings, and on specialized ones. Containers are transported on separate platforms and whole specialized trains plying between container points. For the transportation of large containers by road, road trains are used, consisting of a truck tractor and a semitrailer. For container transportation, road trains with specialized container semitrailers are produced. The container trucks are equipped with reloaders. Semi-trailers are equipped with rotary clamps, which simultaneously play the role of guides when installing containers on the frame. On some semi-trailers, limiters are made instead of grippers. To service enterprises that do not have appropriate lifting and transport equipment, a self-loader vehicle is used to transport containers. For containers at the places of their reloading from one type of transport to another, during short-term storage at freight yards of roads, access roads of industrial enterprises, bases of material and technical supply and agricultural equipment, ports, container points are created with specially open warehouses - container sites. Railway container points are divided into freight, cargo sorting and sorting. Local containers are loaded and unloaded at cargo points, local and transit containers are reloaded at cargo-handling yards, and transit containers are sorted at sorting yards. On the railways, container points are located at the cargo yards of stations serving administrative and industrial centers and enterprises, as well as at support stations. Container points that perform operations for reloading the containers themselves are open areas. Railways and motor vehicle entrances should be located so that they provide the least movement of containers. Container points with a significant volume of work, which ensure the acceptance of containers from the senders, their delivery to the 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 operation of container points provides for the means of complex mechanization and the procedure for loading, unloading and using cars and cars. To speed up cargo operations, container sites are specialized in departure and arrival, and their individual sections are divided into sections according to directions and stations of destination. For handling containers, gantry and bridge cranes and forklifts are mainly used. To grip medium-tonnage containers during their reloading by cranes, frames are sealed in the roof, for which niches with rods for gripping the container are formed on both sides of the container in the upper part. All large-capacity containers have gripping angles of a special design - fittings. When handling medium-capacity containers, K-05 and K-09 double-cantilever cranes with a hoist with a lifting capacity of five tons are used. These cranes are designed for light to medium duty. In conditions of heavy duty, gantry cranes with supporting lifting trolleys KKDK-10, special container cranes KK-5 (KK-5M) are used. Gantry container cranes KK-5M and KK-6.3 were developed. The cranes are equipped with self-locking manipulators for slinging, unloading and reloading medium-tonnage containers. For reloading large-tonnage containers, special gantry cranes with a lifting capacity of 20, 32 and 40 are used. For reloading of large-tonnage containers, a KK-20 double-cantilever gantry crane is used. For my term paper, I choose KK-20 for large containers and KK-6 for Medium containers. When handling large-tonnage containers by cranes, manipulators-grippers with a rigid frame for one standard size - with a sliding frame are used. For reloading large-tonnage containers with gross weight of 10.20 and 30 tons, an automatic container gripper is used, designed to equip a special gantry crane. When performing operations with large-capacity containers, it is not allowed to carry them over the cabins of vehicles.
