Certification of Cargo Containers
Rules for Certification of Cargo Containers
Rules for
Certification of
Cargo Containers
.
Rules for
Certification of
Cargo Containers
1998
American Bureau of Shipping
Incorporated by Act of the Legislature of the State of New York 1862
Copyright © 1998
American Bureau of Shipping
Two World Trade Center, 106th Floor
New York, NY
10048 USA
.
Foreword
The American Bureau of Shipping, with
the aid of industry, published the first edition of these Rules as a Guide in
1968. Since that time, the Rules have reflected changes in the industry brought
about by development of standards, international regulations and requests from
the intermodal container industry. These changes are evident by the inclusion
of programs for the certification of both corner fittings and container repair
facilities in the fourth edition, published in 1983.
In this fifth
edition, the Bureau will again provide industry with an ever broadening scope
of services. In response to requests, requirements for the newest program, the
Certification of Marine Container Chassis, are included. Additionally, the
International Maritime Organization’s requirements concerning cryogenic tank
containers are included in Section 9.
On 21 May 1985,
the ABS Special Committee on Cargo Containers met and adopted the Rules
contained herein.
On 6 November 1997, the ABS Special
Committee on Cargo Containers met and adopted updates/revisions to the subject
Rules. The intent of the proposed changes to the 1987 edition of the ABS “Rules
for Certification of Cargo Containers” was to bring the existing Rules in line
with present design practice. The updated proposals incorporated primarily the
latest changes to IACS Unified Requirements and ISO requirements.
The effective date of the Rule changes is 13 May 1998 in
line with other 1998 ABS Rules.
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Contents
Rules for Certification of Cargo Containers
SECTION
1 Conditions of
Certification........................................................................................................... 1 2 Design
Review............................................................................................................................... 5 3 Materials and
Fabrication............................................................................................................. 7 4 Quality
Assurance.........................................................................................................................11
5 Definitions.....................................................................................................................................13
6 Design
Considerations ..................................................................................................................15
7 Testing............................................................................................................................................33
8 Marking..........................................................................................................................................37
9 Tank
Containers............................................................................................................................43
10
Thermal Cargo
Containers...........................................................................................................49
11
Container
Surveys.........................................................................................................................55
12
Certification of Container Repair
Facilities................................................................................57
13
Certification of Container Refrigeration
Machinery...................................................................59
14
Certification of Carbon Steel Container Corner
Castings..........................................................63 15 Certification
of Container Chassis...............................................................................................65
Appendices
Section 8
Appendix A Approval plates required for
containers certified in accordance with the International Convention for Safe
Containers (CSC) and the International Convention for the Transport of Containers
under Customs Seal (TIR).
Section 15
Appendix B Association of American
Railroads Container Chassis for TOFC Service Standard Specification M-943-80.
Appendix C
International Road Federation Limits of Motor Vehicle Sizes and Weights.
Section 1 Appendix
D International Convention for Safe
Containers (CSC).
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Section
1 Conditions of Certification
1.1 Certification
The Certification process consists of
a) the development of Rules, Guides, standards and other criteria for the
design and construction of containers, for materials and equipment, b) the
review of design and survey during and after construction to verify compliance
with such Rules, Guides, standards or other criteria and c) the issuance of
certificates when such compliance has been verified.
The Rules, Guides and standards are
developed by Bureau staff and passed upon by committees made up of container
manufacturers, naval architects, marine engineers, shipbuilders, engine
builders, steel makers and by other technical, operating and scientific
personnel associated with the worldwide maritime and container industry.
Theoretical research and development, established engineering disciplines, as
well as satisfactory service experience are utilized in their development and
promulgation. The Bureau and its committees can act only upon such theoretical
and practical considerations in developing Rules, Guides and standards.
1.3 Certificates
and Reports
Plan review and surveys during and after construction are
conducted by the Bureau to verify to itself and its committees that a container
is in compliance with the Rules, Guides, standards or other criteria of the
Bureau and to the satisfaction of the attending Surveyor. All reports and
certificates are issued solely for the use of the Bureau, its committees, its
clients and other authorized entities.
1.5 Approval of the Prototype Container
Certification will be based primarily upon the container
meeting the design considerations in Section 6, the performance tests in
Section 7 for all containers, and additional design considerations and tests in
Sections 9 and 10 for tank containers and thermal containers. When a prototype
container meets the requirements of the Rules and has passed the required tests
the Prototype Test Certificate will be issued.
1.7 Certification
of Production
Certification of the production units will be based upon the satisfactory
conclusion of container plan review, prototype approval, the production tests
required by Section 7, the acceptance of the manufacturer’s quality control
procedures and the survey of each container. Additional tests are required for
tank containers and for thermal containers as set forth in Sections 9 and 10.
The production units, when considered acceptable to the Bureau, will be
certified and a Container Production Certificate issued.
When a container is accepted for general
service a decal, as shown in Figure 1.1, signifying that the container is in
compliance with the Rules, is to be affixed to the container. When a container
is accepted for special service under 1.17.2, a decal as shown in Figure 1.2
signifying that the container meets the requirements for its intended service
is to be affixed to the container.
1.9 Optional
Inspection
When requested by an Owner the Bureau may also inspect
containers in accordance with Owner specifications in addition to the
inspection required by the Rules for certification.
1.11 Representations
as to Certification
Certification is a representation by
the Bureau as to the structural fitness for a particular use or service in
accordance with its Rules, Guides and standards. The Rules of the American
Bureau of Shipping are not meant as a substitute for the independent judgment
of professional designers, naval architects and marine engineers nor as a
substitute for the quality control procedures of shipbuilders, container
manufacturers, steel makers, suppliers, manufacturers and sellers of marine
materials, machinery or equipment. The Bureau, being a technical society can
only act through Surveyors or others who are believed by it to be skilled and
competent.
The Bureau represents solely to the
container manufacturer, container Owner or client of the Bureau that when
certifying it will use due diligence in the development of Rules, Guides and
standards and in using normally applied testing standards, procedures and
techniques as called for by the Rules, Guides, standards and other criteria of
the Bureau. The Bureau further represents to the container manufacturer,
container Owner or other client of the Bureau that its certificates and reports
evidence compliance only with one or more of the Rules, Guides, standards or
other criteria of the Bureau in accordance with the terms of such certificate
or report. Under no circumstances whatsoever are these representations to be
deemed to relate to any third party.
1.13 Responsibility
and Liability
Nothing contained in any certificate or report is to be
deemed to relieve any designer, builder, Owner, manufacturer, seller, supplier,
repairer, operator, other entity or person of any warranty express or implied.
Any certificate or report evidences compliance only with one or more of the
Rules, Guides, standards, or other criteria of the American Bureau of Shipping
and is issued solely for the use of the Bureau, its committees, its clients, or
other authorized entities. Nothing contained in any certificate, report, plan
or document review or approval is to be deemed in any way a representation or
statement beyond those contained in the paragraphs entitled, “Representations
as to Certification.” The validity, applicability and interpretation of any
certificate, report, plan or document review are governed by the Rules, Guides,
and standards of the American Bureau of Shipping who shall remain the sole
judge thereof.
1.15 Authorization
The Committee of the American Bureau of Shipping has
authorized the Surveyors to the Bureau to carry out the necessary surveys, when
requested to do so by the owners or builders of cargo containers, to insure
compliance with the following requirements and to certify compliance.
1.17 Scope
1.17.1 General Service
These Rules are intended to apply to new cargo containers
which are:
Of a permanent
character and accordingly strong enough to remain serviceable for a reasonable
period after repeated use.
Specially
designed to facilitate the carriage of goods, by one or more modes of
transport, without intermediate reloading.
Fitted with devices permitting their
ready handling, particularly their transfer from one mode of transport to
another.
Containers which do not meet the criteria stated herein will
be specially considered.
1.17.2 Special Service
The Bureau is prepared to consider special modified
requirements applicable to cargo containers where it can be shown that the
special requirements are consistent with the intended service conditions. In
such case a prototype is to meet performance tests based on intended service.
