Fleksible konteyner taşımacılığı
Flexible container transportation
- Tez No: 19293
- Danışmanlar: PROF.DR. TURHAN ARITAN
- Tez Türü: Yüksek Lisans
- Konular: Makine Mühendisliği, Mechanical Engineering
- Anahtar Kelimeler: Boyutlandırma, Fleksible konteyner, Konteyner, Üretim teknolojisi, Dimensioning, Flexible container, Container, Production technology
- Yıl: 1991
- Dil: Türkçe
- Üniversite: İstanbul Teknik Üniversitesi
- Enstitü: Fen Bilimleri Enstitüsü
- Ana Bilim Dalı: Belirtilmemiş.
- Bilim Dalı: Belirtilmemiş.
- Sayfa Sayısı: Belirtilmemiş.
Özet
ÖZET Bu çalışmada bir transport tekniği olan Fleksible konteynerler incelenmiştir. Birinci bölümde fleksible konteynerin ne olduğu ve sağladığı avantajlar üzerinde durulmuştur. İhinci bölümde fleksible konteynerlerin çeşitli di zaynları üzerinde durulup, sınırlamaları belirtilmişdir. üçüncü bölümde fleksible konteynerlerin test tekniği ve bir test stand' inin nasıl olabileceği üzerinde durul muştur, örnek bir test standi dizayn' ı yapılmıştır. Dördüncü ve son bölümde ise fleksible konteynerlerin imalat teknolojisinden genel bir şekilde bahsedilmiştir. iv
Özet (Çeviri)
SUMMARY FLEXIBLE CONTAINER TRANSPORTATION Containerisation is a system of transport whose scope and potential is first of all determined by the volume of trade. Trade has always been linked with transport. From its start some five thousand years ago-when sledges carried tools made of flint-till today, all transactions have involved transport. Trade means transport, As all commodities have to move in space and time, transportation is a universal cost input, perhaps the only one. Transport has an economic function and is not parasite. A transport system which is also capable of reducing interrral transport cost should be found. Palletisation may be the first answer. It goes without saying that the less effort used in transport thatmore possibilities remain for the creation of more and of another kin<j of“wealth of nations”. A reduction in expenditure on transport - itself on important part of the total distribution costs - should increase trade. A decline in transport costs relative to production costs logically widens the range of international commodity exchanges and pushes into international trade products which were previously excluded or were only traded over short dis" tances. Transport, up to now, has contributed to this economic progress-as it is a proven thesis that the part of its cost in the total expenditure necessary for the production and distribution of goods has continuously diminished. The market prices of most articles at destination, especially consumer goods, have profited from higher produc tivity in the factories and from this diminishing amount spent on transportation under way. The reason why these prices have not.....decreased accordingly is to be found is steadily increasing distribution costs, those of transport excluded. This is characteristic of developed countries. viThe commercial techniques have not kept pace with those of production and transport. The economic viability of containerisation-the unbroken through-movement of freight, linking previously- divi'üed components in the chain of transport-can be proved only if this modern development contributes to the historic trend of the decreasing costs of transport. On 14 December 1956, the UNO Economic Commission for europe defined a container as a transport device with characteristics which the technical comittee 104 of the ISO (International Standart Onganisation) later formulated. After discussions discussions between the representatives of fifteen countries and three international bodies, the following definition resulted. A freight container is an article of transport equip ment: a- Of a permanent character and accordingly strong enough to be suitable for repeated use; b- Specially designed to facili tate the carriage of goods, by one or more modes of transport, without intermediate reloading; c- Fitted with devices permitting its ready handling, particularly its transfer from one mode of transport to another; d- So designed as to be easy to fill and empty; 3 3 e- Having an internal volume of 1 m (35.3ft ) or more The' term freight container includes neither vehicles nor conventional packing. Let us realize now the flexible containers; During the last twenty years use of flexible intermadiate bulk containers increased considerably, especially in industrialized countries. The main reasons for this development are to be found in the simple filling procedure, transport, storage and discharging in compraison with small bags other receivers and silos and silos and silos, the basic material of conta iners designed with a safety factor, the importance of ??