Crushed stone refers to mineral construction resources, which constitute the largest mass among those transported by rail. Mineral construction materials are transported from gravel and pebble quarries, stone crushed quarries and from crushing and sorting plants, from finished product warehouses to warehouses of reinforced concrete and concrete plants and construction industry enterprises. Warehouses of building materials are: railroad ones with the receipt of materials in railway rolling stock-gondola cars, dumcars, hoppers and platforms. At factories and enterprises of the construction industry, depending on the storage method 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, stack-overhead, stack-tunnel, stack-overpass-tunnel, semi-bunker, stack-semi-bunker, bunker and silo. When transported at low temperatures, crushed stone at a certain humidity is subject to freezing. Coal, crushed stone and other materials are delivered to the loading yards of the stations for unloading, 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. To unload cargo from self-loading wagons, elevated tracks are used. A significant amount of bulk cargo is unloaded from gondola cars and platforms with gantry cranes equipped with grabs, and they can also be equipped with boom cranes and forklifts. , and mineral construction materials - by the kind of material and granulometric composition. for my term paper I choose the type of PRM: KDE-252. In all variants, unloading of bulk cargo should be carried out using devices with safety devices preventing 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 platform floor of at least 300 mm. It is not allowed to unload cargo transported in bulk from platforms, with bulldozers, crawler 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 by an open method is loaded directly into self-unloading gondola cars with preliminary accumulation and 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 continuous reception of ore from the mine when changing cars at the loading point; the possibility of loading gondola cars of various carrying capacity with any possible combinations thereof; full use of rolling stock in terms of carrying capacity and capacity. At the mines, the main thing is loading with preliminary accumulation of minerals, which makes it possible to load wagons within the time limits 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 "head"). The use of reclaimers in warehouse operations, including the handling of materials subject to caking, is considered rational in places of ore unloading. Instead of tower car dumpers, which are more efficient at unloading ore, rotary car dumpers are widely used for unloading coal and ore, which require less capital costs, energy consumption and less damage to cars. 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 storage periods 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 freight container is an element of transport equipment and is designed for the transportation and temporary storage of packaged cargo, multiple use in the carriage of goods by one or several modes of transport, equipped with devices for mechanized installation and removal from vehicles.Transportation of goods in containers allows you to completely mechanize loading and unloading and warehouse operations, reduce their cost, significantly increase labor productivity, reduce rolling stock downtime under cargo operations, fully ensure the safety of goods, eliminate losses 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 a group of cargoes that are homogeneous in their properties and transportation conditions (various types of raw materials, semi-finished products, ore concentrates, acids, etc.). These containers usually belong to industrial enterprises.
During the development of container transportation, the railway transport of Russia has always had a large number of universal containers with gross weight from several hundred kilograms to 30 or more tons.
Universal containers are divided into three types: large-tonnage (gross weight 10-30 tons and more); unified medium-tonnage (gross weight 3-5 t) and non-unified low-tonnage (gross weight less than 3 t).
Large containers are used in domestic and international traffic. By design, they have a rectangular shape and are mostly all-metal.
Universal containers are characterized by a number of parameters: gross weight, dead weight, internal volume, floor area, overall dimensions and other indicators.
All containers are equipped with special slinging devices. In large containers, they are called fittings, and in medium containers, they are called eyes. Fittings are also used to fasten containers to each other and to the rolling stock.
General view of a large-capacity container is shown in the figure:
The main structural elements of a large-capacity container are in this figure:
In 1998, changes were made to the standard defining the types and parameters of containers: the maximum gross weight of all large-tonnage containers with a length of 6058 and 9125 mm 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. Upper corner fittings are used to grip the container with a spreader equipped with pivoting shoulder pins and to attach containers to the deck of the ship.
Specialized containers have design features related to the characteristics of the transported goods. The most common types of specialized containers are: refrigerated with an autonomous refrigeration unit; tank container (tank container); bulk container; container platform. At the same time, specialized large-capacity containers should be equipped with standard corner fittings and have the same external dimensions as for universal containers.
To grip medium-tonnage containers in all four corners of their roof there are niches with rods (eyes). On all corners of large-capacity containers, gripping angles of a special design - fittings - are installed. Both the upper and lower fittings are used to grip the container during reloading, and the lower, in addition, to attach 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: no part of the container should protrude beyond 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 at least 6 mm above the top frame and roof; the supporting surfaces of the bottom corner fittings should 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 is attached to the strength characteristics of the container. The design load on each upper corner fitting should be 3.6 K g, on the lower one - 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 mass of the container, t; g - acceleration of gravity, m / s²; T is the empty weight of the container, t.
The vertical concentrated load on the roof of the container anywhere is 3 kN, the 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 is 27.3 kN.
Verification of strength characteristics is carried out by conducting tests: acceptance, periodic and typical (when changes are made to the design and manufacturing technology).
ISO series 1 containers differ in that the elements of its structure - fittings designed for lifting, fastening in vehicles and connecting containers to each other - are located at the corners of the container. Other design feature series 1 containers is that no part of the container can protrude beyond the plane drawn through the outer surfaces of the corner fittings on either side of the container. In other words, each corner fitting protrudes beyond the outer dimensions of the container, outlined by the outer planes of its end and side panels, the roof and the lower plane of the supporting structure.