1.19 Containers Not Built Under Surveillance
Individual existing containers, or sample units from an
existing container series, which have not been built to the requirements of
these Rules, but which are submitted for certification, are to be subjected to
testing in accordance with the requirements of these Rules. Where found
satisfactory, they will be certified accordingly.
1.21 Approval
of Modified Containers
The owner of a container which has been approved in
accordance with the requirements of the CSC and has been modified in a manner
resulting in structural changes is to notify the Bureau of those changes. The
Bureau may require retesting of the modified container as appropriate prior to
recertification.
1.23 Loading,
Handling, and Securing
These Rules are published on the understanding that
responsibility for securing containers, for control of stacking loads, and for
reasonable handling and loading, as well as for avoidance of distributions of
weight which are likely to set up abnormally severe stresses in containers,
does not rest upon the Committee, or the Bureau.
1.25 Governmental and
Regulatory Agency Requirements
When authorized by an Administration
signatory to international conventions, and upon request, the certification
procedure may be extended and containers surveyed for compliance with the
provisions of the conventions, and certified thereto in the manner prescribed.
The International Convention for Safe
Containers (CSC) is an international agreement to which ABS is authorized to
certify containers. As an assist to the reader, the convention is reproduced in
Appendix F.
1.27 Disagreement
and Interpretation
Disagreement regarding the interpretation of the Rules, is
to be referred to the Bureau for resolution. In case of disagreement between
the Owners or builders and the Surveyors to the Bureau regarding the material,
workmanship, extent of repairs, or application of these Rules relating to any
container certified or proposed to be certified by this Bureau, an appeal may
be made in writing to the Committee, who will order a special survey to be
held. Should the opinion of the Surveyor be confirmed, the expense of this
special survey is to be paid by the party appealing.
be affixed to each
Bureau-approved cargo container that meets the requirements of its intended
service.
.
Design
Review Section
2
Section
2 Design Review
2.1 Application
for Certification
The application for the
certification of containers is to include a statement that the containers will
be built in conformance to these Rules; that they will be manufactured under a
quality control program acceptable to the Bureau; that they will be available
for inspection during manufacture and testing and that they will be tested in
accordance with prescribed procedures. The application is also to affirm that
changes in design, materials, or fabrication methods will not be made without
written approval.
Each application is to be
accompanied by plans and data of the container to be certified. The plans are
to delineate the arrangements and structural details of the containers as they
are to be built. In addition to the plans a test agenda is to be submitted
which details the actual load values and identifies the load medium to be used
during the testing of the prototype.
2.3 New
Design Series
For the application of each design series to be
certified, plans and data including at least the following are to be submitted:
ABS Application form—one copy*
ABS Container data form—one copy*
ABS Data Form
Supplement for Thermal Containers [if applicable]—one copy*
ABS Data Form Supplement for Tank Containers [if
applicable]—one copy* ABS Material identification form—four copies* Following
drawings—four copies each:
General arrangement
Sub-assemblies
Detail of components
Markings, including data plates
Prototype test agenda—one copy
Quality control procedures—one-time
requirement for each manufacturing facility.
*To assist clients in providing the
information necessary for the certification of the container the Bureau has
printed application forms, available upon request.
2.5 Approved
Design Series
For the application of additional units to be certified to
an approved design series, the submittal is to include at least the following:
ABS Container Data form—one copy*
ABS Data Form
Supplement for Thermal Containers [if applicable]—one copy*
ABS Data Form
Supplement for Tank Containers [if applicable]—one copy*
Marking drawing—if owner has
changed—four copies
2.7 Changes
When changes are being made to an application or to an
approved design series, the submittal is to include at least the following:
ABS Container Data form—one copy*
ABS Data Form
Supplement for Thermal Containers [if applicable]—one copy*
ABS Data Form Supplement
for Tank Containers [if applicable]—one copy*
ABS Material Identification form—one copy*
Design comparison table
Marking
drawing—if owner has changed—four copies
General assembly,
subassembly and detail drawings as appropriate showing any revision from
original design—four copies
All changes will be reviewed and if the
modifications are deemed significant retesting of those parts of the container
affected by the modification may be required.
2.9 Certification to Other Requirements
When the application includes a request for certification to
governmental requirements, international conventions, or other standards, the
submittal is to include the necessary information required for the reviews.
Design
Review Section
2
.
Section
3 Materials and Fabrication
3.1 Material
Standards
Except where specifically approved, all structural materials
are to conform to an established specification or recognized national standard.
In the selection of materials due regard is to be given to established
practices in the country in which the material is produced and the purpose for
which the material is intended, the expected service, and the nature of
construction of the container.
3.3 Welders
The Surveyor is to be satisfied that the welders are
proficient in the type of work that they are called upon to do either through
requiring any or all of the tests outlined in the following paragraphs or
through due consideration of the system, training apprenticeship, plant
testing, inspection, etc.
3.5 Qualification
The tests, if required for
qualification in the various positions for different materials and thicknesses,
are given in Figures 3.1 through 3.4. Test positions are flat (F), horizontal
(H), vertical (V), and overhead (OH). Testing in V and OH qualifies the welder
for all positions.
Alternatively, upon the request of the
employer, the welder may be qualified by use of radiography tests except for
gas metal arc welding with the shortcircuit transfer technique, for which the
tests shown in Figures 3.1 through 3.4 are required.
FIGURE 3.1 Square Groove Butt Joint
Material: |
6.0 mm (¼ in.) Sheet to
Casting |
Test Position: |
F H V OH |
Qualifies for: |
F F, H F, H, V F,
H, OH |
Specimen: The
plate is to be 150 mm (6 in.) x 150 mm (6 in.). The weld is to be a minimum of
150 mm (6 in.) in length and is to be welded from one side only. The root gap
is to be 2.0 mm (5/64 in.).
Test:
The corner casting is to be secured and the sheet is to be bent 180º towards
the corner fitting. The axis of the bend is to be parallel to the axis of the
weld. Criterion: A weld will be
considered satisfactory if:
a. No
cracks are evident after bending.
b. Due
to the severity of the test, cracks do occur; but the fractured face shows no
evidence of defects, and the throat is equal to or greater than the thickness
of the sheet steel. Breaks in the base metal shall not be cause for weld
rejection.
FIGURE 3.2 T-Joint Fillet Weld
Material: |
3.0 (Z,
in.) Sheet to Casting and 6.0 (Zv in.) Sheet to Casting |
|
Test Position: |
F H V |
OH |
Qualifies for: |
F F, H F, H, V |
F, H, OH |
Specimens:
The plates are to be 150 mm (6 in.) x 150 mm (6 in.). The welds are to be a
minimum of 150 mm (6 in.) in length. The throat size of the fillet weld is to
be equal to the thickness of the thinner material.
Test: The corner
fitting is to be secured and the sheet is to be bent back and forth until
failure.
Criterion: A weld
will be considered satisfactory if the fracture surface shows complete fusion
at the faying surface.
FIGURE 3.3
Square Groove Butt Joint
Material: 1.2 mm (.048 in.) to
1.2 mm (.048 in.) sheet
Test Position: F H V OH
Qualifies for: F F, H F, H, V F,
H, OH
Specimen: The
plates are to be 150 mm (6 in.) x 150 mm (6 in.). The weld is to be a minimum
of 150 mm (6 in.) in length. The root gap is to be 1.0 mm (C
v in.).
Test: One sheet is
to be secured and the other is to be bent 180º back towards the held end. The
axis of the bend is to be parallel to the axis of the weld.
Criterion: A weld
will be considered satisfactory if:
a. No
cracks are evident after bending.
b. Due
to the severity of the test, cracks do occur; but the fractured face shows no
evidence of defects, and the throat is equal to or greater than the thickness
of the sheet steel. Breaks in the base metal shall not be cause for weld
rejection.
FIGURE 3.4 Lap Joint Fillet Weld
Material: |
1.2 mm (.048 in.) to 1.2 mm
(.048 in.) Sheet and 2.0 mm (.080 in.) to 4.0 mm
(.157 in.) Sheet |
Test Position: |
F H V OH |
Qualifies for: |
F F, H F, H, V F,
H, OH |
Specimen: The top
plates are to be 150 mm (6 in.) x 150 mm (6 in.). The bottom plates are to be a
minimum of 200 mm (8 in.) x 200 mm (8 in.) The welds are to be a minimum of 150
mm (6 in.) in length. The throat of the fillet weld is to be equal to the
thickness of the thinner material.