-. vııcontainers is emphasized by the that in europe each of the important manuf actureres produces some millions of flexible containers. In additions there are several smaller socie ties specialized in the production of tailor-made containers The market development is essentially based on the more and more intensified mechanization. A further aspect drawing the attention to the use of flexible bulk containers is the multicolor desing, i.e. The flexible containers can be printed on both sides. Also the transport loops can be manufactured in different colors. This production variety offers the customers the possibilty of design of their conteiners. Generally the ihtermediate flexible bulk containers is a conventional means of packing which can be trans formed into an induvidual one by changing its design. It can be listed the advantages of flexible intermediate bulk containers. A- Low cost of packing with regard to the filling capacity. B- Quick filling and discharching. Ç- Due to their transport system the containers can be easily handled and the loading and unloading time are considera! bly reduced. D- Low weigth of packing for transport with a mini mum material requirements of polypropylene a high strentgh is achieved, which in addition' includes a 5 to 10 fold safety factor, i.e. The containers are suitable for 5 to 10-Fold nominal load. They are also tested for this value. E- In discharged condition transport of the containers is very space-Saving. F- Especially the single trip containers ensure their profitability due to the low material requirement as well as production cost and therefore justify the single-Trip use. G- Flexible bulk containers can be used for final and intermadiate stroge even in the open air. H- In addation storage is rather easy. As they can vmbe put one above the other thus ensuring a low space requir ment. Pallets are not necessary, therefore strogeand trans port costs are remarkably reduced. I- Flexible bulk containers have good chemical and organical resistance due to the use of polymeric synthetic resins. J- The flexible bulk container is an ecological product because it can be recycled. The basic characteristics of the container are that it is manufactured of flexible material and that it can be used as single or multi trip packing which may be provided with inletoutlet spout. These containers are available with one or multipoint suspensions and depending on require ments they can be protected against humidity. For obtaining the various qualities different designs types are available. The four-point suspension on single or multi-trip containers. They are produced out of heavy fabric from 180 GR/M2 to 300 GR/M2. The capacity ranges from 1 ton upward. They are provided with af f our point suspension i.e. Four transport loops are sewn onto body. Frequently the,'y are provided with inlet/outlet spouts. Their main applica tion is for bulk material. The safety factor is between! : 5 and 1: 10 For waterproof design; Innerliner inside of the con tainer this means that a polyethylene film is inserted in the container. Extrusion coating with polypropylene. During this process the melt material is applied onto the fabric as a£hin film. Film laminated onto the fabric: This means that a film is backed onto the fabric. Typical flexible bulk containers capasities. Nominal load (SWL) 1000 KGS Safety factor (SF) 5.1 Tensile strength at breaking 5000 KGS Nominal laod (SW) 1250 KGS Safety factor (SF) 5:1 Tensile strength at breaking 7500 KGS Nominal load (SWL) 2000 KGS Safety factor (SF) 5:1 Tensile strength at breaking 10000 KGS IXThe mean.ing of swl is the safety working load. Usually the safety of four point containers is 5:1 For special applications sf can be increased up to 10: 1 The production process can be considered like follo wing the basic process is the extrusion of the tapes during which the raw material in cold condition is heated up to the melt point and the melt is transported by the screw to T-die. Subsequently the flat film coming from the die is cooled in a water bath. Then the film reaches the slitting bar which cu t it in to strips of the width required. The tapes from the first godet unit th rough the hot air oven to the second godet unit. After the streching process the tapes can be additionally wound up by precesion winders. A good package quality is of high importance for further processing on looms. The other steps of production has very big similarity with conven tional steps of weaving and corsion, finishing. For a conclusions it is better to talk about raw material and the additives. The main material used for tapes is pp (Polyproplene) Hdpe (Hing density polyethylene), lldpe (Linear low density polyethylene). As additives can be used Uv-Stabilizers, Pigments, masterbatch (e.g. CaC03). With an extrusion coating line polypropylene. Polyethlene is laminated onto the cloth. The inner Liner (Internal film) consist of ldpe or lldpe.. The sewing tewine is mainly produced of polyropylene or polyes ter. The printing inks can be used for all polyolefine materials.. They are produced on base of propylal cohol or water (Water soluble) Ropes required for containers are mainlyproduced of polypropylene. Transport loops are woven of polypropylene or polyester.
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