Series 1 freight containers have a frame structure consisting of a lower cargo platform, vertical corner posts, longitudinal (upper and lower) and transverse (upper and lower) beams. The supporting elements of the container are vertical racks and a lower cargo platform.
Depending on the purpose of the container, on the type of cargo transported in it, a container is mounted in the internal volume of the frame to accommodate the corresponding cargo in it.
To transport a wide range of goods, the container frame is simply closed with flat or corrugated metal sheets, and a doorway is mounted in the end part of the container. The doorway in a universal large-tonnage container can be arranged in one or two ends, as well as on the side from one or both sides.
Containers for goods requiring special conditions of transportation, liquid, gaseous, requiring cooling or heating, bulk goods are equipped with refrigeration or heating equipment, thermal insulation, tanks, bunkers, grates, etc., so that no part of the built-in equipment goes beyond the above container frame dimensions.
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 the goods transported in containers, as well as technological processes enterprises that produce and consume transported goods.
The degree of use of the container capacity is estimated by the φ coefficient:
Where: V - full useful or geometric volume of the container in m 3;
V n is the loading volume of the container in m 3.
The loading volume determines the use of the container's carrying capacity:
Where P is the container's carrying capacity in t;
γ is the volumetric weight of the cargo in m 3 / t.
The specific volume of the container V у (m 3 / t) is the number of cubic meters of the total volume of the body per 1 ton of its nominal carrying capacity:
V у \u003d V / P \u003d V n / (P φ)
The specific area of \u200b\u200bthe container F y is the ratio of the floor area of \u200b\u200bthe container to its carrying capacity:
F у \u003d F / P \u003d V n / (P H φ)
Where F is the total floor area in m 2;
H - loading height in m.
Container tare ratio characterizes the ratio of the container's own weight to its carrying capacity:
Where T to - container container in t;
Р - container carrying capacity, incl.
When comparing the profitability of carriage of goods without packaging in containers and packaged in covered wagons, the loading coefficient of a wagon and container tare kp is determined, taking into account the container of cargo, according to the formula:
K n \u003d (T k + T) / P k
Where T is the tare weight of the car (platform) in t;
T k - weight of a set of containers in t;
Р к - 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 1СС or 1АА, they are also called dry cargo containers.
- HC (High Cube) - the same as DC, but high container or container with increased volume, type 1CCC or 1AAA.
- 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 the width.
- OT (Open Top) - a specialized container with removable: tarpaulin roof and upper end beam above the doors.
- HT (Hard Top) - the same as the OT container, but with a removable metal roof.
- UP (Upgraded) - container with increased strength and increased carrying capacity.
- FR (Flat Rack) and PL (Platform) - container platform.
- SB (Swap Bodies) - car container.
- Tank containers - tank container.
Terms and Definitions
Cargo container - a unit of reusable transport equipment 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-capacity container - a freight container, the maximum gross mass of which is 10,000 or more.
Medium container - a freight container, the maximum gross mass of which is not less than 3,000, but not more than 10,000.
Low-tonnage container - a freight container, the maximum gross mass of which is less than 3,000.
Universal container - a freight container for a wide range of piece cargo, large cargo units and piece cargo.
Specialized container - freight container for goods of limited range or goods of certain types.
Tank container - a specialized container, consisting of a frame (frame elements), tanks or tanks, equipped with fittings and other devices, with unloading of cargo, both under the action of gravity and under pressure, and intended for transportation liquefied gases, liquid or bulk cargo.
Unpressurized bulk container type "box" - a container of rectangular design, with a door opening on at least one end wall and discharge by gravity. It is allowed to use such a container as a universal one.
Platform container - a container having only a base with a floor, equipped, in addition to the lower corner fittings, with the upper 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 inner volume of the container and the environment.