Test: A cold
chisel is to be wedged between the two sheets until failure.
Criterion: A weld
will be considered satisfactory if the fracture surface shows complete fusion
at the faying surface.
Quality Control Section
4
Section
4 Quality Control
4.1 Quality
Control Manual
The principal manufacturers engaged in the production of
containers are to submit a quality control manual which gives in detail those
inspections and controls which are to be followed to assure that the quality of
the production units are comparable to that of the prototype. The quality
control manual is to contain the information listed in 4.1.1 through 4.1.5.
This manual is to be initially submitted to ABS for review in order that
compliance may be verified with this section of the Rules. Subsequent to a
satisfactory review by ABS, the manufacturing facility is subject to an audit
by the attending Surveyor to confirm compliance with the quality control
procedures outlined in the submitted manual. All changes or revisions to the
manual including any quality control procedures are to be submitted to the
Bureau for review.
4.1.1 Description of Organization A
description of the manufacturers organization consisting of management,
purchasing, production, and quality control functions is to be shown in the
manual. Evidence to support adequate manning levels of inspection at the
various manufacturing stages is to be provided by the manufacturer.
4.1.1.1 The line of responsibility for the
quality control function is to be independent from the production function.
4.1.1.2 The quality control function is to be
shown to be adequately staffed in order to maintain control of the purchased
materials, manufacturing processes, testing as applicable, and final acceptance
of the finished container.
4.1.1.3 Arrangements for introducing approved
design and production changes to ensure that they are acted upon at the
appropriate production stage are to be addressed in the manufacturer’s manual
or procedures.
4.1.1.4 The manual or procedures is to address
the manufacturer’s system of performing internal audits and corrective actions.
4.1.1.5 It is to be shown in the manual or procedures
that compliance with these Rules is evidenced during the ABS review process and
demonstrated to the attending Surveyor during periodic audits of the
manufacturer.
4.1.2 Material
Identification Methods are to be established and covered in the manual or
procedures to control and identify all material, including methods for welding
electrode identification. Structural material identification arrangements such
as mill test reports (MTR’s), material purchase orders, etc. are to be
sufficient to enable the MTR to be traceable to the material.
4.1.2.1 Arrangements to ensure that supplies and
services from a sub-supplier meet with the design requirements are to be
addressed in the manual or procedures.
4.1.2.2 Identifiable test data for materials and
components is to be made available for the attending Surveyor.
4.1.2.3 Arrangements are to be made by the
manufacturer to demonstrate proper storage of stock materials and spare parts
which is consistent with good industry practice.
4.1.3 Workmanship Quality
Methods are to be established to assure workmanship of
consistently acceptable quality. Jigs or fixtures suitable for maintaining
dimensional accuracy during repeated use are to be provided at the mainframe
assembly points or locations. The manual or procedures are to address that the
jigs or fixtures are periodically verified by the manufacturer’s quality
control function.
4.1.4 Control Records
The procedures for maintaining records are to be adequate to
assure the proper identification of material and satisfactory checks on
workmanship.
4.1.4.1 A system of documentation at the stages
of manufacturing containers is to be covered in the manufacturer’s manual or
procedures. The system employed is to be demonstrated to the attending
Surveyor. This system may be comprised of traveler forms, inspection checklists
or procedures evidencing inspections being performed at the various stages of
manufacturing.
4.1.4.2 The records of inspection, tests, and
results of examinations and corrections are to be complete and reliable for
each container. The record of inspection is to contain the manufacturer’s
identification numbers, dates of delivery and names and addresses of
purchasers.
Quality
Control Section
4 |
4.1.5 Fabrication
Quality Control Methods The weld procedures and inspection techniques
employed in the fabrication of containers are to be to the satisfaction of the
attending Surveyor. Special attention is to be given to the methods for proving
the adequacy of the corner fittings, and their attachment to the main
structural members. The quality of corner fittings may be verified by
certification in accordance with Section 14. In any circumstance, copies of the
certified MTR’s for the corner fittings are to be made available to the
attending Surveyor.
4.1.5.1 All stages of the container
manufacturing as shown above together with the final dimensional examinations
necessary are to be under the responsibility of the quality control function.
4.1.5.2 The rejection procedure and rejected
component identification arrangements are to be clearly defined by the
manufacturer.
4.1.5.3 All welding to be performed in the
fabrication of the container or its subassemblies is to be carried out by
qualified personnel in the positions for which they are qualified to weld.
4.2 Quality
Control Surveillance
The manufacturer’s production facilities and quality control
methods are to be available for audit by the Surveyor during his periodic
visits. When, in the judgment of the Surveyor, unacceptable workmanship, faulty
material, or inadequate quality control procedures are evident, certification
may be suspended pending corrective action to the Surveyor’s satisfaction.
4.2.1 All weld
procedure specifications (WPS), procedure qualification records (PQR), and
welder’s performance qualification records are to be in accordance with
recognized standards and are to be reviewed to the satisfaction of the
attending Surveyor.
4.2.2 All
nondestructive examinations performed by the manufacturer are to be
accomplished by personnel qualified to conduct such inspections in accordance
with recognized standards. Where nondestructive examinations are performed, it
is to be demonstrated that such testing is properly recorded by the
manufacturer and found to be to the satisfaction of the attending Surveyor.
4.3 Factory
Approval Certificate
Manufacturing and testing facilities for proving prototype
and production containers are to be approved by ABS. The scope of the approval
process will include that the following steps be completed:
4.3.1 The
manufacturer is to submit a written application for ABS Factory Approval.
4.3.2 The
manufacturer is to submit three (3) copies of their quality control manual and
applicable procedures as listed in these Rules. Supplemental information in the
way of company brochures, profile, description of facilities, equipment,
storage, process flow diagrams, etc. may be provided for reference purposes.
4.3.2.1 A review letter is issued to the manufacturer
describing the evaluation of all elements of the manufacturer’s system
governing the control and quality of the product.
4.3.3 An audit of
the manufacturer’s facility is performed after issuance of the ABS review
letter to the manufacturer. This audit is performed by an ABS Surveyor working
in close cooperation with the manufacturer’s representative, to confirm
implementation of the quality control system.
4.3.4 The
approval of the manufacturer’s facility is contingent upon successful
completion of the review process in such a manner that there are no outstanding
comments and upon successful completion of the initial audit by an attending
Surveyor.
4.3.5 The
validity of the Factory Approval Certificate is subject to the continued
maintenance of conditions under which the approval was granted by ABS. Periodic
audits of the manufacturer are to be performed on an annual basis.
Definitions Section
5 |
Section
5 Definitions
5.1 General
The following definitions for symbols and terms are used
throughout these Rules.
5.3 Maximum
Gross Weight (R)*
R or rating is the
maximum allowable combined mass of the container and its cargo to which the
container is tested and is expressed in kilograms and pounds.
5.5 Design
Gross Weight
The design gross weight is the weight rating on which the
structural design of the container is based, and is to be equal to or greater
than the maximum gross weight.
5.7 Tare (T)
T or tare is the mass of the empty
container, including its normal complement of fittings, equipment and devices
and is expressed in kilograms and pounds.
5.9 Payload
(P)
P or payload is the difference between R and T and is expressed in kilograms and pounds.
5.11 Design
Load
The design load is the minimum statically applied load which
the container is to be designed to withstand.
5.13 Design
Load Factor
The design load factor is a factor which takes into account,
insofar as practicable, the static and dynamic loads and other applicable
considerations.
5.15 Reference
Mass
The reference mass is that mass which is to be multiplied by
the design load factor to obtain the design load.
*When Assembly Resolution A.737(18) of the
International Convention for Safe Containers (CSC) comes into force the term “maximum gross weight” will become “maximum operating gross mass.” The CSC
and Resolution A.737(18) have been reproduced in Annex D.
5.17 Floor
Load
The floor load is the combined static and dynamic load
imposed on the floor by the cargo and by the wheels of handling equipment.
5.19 End
Load
The end load is the combined static and dynamic load imposed
by the cargo on the container walls or doors, or both, which are perpendicular
to the longitudinal axis of the container.
5.21 Side
Load
The side load is the combined static and dynamic load
imposed by the cargo on the container walls or doors, or both, which are
perpendicular to the transverse axis of the container.
5.23 Roof
Load
The roof load is the combined static and dynamic load
imposed on the roof of a container.
5.25 Specified
Dimensions
The specified dimensions of the length, width, and height of
a container are the maximum allowable outside dimensions.
5.27 Prototype
A prototype is a representative unit of a series of
identical containers built under conditions which duplicate, insofar as is
practicable, the conditions under which all of the containers in the series are
to be fitted.
5.29 Production
Units
Production units are identical containers built under
conditions which duplicate, insofar as is practicable, the conditions under
which the prototype was built.
5.31 Corner
Fitting
A corner fitting is a fixture consisting of standard
apertures and faces which provide a common interface for handling and securing
containers.
Certification of Cargo Containers 13 ABS®
Definitions Section
5
.
Certification of Cargo Containers 14 ABS®
Section
6 Design Considerations
6.1 General
Specifications
Construction is to be structurally sound and when
appropriate, weathertight. All fittings and appurtenances are to be within the
maximum outside dimensions of the container. The main frame, corner structures,
sides, and ends are to have sufficient structural strength to remain
serviceable and withstand, without significant permanent deformation, the
static and dynamic loads imposed by lifting the container by top or bottom
corner fittings, the stacking loads, and the impact and racking loads
encountered in normal service. The floor structure is to be strong enough to
support the payload under dynamic loading conditions encountered in normal
service and concentrated fork-lift truck axle loads. The specific design
loading requirements are to be not less than those given in 6.11. The
manufacturer is responsible for designing the container with sufficient
strength to withstand the design loads, and is to include factors of safety
allowing for fatigue, normal wear and tear, manufacturing fabrication
techniques, and material properties.
6.3 Service
Conditions
6.3.1 General
Containers used in multimodal transport should be
serviceable under normal operation in weather conditions ranging from tropical
to arctic zones. Each transport mode has its own operating load requirements
which can be expressed as accelerations in the vertical, transverse or
longitudinal direction.
6.3.2 Marine
Containers operating in the marine
mode are often stowed in vertical stacks within the cells in a ship’s hold.
When stowed in this manner, containers will be restrained at the end frames
against longitudinal and transverse movement by the cell structure. The
reactions of the entire stack of containers are taken through the four bottom
corner fittings of the lowest container. Containers may also be stowed on deck
or in a hold restrained by lashings, deck fittings, or both. Containers are
normally stowed with the longitudinal axis of the container parallel to that of
the ship.
It is assumed that the combined effect of
a vessel’s motions and gravity results in an equivalent 1.8 times gravity for
vertical acceleration, an equivalent 0.6 times gravity for transverse
acceleration, and an equivalent 0.4 times gravity for longitudinal
acceleration, acting individually.
6.3.3 Highway
Containers operating in the highway
mode are carried by container chassis which provide support and restraint
through the bottom corner fittings, the base structure, or through a
combination of the two.
It is assumed that the combined effect of
a vehicle’s motions resulting from road conditions, curves, braking, and
gravity results in an equivalent 1.7 times gravity downward for vertical acceleration,
an equivalent 0.5 times gravity upward for vertical acceleration, an equivalent
0.2 times gravity for transverse acceleration, and an equivalent 0.7 times
gravity for longitudinal acceleration.
6.3.4 Rail
Containers operating in the rail mode are
carried by railcars in two primary systems: container on a flat car (COFC) in
which the container is supported and restrained through the bottom corner
fittings; and trailer on a flat car (TOFC) in which the container and its
chassis are carried as a single unit on the railcar.
It is assumed that the combined effect of
a railcar’s motions resulting from the ride characteristics of the railcar,
switching operations, and gravity results in an equivalent 1.7 times gravity
downward for vertical acceleration, and equivalent 0.3 times gravity for
transverse acceleration, and an equivalent 2.0 times gravity for longitudinal
acceleration.
6.3.5 Terminal
Handling
Handling equipment will subject the container to certain
forces that must be considered when designing a container. The lowering of
containers onto supports produces a dynamic load. It is assumed that the
combined effect of this dynamic load and gravity results in an equivalent 2.0
times gravity downward for vertical acceleration.
6.5 Dimensional
Tolerances
6.5.1 Overall Dimensions
The overall dimensions of the container may vary from the
specified dimensions within the tolerances shown in Figure 6.1. Tolerances for
intermediate specified dimensions may be obtained by interpolation.
6.5.2 Corner Fitting Location Tolerances The
tolerances for the distance between the centers of apertures of corner fittings
for the length, width, and height are to be equal to the tolerances of the
overall dimensions of the length, width, and height.
6.5.3 Diagonal Tolerances
The value of diagonal tolerances K1 and K2 are not to exceed
those given in Figure 6.1.
6.5.4 Measurement Criteria
The dimensions and tolerances apply when measured at a
temperature of 20°C
(68°F).
Measurements taken at temperatures appreciably different are to be adjusted
accordingly.
6.7 Design
Features
6.7.1 Corner Design
A container is to have four top and four bottom corner
fittings, oriented to define the corners of a hypothetical rectangular box.
Figure 6.7 illustrates the recommended dimensions and tolerances of corner
fittings. The dimensions of the corner fittings in Figure 6.7 are the same as
those specified in International Organization for Standardization (ISO)
Standard 1161 Series 1 freight containers—Corner Fittings—Specifications. The
corner fittings are to meet the strength requirements imposed on the containers
by handling methods described in Section 6, but are to be not less than the
strength requirements specified by ISO Standard 1161. Although Figure 6.7
illustrates corner fittings as separate elements of construction which must be
attached to corner posts to form the corner structures of a container, the
figures and references to “corner fittings” in the text do not preclude the use
of corner structures having the necessary apertures as an integral feature of
some other structural member, i.e., post, rail, or crossmember.
6.7.2 Roof
Clearance
The top corner fittings are to protrude a minimum of 6 mm (¼
in.) above the highest point of the roof or upper structure. The transverse and
longitudinal areas adjacent to the top corner fittings may be designed with
reinforcements or “doubler plates” to protect the roof from being punctured
during top lifting operations. Such reinforcements may extend the full width of
the container and not more than 750 mm (29¼ in.) from each end and may not
protrude above the top surface of the corner fitting.
6.7.3 Load Transfer Area
The base structure of a container is to be provided with a
load transfer area in accordance with Figure 6.2, which may be formed by the
bottom surfaces of the crossmembers or corresponding substructure. The plane of
the load transfer area shall be positioned 12.5 mm +5, –1.5 (Zx in. + Czn – Zzn)* above the plane formed
by the lower faces of the bottom corner fittings. Containers fitted with
intermediate transverse members having a spacing of 1000 mm (39C, in.) or less, and
recessed as required, comply with this requirement. Except for the bottom side
rails and the bottom corner fittings, no part of the container is to project
below the plane of load transfer areas. However, the transverse and
longitudinal areas adjacent to the bottom corner fittings may be designed with
reinforcements or “doubler plates” to protect the base from being damaged
during handling and securing operations. Such reinforcements may not extend
more than 470 mm (18½ in.) from the side faces of the bottom corner fittings
and not more than 550 mm (22 in.) from each end of the container with the
bottom surface recessed not less than 5 mm (Czn
in.) above the bottom surface of the corner fitting.
The transfer of load between the underside of the bottom
side rails and the carrying vehicle is not provided for in these Rules. The
transfer of load between side rails, or fork-lift pockets, and handling
equipment should only occur when provisions have been made in accordance with
6.9.1 and 6.9.2.
6.9 Optional
Design Features
6.9.1 Fork-Lift Pockets
Fork-lift pockets may be provided for handling containers in
the loaded or unloaded condition. The fork-lift pockets are to meet the
dimensional requirements specified in Figure 6.3 and pass completely through
the base structure of the container so that lifting devices may be inserted
from either side. Fork-lift pockets are to be provided with a base strap or
equivalent at each end.