Reefer container - an isothermal container with refrigeration equipment (for example, a mechanical compressor, absorption unit, etc.)
Classification of containers
In accordance with the ISO 830 standard, a freight container is understood as an item of transport equipment:
- which is permanent and therefore strong enough to be reusable;
- special design that allows the carriage of goods by one or more modes of transport without intermediate carriage of goods;
- equipped with devices allowing its reloading, in particular, transfer from one mode of transport to another;
- made in such a way as to facilitate the processes of its loading and unloading as much as possible.
Containers are classified according to four main characteristics: purpose, design, gross and net weight, and sphere of circulation.
By appointment - containers are divided into universal, designed for the transportation of packaged cargo, and specialized, designed for the transportation of bulk materials, liquid, refrigerated, gaseous and other cargo.
By design - containers are divided into covered and open, waterproof and unsealed, metal and polymeric materials with a metal frame, etc.
By gross and net weight - containers are subdivided according to the recommended ISO (International Organization for Standardization) fixed values. The most common are containers weighing 30 and 20 tons, with a constant width of 8 feet (2.438 m). The heights of containers are different: 8 feet (2.438 m), 8.5 feet (2.59 m), 9 feet (2.74 m) and 9.5 feet (2.896 m). Currently, containers with a height of 8.5 feet (2.59 m) and less often 9.5 feet (2.896 m) are mainly operated. For the transportation of heavy loads that are not subject to deterioration in any weather conditions, containers without a roof with a height equal to 0.5 standard are used, as well as platform containers - flats - for stowing oversized loads on them. Container lengths: 40, 30, 20 and 10 feet.
By sphere of circulation - containers are divided into international, mainline, admitted for transportation on one or several modes of transport within one state, intra-factory.
Classification of containers by purpose
According to their purpose, containers are divided into universal and specialized.
General purpose containers are a general definition applicable to all types of containers intended for the carriage of a wide range of general cargo. Universal containers transported on rolling stock of all major types of transport, depending on the gross weight, are divided into three categories:
- large-tonnage gross weight from 10,000 and more;
- medium tonnage gross weight from 3,000 to 10,000;
- low-tonnage gross weight less than 3000.
Main characteristics of universal containers of international class
Show table (opens in a separate window).
UNIVERSAL CONTAINERS
TYPES, BASIC PARAMETERS AND DIMENSIONS
GOST 18477-79
(ST SEV 772-83)
USSR STATE COMMITTEE ON STANDARDS
STATE STANDARD OF THE UNION OF SSR
|
UNIVERSAL CONTAINERS Types, main parameters and dimensions Universal containers. Types. Basic parameters and dimensions |
GOST (ST SEV 772-83) Instead of |
Failure to comply with the standard is punishable by law
This standard applies to universal unified containers designed for the carriage of goods mainly without shipping containers by rail, water and road transport, including large-capacity containers of codes 00-04, 10, 11, 13, 50-53 in accordance with GOST 25290-82, as well as universal automobile containers for direct transportation of the specified goods by road. The standard does not apply to universal large-capacity containers of other codes, to universal containers with increased dimensions and gross weight in comparison with those established by this standard, to universal aviation and specialized (individual and group) containers. The standard fully takes into account the requirements of the international standards ISO 668, ISO 1161, ISO 1496/1. The standard is fully consistent with ST SEV 772-83.