6.9.2 Lifting
Areas
Lifting areas may be provided for handling containers in the
loaded or unloaded condition by means of grappler arms or similar devices. The
lifting areas are to meet the location requirements specified in Figure 6.4.
6.9.3 Gooseneck Tunnels
Tunnels may be provided in containers to accommodate chassis
goosenecks. The tunnels are to
*Note This
is the location of the load transfer area, it is not a tolerance. To phrase the
load transfer requirement another way: The load transfer area is to be on a
plane located not less than 11 mm (Mzn in.), nor
more than 17.5 mm (ZZzb in.) above
the plane formed by the lower surfaces of the bottom corner fittings.
meet the dimensional requirements specified in Figure 6.5.
6.9.4 Cargo Securing Devices
Cargo securing devices may be provided in containers for
securing cargo.
6.11 Design
Loading Specifications
6.11.1 General
The design loads on which the requirements of this section
are based take into account, as far as practicable, the dynamic loads likely to
be encountered in container operation. Factors such as characteristics of load
application, load repetition, load reversal and container life are to be
considered in the design of the container. Due regard is to be given to local
stresses resulting from attachment devices used for handling and securing a
container.
6.11.2 Corner Structure Loads—Stacking
Type of load
Concentrated compression
Direction of load
Vertically downward, eccentrically
applied, and equally distributed among the four corner structures.
Reference mass
R
Design load factor
1.8 x 8*; each corner to take one
fourth of the design load.
Basis
The container corner structure is to have sufficient
strength to allow containers to be stacked when transported by vessels.
Vertical accelerations imposed by vessel motions (pitch and heave) are to be
considered. The maximum vertical acceleration caused by combined pitching and
heaving, taking into account the time phasing, may be assumed to be 0.8 g. When
the equivalent dynamic force of 0.8 g is added to the static force of 1.0 g,
the resulting total force may be taken as 1.8 g. It is assumed that the
containers are stacked 9* high in cell guides. Normal cell clearance may be
assumed to be 38 mm (1Zx
in.) in the longitudinal direction and 25 mm (1 in.) in the transverse
direction.
**For 10 ft containers the design
load factor is 1.8 x 5 for 6 containers in a stack.
**For 10 ft containers the lifting forces are to be
applied at an angle of 60º to the horizontal.
6.11.3 Lifting Loads
a. Lifting from Top
Type of load
Concentrated tension
Direction of load
Vertically**
upward, applied tension at pickup points on four top corner fittings. Reference
mass
R
Design load factor
2.0; each corner to take one fourth
of the design load.
Basis
The container top corner fittings and associated components
are to be capable of suspending the loaded container when lifted by any of the
suitable lifting devices.
b. Lifting from Bottom
Type of load
Concentrated tension
Direction of load
Applied at pick-up points on four
bottom corner fittings, acting parallel to the sides, along a line drawn from
the bottom corner fitting through a point located above the roof at midlength
at the following angles [to the horizontal]:
30º for 40 ft containers
37º for 30 ft
containers
45º for 20 ft
containers
60º for 10 ft containers Reference mass
R
Design load factor
2.0; each corner to take one fourth
of the resultant load due to angle based on a vertical component equal to R/2.
Basis
The container bottom corner fittings and associated
components are to be capable of supporting the loaded container when lifted by
any of the suitable lifting devices.
c. Lifting from Fork Lift Pockets
Type of load
Concentrated
Direction of load
Vertically upward
applied at pick-up area Reference mass
R
Design load factor
1.6
Basis
The loaded container is to be capable of being supported on
two horizontal bars each 200 mm (8 in.) wide, projecting 1828 mm (72 in.) into
the fork pocket.
d. Lifting from Grappler Arm Positions
Type of load
Concentrated
Direction of load
Vertically upward, applied at four
lifting positions
Reference mass
R
Design load factor
1.25
Basis
The loaded container is to be capable of being supported at
the four positions where provision has been made for lifting equipment.
6.11.4 Floor Loads
a. Wheeled Vehicle
Type of load
Concentrated wheeled vehicle load
Direction of load
Vertically downward
Reference mass
5460 kg total (2730 kg per wheel)
12000 lb. total (6000 lb. per wheel)
Design load factor
1.0
Basis
The container floor is to be capable of withstanding
concentrated loads imposed by an industrial truck or other vehicle with a
maximum axle loading of 5460 kg (12000 lb.). The minimum wheel width is to be
assumed to be 180 mm (7 in.) with an imprint area not greater than 142 cm2
(22 in.2) per wheel. The minimum wheel center to center distance may
be assumed to be 760 mm (30 in.).
b. Cargo Type of load
Concentrated cargo load
Direction of load
Vertically
downward Reference mass
P
Design load factor
2.0
Basis
The container floor is to be able to withstand a
concentrated cargo load, uniformly distributed from side to side, over any 3 m
(10 ft). The load is considered to be twice the maximum cargo mass (2P) of
which 22680 kg (50000 lb.) is to be uniformly distributed over the mid 3 m (10
ft) with the balance of the load uniformly distributed over the remaining area
of the container floor.
6.11.5 Floor and Rear Panel Loads
a. Cargo Type of load
Uniformly distributed
Direction of load
Longitudinally
outward Reference mass
P
Design load factor
0.4
Basis
Front and rear end panels are to be capable of withstanding
the forces imposed by transport equipment operations, assuming acceleration
during rail car impact. The front end panel is to be of sufficient strength to
withstand the forces encountered during emergency brake application when the
container is transported by highway vehicles.
b. Racking Type of load
Concentrated
Direction of load
Transverse, applied at top corners
Design load
150 kN. (33700 lbf)
Basis
Front and rear end panels are to be capable of withstanding
the racking imposed on the bottom container in a stack when the containers are
carried on deck under conditions affording limited external racking restraint.
6.11.6 Side Panel Loads
a. Cargo Type of load
Uniformly distributed
Direction of load
Transversely
outward Reference mass
P
Design load factor
0.6
Basis
Side panels are to be capable of withstanding forces
imposed by vessel motions. Vessel rolling may be assumed to be isochronous,
simple harmonic type motion. The minimum period for one complete roll may be
assumed to be 13 seconds. The maximum distance of the center of gravity of the
container from the vessel’s roll axis may be assumed to be 13.70m (45 ft).
b. Racking Type of load
Concentrated
Direction of load
Longitudinal, applied at top corners
Design load
75 kN. (16850 lbf)
Basis
Side panels are to be capable of withstanding the racking
imposed on the bottom container in a stack when the containers are carried on
deck under conditions affording limited external racking restraint.
6.11.7 Lashing
Type of load
Concentrated
Direction of load
Longitudinal,
transverse and vertical, applied at corner fittings Design load
Refer to Figure 6.6
Basis
Top and bottom corner fittings are subject to externally
applied loads transmitted through that aperture or face of the corner fitting
perpendicular to the load.
Each corner fitting may be subject to longitudinal,
transverse and vertical forces applied individually or simultaneously, provided
that:
The longitudinal and transverse
components are not to exceed the magnitude specified in Figure 6.6, but in no
case, is the resultant to exceed 150 kN (33700 lbf).
The longitudinal, transverse and vertical
components are not to exceed the magnitude specified in Figure 6.6; but in no
case, is the resultant to exceed 300 kN. (67400 lbf)
The top and bottom corner fittings are to each, in
conjunction with the container structure, be capable to withstanding each of
these loads when applied to any end or side aperture of the external faces. The
container is to be capable of withstanding the reaction to each of the loads
illustrated by Figure 6.6.
6.11.8 Roof Load
Type of load
Uniformly
distributed applied over an area 600 mm x 300 mm (24 in. x 12 in.) located on
the top of the container. Direction of load
Vertically downward
Reference mass
200 kg (440 lb)
Design load factor
1.5
Basis
Container roof structure is to be capable of supporting two
100 kg (220 lb) workers on the container roof.
6.11.9 Base Structure Loads
Type of load
Concentrated
Direction of load
Longitudinal, applied through bottom apertures of bottom
corner fittings Reference mass
R
Design load factor
2
Basis
The base structure is to be capable of withstanding the
forces imposed by transport equipment operations, assuming acceleration during
rail car impact.
6.11.10 Cargo Securing
Device Loads (where provided)
Type of load
Concentrated tension
Direction of load
Applied away from the cargo securing
device in all directions
Reference loads*
10 kN (2200 lbf) for an anchor point
in the base structure; 5 kN (1100 lbf) for a lashing point in any part of the
container other than the
base structure.*
Design load factor
1.5
Basis
Cargo securing devices are to be capable of withstanding
the inertial forces imposed by cargo in transit.
*The reference loads for platform and platform based
containers: 30 kN (6600 lbf) for an anchor point and 10 kN (2200 lbf) for a
lashing point.
FIGURE 6.1
Assembled Corner Fittings—Diagonal Tolerances
Overall length, height and width dimensions are measured
along the appropriate edges.
FIGURE 6.1 (continued)
FIGURE 6.2 Location and Dimensions for Load Transfer
Areas
FIGURE 6.2 (continued)
FIGURE 6.2 (continued)
FIGURE 6.3 Location and Dimensions for Forklift Pockets
Dimensions and Tolerances
|
Fork pockets for loaded and unloaded
containers mm (in.) |
Fork pockets for unloaded
containers only mm (in.) |
A |
2050 ± 50 (81 ± 2) |
— |
B |
355 min (14 min) |
— |
C |
115 min (4½ min) |
— |
A´ |
— |
900 ± 50 (36½ ± 2) |
B´ |
— |
305 min (12 min) |
C´ |
— |
102 min |
(4
min)
FIGURE 6.4 Location and Dimensions for Grappler Lifting
Areas
FIGURE 6.5 Location and Dimensions for Gooseneck Tunnels
FIGURE 6.6 Lashing Loads (Forces)
C1 |
= 100 kn (22400 lbf) |
C2 |
= 150 kn (33700 lbf) |
T1 |
= 150 kn (33700 lbf) |
T2 |
= 150 kn (33700 lbf) |
T3 |
= 1/2 R |
T4 |
= 100 kn (22400 lbf) |
FIGURE 6.7 Top Corner Fitting—Millimeters
Notes
1 Solid
and broken lines (— and - -) show surfaces and contours which must be
physically duplicated in the fitting.
2 Phantom
lines (— - —) show optional walls which may be used to develop a box-shaped
fitting.
FIGURE 6.7
(continued) Top Corner Fitting—Inches
Notes
1 Solid
and broken lines (— and - -) show surfaces and contours which must be
physically duplicated in the fitting.
2 Phantom
lines (— - —) show optional walls which may be used to develop a box-shaped
fitting.
FIGURE 6.7
(continued) Bottom Corner Fitting—Millimeters
Notes
1 Solid
and broken lines (— and - -) show surfaces and contours which must be
physically duplicated in the fitting.
2 Phantom
lines (— - —) show optional walls which may be used to develop a box-shaped
fitting.
FIGURE 6.7
(continued) Bottom Corner Fitting—Inches
Notes
1 Solid
and broken lines (— and - -) show surfaces and contours which must be
physically duplicated in the fitting.
2 Phantom
lines (— - —) show optional walls which may be used to develop a box-shaped
fitting.
Section
7 Testing
7.1 General
Cargo containers for general service* are not to be inferior
to those which have met the prescribed tests in 7.11 1 through 7.11.16. Tests
are primarily static in nature to provide comparable and repeatable test data
while minimizing the complexity and cost of test equipment. The prescribed test
loads take into account, insofar as practicable, the combined static and
dynamic loads anticipated in service. As previously defined in Section 5, R and
P are expressed in units of mass. Some of the following test requirements are
based upon the inertial gravitational forces derived from these values and will
be shown as Rg and Pg. Representative deflection measurements are to be taken
and recorded during the tests.
7.3 Alternatives
The prescribed tests are not intended to be restrictive. The
Bureau is prepared to consider alternative test procedures provided they can be
shown to be not less effective. Tests not required under these Rules will be
certified upon request. The tests may relate to particular in-service
conditions or be performed using test loads in a manner other than prescribed.
7.5 Acceptance
Criteria
Upon application of the prescribed test load or force the
container is not to exhibit significant permanent deformation or weakening of
the structure, nor is the container, after removal of any load or force, to be
dimensionally altered so as to render it unsuitable for use, or affect its
handling, securing or interchangeability.
7.7 Prototype
Tests
The prescribed tests, 7.11.1 through
7.11.16 are required to be performed on a prototype. The tests are to be
witnessed by a Surveyor. The tests need not all be performed on the same
container, nor in the sequence listed. However, the tests are not to be
performed on more than two representative containers; the dimensional check is
to be done first; and the weathertightness test is to be performed on the same
container that has undergone the racking tests. The dimensional check is to be
repeated upon completion of all structural tests. The test loads/forces are to
be applied in a manner that will allow free deflection of the container under
test.
When the result of any test is not
satisfactory, the test is to be repeated on a minimum of two additional
containers to demonstrate satisfactorily the adequacy of the design.
7.9 Production
Tests
The prescribed tests 7.11.1 and
7.11.16 are to be performed on each production unit. If the manufacturing
operation has sufficient jigs and fixtures to control dimensions, and the
quality control procedures assure their accuracy, the frequency of performing
7.11.1 may be modified.
A pull test is to be performed using a
force equivalent to 2 R/4 on each
corner post assembly. However, if the quality control procedures of corner post
and corner fitting assembly are deemed adequate, the pull test may be performed
on one container from each lot of fifty (50) containers or fraction thereof.
The Surveyor is to witness representative production tests during periodic
visits to the plant of the manufacturer. Records of production tests are to be
made available to the Surveyor during the periodic visits.
7.11 Tests
7.11.1 Dimensional Check
Prior to the start of the following structural tests the
empty container is to be measured to insure compliance with the dimensional
specifications in 6.5. The dimensional check is to be repeated upon completion
of the structural tests.
7.11.2 Stacking
The container under test is to be placed on four supports in
the same horizontal plane; one under each bottom corner fitting, with the base
structure free to deflect. It is to be uniformly loaded to 1.8R, except that tank containers (See
Section 9) may be tested in the tare condition. The container under test is to
be subjected to a vertical stacking force of 848 kN (190640 lbf)** on each of
the top corner fittings in such a manner that the planes of application of the
forces and the supports of the container remain horizontal and unchanged during
the test. The forces are to be applied to the four top corner fittings through
a pad of the same plan area as a corner fitting, having a chamfered aperture of
the same size as that of the bottom face of a bottom corner fitting. The pads
used to apply the force to the container under test must be
*See Section 1.17.1
**Derived from a superimposed mass of 8 containers
stacked on top of one container each rated at 24000 kg (52900 lb) with an
acceleration of 1.8g. For 10 ft containers the stacking force is 224 kN (50400
lbf) derived from a superimposed mass of 5 containers stacked on top of one
container each rated at 10160 kg (22400 lb) with an acceleration of 1.8g.
of sufficient size and strength to
permit full application of the ram force. The force is to be applied to the
four top corner fittings simultaneously. The application of force is to
simulate the base structure of a superimposed container and the top pads are to
be interconnected in such a way as to minimize top pad rotation or torsional
effect. The applied force is to be held for not less than five minutes for each
position.
This test is to be repeated with four
eccentric applications of force offset in the same direction by 25 mm (1 in.)
laterally and 38 mm (1½ in.) longitudinally. The line of force should be
maintained at the centroid of the pads. End frames may be tested individually
to equivalent loads as described above.
7.11.3 Lifting From
The Top Corner Fittings The container under test is to be placed on four
supports in the same horizontal plane; one under each bottom corner fitting,
with the base structure free to deflect. It is to be uniformly loaded to 2R.
The container is to be lifted vertically*
by its four top corner fittings in such a way that no significant acceleration
or deceleration forces are applied. The container is to be suspended for not
less than five minutes, and then lowered to its original position.