1. TYPES, BASIC PARAMETERS AND DIMENSIONS
1.1. Depending on the size of the gross mass and the design of the lifting (slinging) devices, containers should be made of three types: large-capacity - with a gross weight of 10 tons and more with corner fittings; medium-tonnage - with gross weight from 3 to 10.0 tons with eyebolts; low-tonnage - with a gross weight of less than 3 tons with eyebolts. (Modified edition, Amendment No. 3). 1.2. The main parameters of the containers must correspond to those indicated in table. one.Table 1
|
Container type |
Size designation |
Gross weight, t |
Internal volume, m 3, not less |
|
|
Large-capacity |
||||
|
Medium-duty |
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|
Low-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 rolling stock. *** The increase in the gross weight of containers from 5 to 6 tons is carried out within the terms established by the regulatory documents of the transport ministries. | ||||
1АА GOST 18477-79 code 10 GOST 25290-82
The same, for an open large-tonnage container with a gross weight of 24 tons, a height of less than 2438 mm, with an opening in one end:
1СХ GOST 18477-79 code 50 GOST 25290-82
The same, for a medium-tonnage 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 gross weight of 5 tons, with a height of 2591 mm:
UKP-3 (5) GOST 18477-79
Automobile universal low-tonnage container with gross weight of 1.25 t:
AUK-1.25 GOST 18477-79.
The main external and internal dimensions of large-tonnage, medium-tonnage and low-tonnage containers must correspond to those indicated in the drawing. 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, removable awning or without them of standard sizes 1АА and 1СС codes 50-53 may be reduced by agreement between the manufacturer and the customer up to 2311 mm and sizes 1А, 1C and 1 D - up to 2158 mm with appropriate change in internal volume. 2. The height of open containers of standard sizes 1АХ, 1ВХ, 1СХ and 1 DX, taking into account the possibility of their two-tiered transportation by rail, should not exceed 1580 mm. Any large height up to 2438 mm must be consistent with the MPS. 3. The dimensions shown in table. 2 and its notes are valid at 20 ° C. | |||||||
2. DIMENSIONS OF DOOR OPENINGS AND BASIC CONTAINER CONSTRUCTION ELEMENTS
(Modified edition, Amendment No. 3). 2.1. The width and height of the end door opening of closed containers must be equal to the inner width and height of the container or have dimensions not less than those indicated in table. 3.Table 3
|
Designation |
Clear end door openings of containers, mm, not less |
|
| * End is considered a doorway located in one of the walls with the shortest length. ** For containers of standard sizes AUK-1.25 and AUK-0.625, side doors should be installed instead of end doors. | ||
Large containers
Note. Heck. 1-9 do not define the design of the container.
Medium-tonnage containers UUKP-5 (6), UUKP-5, UUK-5 (6) and UUK-5
Medium-capacity 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-duty containers UUK-5U, UUKP-3 (5), UUK-3 (5) and UUK-3
Medium-tonnage containers UUK-5U, UUKP-3 (5), UUK-3 (5) and UUK-3
Heck. 4 and 5. (Modified edition, Amendment No. 1, 3 ).
Low-tonnage containers AUK-1.25 and AUK-0.625
Table 4
|
Standard sizes of containers |
Dimensions, mm |
||||||
|
First pair of fork openings (for laden 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 - opening height in the light. | |||||||
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 (strip, edge); 2 - the shelf of the beam in the contact area with the gripper paw must be flat and horizontal and form a right angle with the safety strip; 3 - bottom surface of bottom corner fittings
(Modified edition, Rev. Number 3). Note. The dimensions and placement of the lifting devices at the base of containers of standard sizes 1 AX, 1CX, 1 D X are the same as for containers of standard sizes 1AA (1A), 1СС (1C) and 1 D, respectively.
1 - the 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 supporting surfaces of the groove can be solid with the minimum length given in table. 5, and have a cross-section shown in the drawing in bold lines or consist of separate areas that meet the requirements of GOST 20259-80.
Table 5
Dimensions mm
|
L |
B max |
B 1 |
B 2 |
H |
h |
c |
||
For the transportation of fruits and vegetables, isothermal containers are equipped with ventilation devices that provide 2 ÷ 4 air exchange per day. The ventilation openings of the container must be at least 254 mm in diameter and equipped with lids that can be closed from the outside.
© Isothermal uncooled (thermally insulated) container is designed for transportation over short distances and provides protection against minor and short temperature fluctuations
© For refrigerated containers, in some cases, a nitrogen cooling system is used. Thermally insulated vessels contain liquid nitrogen, the boiling point of which at atmospheric pressure equal to - 196 ° С. When the temperature of the air in the container rises to the set upper limit, the temperature switch opens the solenoid valve and the evaporating nitrogen cools the chamber.
Cooling with dry ice is sometimes used when transporting small refrigerated containers. This cooling method is the simplest, but not very economical.
© The most widely used for cooling in isothermal containers are refrigeration units that include a power drive. Power is supplied to the propulsion unit on a ship or terminal, and fuel is supplied when transported by land.
The compressor is switched on and off automatically by a temperature switch. The refrigeration unit of the container must be designed for continuous operation and have a capacity that ensures the maintenance of the minimum temperature inside the container at the maximum outside temperature during operation 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 one by ± 2 ° С. 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 are protected from freezing. Additionally, the unit is equipped with manual control, which is located in an easily accessible place.
3.6. Small and medium-sized containers
TO low-tonnage containers include containers with a gross weight of less than 2.5 tons and soft rubber-cord containers for bulk cargo processed in seaports, as well as special containers for concentrates of non-ferrous metal ores. Medium-tonnage containers include containers with a gross weight of over 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 routes.
Typical technological features of low-tonnage and medium-tonnage containers: variety of shapes
and dimensions, 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, conventional designations are adopted, consisting of letter indices and numerical 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 numbers behind the initial letter codes indicate the nominal gross mass of the containerization equipment, expressed in tonnes with an accuracy of 0.01 tonnes, rounded down. The letter indices behind the numbers indicate the area of \u200b\u200bapplication for the main cargo delivered (Y - universal; G - group; I - individual).
The numbers at the end of the designation indicate modifications to the design of the container or packaging device.
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 with a number separated by a dash; The nomenclature of industrial piece cargo is very diverse and includes materials produced and
consumed by metallurgy, mechanical engineering, construction industry and other industries. A significant share of piece cargo is made up of building bricks, refractory products, slate, medium and small-sized steel products, cold-rolled sheet steel and tinplate, 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 grooves for forks, and containers with a gross weight of 10 tons and above must have the same grooves, but at the request of the consumer. The durability of the containers allows them to be installed in four tiers
© Containers of the SK-1 type are designed for non-caking or weakly caking bulk cargoes that require protection from atmospheric precipitation. The constructive design of containers for transportation of both piece and bulk cargo without packaging is allowed. In containers of the SK-1 type, loading, unloading and inspection hatches with a cover and a seal are provided. Locking devices for containers must be of the pressure type. The containers can be equipped with pneumatic loading and unloading devices. 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 strongly caking and freezing bulk cargo, as well as for non-caking or weakly caking with a bulk density of more than 1.8 t / m3. They must be designed for transport in empty packages.
© Containers of the SK-3 type are intended for piece cargo, finished products of mechanical engineering and bulk cargo in containers.
© Containers of type SK-4 - for transportation of liquid and liquid cargo. Containers - cylindrical or mixed, closed, with hatches in the roof, bottom or side walls, with a parallelepiped frame.
© Containers type SK-5 are intended for foodstuffs requiring transportation and storage in thermoconstant conditions (meat, fish, vegetables, fruits, etc.). The containers are parallelepiped-shaped, closed and can be insulated and refrigerated.
Some group containers for the transportation of industrial goods, depending on their parameters, correspond to containers UUK, ID, IC, etc.
Specialized pyramidal 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; construction glass; bulk binders (cement, gypsum); goods packed in paper bags; roll roofing materials; overhead parts, materials and products for installation and decoration; thermal insulation materials; small-sized reinforced concrete products; metal products; blanks of sanitary systems, etc. A wide range of containers is also used for the delivery of relevant materials and products from enterprises of the building materials industry to central warehouses, warehouses of ancillary enterprises of construction organizations and picking bases, as well as from central warehouses and picking bases to construction sites with delivery to workplace (floor, floor).
3.7. Soft containers
Soft specialized containers made of various elastic materials are also intended for the transportation of bulk cargo. Soft containers are moisture-proof and can be transported in open rolling stock. Operating temperature from –60 to +60 ° C.