7.11.4 Lifting From The Bottom Corner Fittings
The container under test is to be
placed on four supports in the same horizontal plane; one under each bottom
corner fitting, with the base structure free to deflect. It is to be uniformly
loaded to 2R.
The container is to
be lifted vertically by its four bottom corner fittings in such a way that no
significant acceleration or deceleration forces are applied. The lifting forces
are to be applied parallel to the sides such that the lifting slings meet above
the roof at midlength at the following angles [to the horizontal]:
30º for 40 ft containers
37º for 30 ft containers
45º for 20 ft containers
60º for 10 ft containers
The lifting slings are to be kept 38 mm
(1½ in.) from the side face of the corner fittings. The container is to be
supported for not less than five minutes and then lowered to its original
position.
*For 10 ft containers the lifting forces are to be
applied at an angle of 60º to the horizontal.
7.11.5 Lifting From Fork-lift Pockets—For
Loaded Containers (where provided) The container under test is to be
uniformly loaded to 1.6R. The
container is to have two fork tines or equivalent inserted into the pockets.
The load application to the pocket surface by the fork tine is to be uniformly
distributed over an area 200 mm (8 in.) wide by 1828 mm (72 in.) long. The
container is to be lifted to a position clear of all obstructions, supported in
this position for five minutes, and then lowered to its original position.
7.11.6 Lifting From Fork-lift Pockets—For
Unloaded Containers (where provided) The container under test is to be
uniformly loaded to 0.625R. The
container is to have two fork tines or equivalent inserted into the pockets.
The load application to the pocket surface by the fork tine is to be uniformly
distributed over an area 200 mm (8 in.) wide by 1828 mm (72 in.) long. The
container is to be lifted to a position clear of all obstructions, supported in
this position for five minutes, and then lowered to its original position.
7.11.7 Lifting From Grappler Arm Position
(where provided)
The container under test is to be uniformly loaded to 1.25R. The container is to have four lift
shoes or equivalent placed in contact with the grappler arm pads or positions.
The load application is to be equally distributed on four bearing areas of 32
mm (1¼ in.) by 254 (10 in.). The container is to be supported for five minutes
and then lowered to its original position.
7.11.8 Floor Strength (Concentrated) The
container under test is to be empty and is to be placed on four supports in the
same horizontal plane; one under each bottom corner fitting, with the base structure
free to deflect.
A vehicle with a front axle load of 5460
kg (12000 lb), 2730 kg (6000 lb) per wheel, is to be maneuvered over the entire
floor area in a longitudinal direction, making a minimum of nine passes. One
pass is to be made along each side with the front wheels as close to the side
walls as practicable.
7.11.9 Restraint
The container under test is to be placed on four supports in
the same horizontal plane; one under each bottom corner fitting, with the base
structure free to deflect, and is to be uniformly loaded to R. The container is to be secured
through the bottom apertures of the bottom corner fittings at one end by twist
locks or equivalent devices.
A force equal to 2Rg is to be applied longitudinally through the bottom apertures of
the bottom corner fittings at the opposite end of the container by twist locks
or equivalent devices. The force is to be applied to the container first in
compression then in tension, each application being held for five minutes. The
container is to have both sides tested; if they are identical only one side
need be tested.
7.11.10 End Panel Strength
The container under test is to be
positioned in such a manner that the end panel is free to deflect over its
entire surface. A load or force equal to 0.4Pg
is to be uniformly distributed over the inside surface of the end panel. The
load is to be applied in such a manner that the effect of the load is being
distributed only to the end panel and not the supporting structure. The test
load is to be held for five minutes, then gradually removed.
The container is to have both end panels
tested; if they are identical only one end need be tested.
7.11.11 Side Panel Strength
The container under test is to be
positioned in such a manner that the side panel is free to deflect over its
entire surface. A load or force equal to 0.6Pg
is to be uniformly distributed over the inside surface of the side panel. The
load is to be applied in such a manner that the effect of the load is being
distributed only to the side panel and not the supporting structure. The test
load is to be held for five minutes, then gradually removed.
The container is to have both side panels
tested; if they are identical then only one side need be tested.
7.11.12 Roof Strength
The container under test is to be placed on four supports in
the same horizontal plane; one under each bottom corner fitting. A load equal
to 300 kg (660 lb) is to be uniformly distributed over an area of 600 mm x 300
mm (24 in. x 12 in.) located so as to have the most adverse orientation with
respect to the unsupported area of the roof sheet. The load is to be kept in
place for five minutes then removed.
7.11.13 Transverse Racking
The container under test is to be
empty and is to be placed on four supports in the same horizontal plane; one
under each bottom corner fitting.
The container is to
be restrained against lateral and vertical movement by means of twist locks or
equivalent devices acting through the bottom apertures of the bottom corner
fittings. A compression and then a tension force of 150 kN (33,700 lbf) is to
be applied to each of the two top corner fittings on one side of the container.
The line of action of the compression and tension force is to be parallel to
the end and base planes of the container. The compression force is to be
applied through a pad equal in size to the side face of the corner fitting with
the line of force at the center of the pad. The pad is to be of sufficient
strength to prevent deformation by the ram. The tension force is to be applied
by a device whose contact area is to be as large as possible and applied to the
inside surface of the outer wall of the corner fitting through the center of
the side aperture. The forces are to be gradually applied, held for five
minutes, then gradually removed.
The container is to
have both ends tested; if they are identical, only one end need be tested. When
testing one end frame, lateral and vertical restraint is to be applied only at
the end frame under test.
The diagonals of the end frame to be
tested are to be measured before the application of force and under full test
load. With the container under full test load the sum of the changes in the
length of the two diagonals is not to exceed 60 mm (2C, in.).
7.11.14 Longitudinal Racking
The container under test is to be
empty and is to be placed on four supports in the same horizontal plane; one under
each bottom corner fitting.
The container is to
be restrained against longitudinal and vertical movement by means of twist
locks or equivalent devices acting through the bottom apertures of the bottom
corner fittings. A compression and then a tension force of 75 kN (16,850 lbf)
is to be applied to each of the two top corner fittings on one end of the
container.
The line of action
of the compression and tension force is to be parallel to the side and base
planes of the container. The compression force is to be applied through a pad
equal in size to the end face of the corner fitting with the line of force at
the center of the pad. The pad is to be of sufficient strength to prevent
deformation by the applied ram. The tension force is to be applied by a device
whose contact area is to be as large as possible and applied to the inside
surface of the outer wall of the corner fitting through the center of the end
aperture. The forces are to be gradually applied, held for five minutes and
then gradually removed.
The container is to
have both sides tested; if they are identical only one side need be tested.
When testing one side frame, longitudinal and vertical restraint is to be
applied only at the side frame under test.
The deflection of the top of the
container with respect to the bottom of the container with container under full
test load is not to exceed 25 mm (1 in.).
7.11.15 Cargo Securing Devices (where provided)
Cargo securing devices are to be proof tested with a tensile
force equal to 1.5 times the reference load using a shackle or hook having a
maximum diameter of 10 mm (C,
in.). The reference load* for an anchor point securing device installed in the
floor or base structure is not to be less than 10 kN (2200 lbf). The reference
load* for a lashing point securing device installed on the interior sides or at
ceiling level is 5 kN (1100 lbf). The force is to be applied as indicated below
and held for five (5) minutes and released. Each type of cargo securing device
is to be tested.
Location: |
Direction of forces: |
Floor |
Perpendicularly to the axis
of the container structural members 45º to the horizontal plane. |
Interior sides |
45º upwards and downwards |
Ceiling level |
45º downwards |
*The reference loads for platform and platform based
containers: 30 kN (6600 lbf) for an anchor point and 10 kN (2200 lbf) for a
lashing point.
7.11.16 Weathertightness
The container is to be tested for
weathertightness by applying a stream of water over all exterior surfaces. The
character of the stream of water is to satisfy the Surveyor that the test is
reasonable and effective. An example of acceptable parameters controlling the
test include: 1 kgf/cm2 (15 psi) pressure in conjunction with the
use of a 12.5 mm (Zx
in.) inside diameter nozzle held at a distance of 1.5 m (5 ft) from the part
under test with a rate of movement over the exterior of approximately 100 mm (4
in.) per second. Upon completion of this test, the container is considered to
be satisfactory if the interior is free from the penetration of water.