The container is a closed container, as a rule, of rectangular cross-section with right angles, with loading and unloading devices (hatches, sleeves, etc.) and bearing lugs. Containers are made of two types: P - with load elements in the form of bearing lugs (Fig. . 19, a); L - with load elements in the form of load 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 of materials of the following brands: RK-2 - two-layer viscose rubber-cord; RK-3 - three-layer viscose rubber-cord; RT-1V - rubber-fabric single-layer vis-
goat; RT-1K - single-layer nylon rubber-fabric; RT-1A - |
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rubber-fabric single-layer anide. Disposable containers |
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zations are made of the following materials: polyolefin |
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fabric laminated with film; nonwovens, laminated |
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n-polymer film or with polymer film liner. |
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These containers are designed for temporary storage and transport |
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porting bulk chemical materials that do not interact |
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modulation with the container material (mineral fertilizers, oxide |
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zinc, dry red lead, 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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Figure: 19. Constructive schemes of soft |
transportation of piece goods, as well as goods packed in po |
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polyethylene or paper bags. The bearing lugs of these containers |
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containers: a - with bearing lugs; |
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nerves are supplied |
metal rings. Containers MK-P (L) |
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b - with load belts 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 t |
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are designed for the transportation of bulk products.
© Container MKv-L is intended for transportation and short-term storage of fibrous materials, pre-pressed during container loading. It is a rectangular structure with a volume of 1.5 m3, a gross weight of 1 ton, with an opening cover. Cargo elements are made in the form of four cargo belts, located
wired on two sides and equipped with metal rings at the top and bottom. |
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© Container MKR-M (Fig. 20) is intended for transportation and short-term storage of raw |
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bunch of 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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the neck and ties it with a special knot. |
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© Soft containers include MP-4 flexible tanks, which are designed |
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for transportation of petroleum products on board vehicles at an outside 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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grooves 1.5 ÷ 1.9 mm Fill flexible tanks through the filling and drain fittings, assembled |
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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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Figure: 20. Container |
The service life of flexible 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 t have the following letter designations: |
2 - cargo element |
MK-L is a soft reusable container made of rubber-textile materials with |
load bearing elements in the form of belts; MKO-S is a soft reusable container made of non-woven and woven materials with load-bearing cargo
elements in the form of slings; MKR-S - a soft disposable container made of nonwoven and woven materials with supporting elements
in the form of slings; MKR-M - a soft disposable container made of polyethylene materials without load bearing
elements Ø Contaminated and soaked containers, with caked goods, should not be accepted for transportation.
having shipping documents and quality certificates, as well as having the following defects:
ü through punctures, cuts and seam divergences; ü blind cuts, abrasion and scuffing of the rubber coating with damage to the textile base; ü detachment of sealing elements; ü rupture of eyelets or stratification of load bearing elements;
ü with spots that differ in color from the rest of the surface, and with a cracked coating on them. The necks of the containers must be sealed.
3.8. Container labeling
All containers used as part of transport equipment must be marked. In international messages in accordance with the ISO standard (ISO), such containers must have a basic and additional
technical marking. |
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systematizing |
main |
markings |
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containers ISO has developed a standard |
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marking topic - code |
called "BIC- |
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code ". All the information you need to know about steam |
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meters of the container is applied to its side |
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walls, doors and roof in the form of marking |
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code (BIC-code). The structure of the BIC-code consists, |
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usually of two lines, although the form is |
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stance may be different. Places of application |
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BIC-codes are shown in Fig. 21. |
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Figure: 21. Marking of ISO containers, series I: 1 - code |
Ø The structure of the BIC-code 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 designation |
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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 of |
of four letters latin alphabet |
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(fig. 22, I), the last of which (fig. 22, 2) - the letter U means |
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sign of transport equipment called "Container of cargo |
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the call. " The first three letters (Fig. 22, 1) - respectively alphabetic |
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owner code officially included in the international register |
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Figure: 22. BIC-code |
container owners. |
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For example, all containers of the former USSR Ministry of Railways had a security code |
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businessman SZDU, now containers of Ukraine and Russia are marked with codes UZUU and RZDU.
Registration of container owners' codes is carried out by an official application of an authorized person, with appropriate payment for services, at the International Bureau for Containers (BUREAU INTERNATIONAL des CONTENEURS - BIC), located in Paris.
The International Bureau for Containers designates national registration organizations as its affiliates, following consultation with the national ISO representative. In addition to BIC, there are branches of the International Bureau of Containers.
The owner's code is followed by the six-digit serial number of the container (Fig. 22, II) (Fig. 22, 3). The seventh digit (Fig. 22, 4), the so-called check number, is used to check the correctness of the information about the owner's code and the serial number of the container. This number is calculated according to the established rule. If any letter or number from the code and the container number is distorted, the check number will not match. When marking, the reference number (Fig. 22, 4) is often framed.
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 the weight factor, which is
is a power of 2 from 0 to 9 (according to the number of characters in the owner's code and container number), that is, 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 up and divided by the module equal to 11; ü the remainder obtained as a result of division is a control number.
© The second line of the BIC-code also consists of two parts (Country code + ISO code) - alphabetic (Fig. 22, III) and digital (Fig. 22, IV). The alphabetic part contains two uppercase (in some cases, three) letters of the Latin alphabet (Fig. 22, 5), making up the code designation of the country of the container owner (encoded in the first line BIC-
code). The three letters of the country code have containers of release before 1984. In this case, the Latin letter "X" could be used as the third letter.
The identification of the country code designation is contained in the international standard ISO3166-88 "Codes for the representation of country names". In addition, each state also has three-digit digital codes that are not reflected on the container. In this case, the alpha-2 letter code is applied to the containers.
Numerical information of the second line of BIC-code consists of four digits (Fig. 22, IV) and contains designations of the size and type of container (two digits for each position).
© The first two numbers (fig. 22, 6) indicate the dimensions of the container, both in length and in height. The first is
available in lengths: 1-10 ft (2991 mm, IDX), 2-20 ft (6058 mm), 3-30 ft (9125 mm), 4-40 ft (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 numbers (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, the container is also applied: |
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ü on doors - maximum gross weight (MGW); |
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ü own weight (TARE) in kilograms (kg) and pounds (lb). |
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ü designation sign of a container with an openable lid (Fig. 23, 1); |
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ü warning sign about the danger of electric shock |
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efficiently from the power grid for containers equipped with |
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ladders (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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Figure: 23. Additional container marking |
ü plate on the admission of the container to operation according to the conditions |
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safety pits (Fig. 24, a); |
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ü plate on the admission of containers |
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nera for the carriage of goods under |
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customs seals and seals |
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bami (Fig. 24, b). |
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conformity |
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International |
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tions on safe containers |
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(KBK) 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 Amendments to the KBK, in 1981, |
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all containers |
must answer |
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meet the requirements of these conventions |
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Figure: 24. Safety plate and customs plate |
conventional |
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plaques |
(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; ü 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 imbalance test…. kg,…. pounds; ü end wall strength…. kg,…. pounds; ü side wall strength…. kg,…. pounds; ü dates of inspections.
Customs plate (Fig. 24, b) - a metal rectangular plate not less than 200x100 mm, containing inscriptions in English: approved for the carriage of goods under customs seals and seals (1); type (2); container serial number (3).
The period (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: lighter, wagons, cars.
Ø Trailers (trailers) - high or low frame trailed platforms with axles in front and rear, used
used for the transportation of goods |
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main roads (Fig. 25, 1). |
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© Trailers (semi-trailers) - you- |
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co-frame platforms with only back |
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nyu axle (s), with the support of the front part on the |
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practical device of the tractor, connected to it |
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Figure: 25. UGM on vehicles |
kingpin used for transportation |
cargo on the main roads (Fig. 25, 2). |