Marking Section
8
Section
8 Marking
8.1 Identification and Data Markings
For minimum identification purposes, each container is to be
permanently marked by the manufacturer with the following information:
Manufacturer’s name and address
Manufacturer’s serial number
Month and year of manufacture
American Bureau of Shipping emblem
Maximum gross weight
Tare
Payload
Design type number
8.3 Additional
Markings
Additional markings are to be applied as required by
international conventions, governmental regulations or other requirements. See
Appendices A-1 and A-2 for examples of the plates required by the International
Convention for Safe Containers (CSC)* and the Customs Convention
(TIR).
Appendix A-3 is an example of a consolidated data plate that
is an acceptable method of plating the container and complying with the marking
requirements of both the CSC* and the TIR.
*When Assembly Resolution A.737(18) of the
International Convention for Safe Containers comes into force the present terms
on the CSC plate will become maximum operating gross mass (kg and lb),
allowable stacking load for 1.8g (kg and lb) and transverse racking test force
(newtons). The CSC and Resolution A.737(18) have been reproduced in Annex D.
Marking Section
8
.
International Convention For
Safe Containers (CSC) Approval Plate Appendix
A-1
Appendix A-1 International Convention
For Safe
Containers (CSC)
Approval Plate
1 Country
of Approval Reference as given in the example on line 1. (The country of
Approval should be indicated by means of the distinguishing sign used to
indicate country of registration of motor vehicles in international road
traffic.)
2 Date
(month and year) of manufacture.
3 Manufacturer’s
identification number of the container or, in the case of existing containers
for which that number is unknown, the number allotted by the Administration.
4 Maximum
operating gross weight (kg and lb).
5 Allowable
Stacking Weight for 1.8g (kg and lb). 6 Transverse
Racking Test Load Value (kg and lb).
7 End
wall strength to be indicated on plate only if end walls are designed to
withstand a load of less than 0.4 times the maximum permissible payload, i.e.
0.4 P.
8 Side
wall strength to be indicated on plate only if the side walls are designed to
withstand a load of less or greater than 0.6 times the maximum permissible
payload, i.e. 0.6 P.
9 First
maintenance examination date (month and year) for new containers and subsequent
maintenance examination dates (month and year) if plate used for this purpose.
International
Convention For Safe Containers (CSC) Approval Plate Appendix A-1
.
Customs Convention on the
International Transport of Goods Appendix
A-2
Appendix A-2 Customs
Convention on the International Transport of
Goods Under
Cover of TIR
Carnets
(TIR Convention)
Approval Plate
Customs Convention on the
International Transport of Goods Appendix
A-3
Appendix
A-3
Section
9 Tank Containers
9.1
In addition to the requirements of Section 1 through 8 of
these Rules, certification of tank containers is to include compliance with the
requirements in this section.
9.3 Certification
9.3.1 Tank Containers Built Under Survey Tank
Containers which have been built to the full requirements of the Rules, to the
satisfaction of the Surveyors to the Bureau, will be certified and
distinguished by the symbol @ AB.
9.3.2 Tank
Containers Not Built Under Survey
Tank containers which have not been built under Survey to
this Bureau, but which are submitted for certification, will be subjected to a
special condition survey. Where found satisfactory, they will be certified and
distinguished by the symbol AB.
9.3.3 Certification Application The
application to be submitted in accordance with Section 2, and is also to
include the following:
Application for tank containers CTR AB 214A.*
Data form
supplement for tank containers CTR AB 216B.*
Details of
fabrication, including welding procedure specifications and procedures
qualification records (WPS/PQR), and degree/type of nondestructive testing.
Details of
internal/external coils including materials specifications, dimensions and weld
details.
Details of all
openings, nozzles, covers, and attachment mountings.
Design data
including design minimum and maximum pressures, design temperatures, and
thickness and type of any insulation.
Full design
calculations including shell and head stresses, opening reinforcements, and
saddle or mounting stresses due to tank supports.
Data plate drawings as required.
Details of valves, fittings, heaters,
covers, and other attachments including pressure and temperature ratings and
material specifications.
*To assist clients in providing the information
necessary for the certification of the container, the Bureau has printed
application forms, available upon request.
Required capacity calculations,
capacity and pressure settings of pressure relief devices.
9.3.4 Continuance of Certification The
continuance of certification of tank containers is conditional upon the
requirements for periodic in-service inspection and testing in 11.3.
9.5 Definitions
The following definitions for symbols and terms regarding
tank containers are used throughout this section.
9.5.1 Tank
Container
A tank container is a container for transport of bulk
liquids and gases with a minimum capacity of 450 liters (119 gallons) and which
includes two basic elements, the tank or tanks and the framework.
9.5.2 Compartment
A compartment is any fluid tight section of the tank formed
by the shell, ends, or internal bulkheads. Baffles, surge plates or other
perforated plates do not form tank compartments within the meaning of this
definition.
9.5.3 Total
Capacity
Total capacity is the volume of water at 20°C (68°F) which will completely fill
the tank.
9.5.4 Ullage
Ullage is the portion of the “total capacity” of a tank
container not occupied by its liquid commodity, expressed as a percentage of
that total capacity.
9.5.5 Gas
A gas is a gas or vapor having a vapor pressure greater than
3 bar absolute (43 psia) at 50°C
(122°F) or as
otherwise defined by a competent authority.
9.5.6 Liquid
A liquid is a fluid substance having a vapor pressure not
greater than 3 bar absolute (43 psia) at 50°C
(122°F).
9.5.7 Hazardous Commodities Hazardous
commodities are those substances classified as hazardous by a competent
authority.
9.5.8 Maximum
Allowable Working Pressure (MAWP)
MAWP is the tank design pressure above which the tank shall
not be operated.
9.5.9 Test
Pressure
Test pressure is the internal gauge pressure at which the
tank is tested. This pressure is measured at the top of the tank with the
container in its normal operating position.
9.5.10 Competent Authority The authority or
authorities designated as such in each country or in each specific case by the
governments concerned for the approval of tank containers.
9.7 Design
Considerations
9.7.1 General Specifications Construction
is to be structurally sound and weathertight. All fittings and appurtenances
are to be within the maximum outside dimensions of the tank container. The main
frame and corner structures are to have sufficient strength to remain
serviceable and withstand, without significant permanent deformation, the
static and dynamic loads imposed by stacking loads, lifting the tank container
by top and bottom corner fittings and the impact and racking loads encountered
in normal service. The base structure is to be strong enough to support the
weight of the tank and cargo under the dynamic loading conditions encountered
in normal service. The specific design loading requirements are not to be less
than those given in 6.11 and 9.7.2. The manufacturer is responsible for
designing the tank container with sufficient strength to withstand the design
loads and is to include factors of safety allowing for fatigue, normal wear and
tear, manufacturing fabrication techniques and material properties.
9.7.2 Tank
Specifications
Tanks whose maximum allowable working
pressure (MAWP) is 1.03 bar (15 psig) or greater are to be designed and
constructed in accordance with a recognized pressure vessel code and the
requirements of 9.7.2 through 9.7.9. Tanks whose MAWP is less than 1.03 bar (15
psig), intended for the transport of hazardous cargo, are to be designed using
a recognized pressure vessel code as a guide.
Tanks whose MAWP is less than 1.03 bar
(15 psig), intended for the transport of nonhazardous cargo, are not required to
be designed in accordance with a recognized pressure vessel code, but are to be
designed in accordance with 9.7.2 through 9.7.9 and good engineering practice.
The materials used in construction of the tank are to be suitable for, or
adequately protected from, the commodities intended to be transported. Due
regard is to be given to the problems of commodity and ambient temperatures,
corrosive atmospheres, the possibility of uncontrolled cargo release in fire,
etc.
Each tank is to be
firmly secured in structural elements of the framework. The tank is to be
capable of being filled and emptied without removal from the framework and is
to be capable of withstanding the static head pressure produced by upending the
tank container while loaded to its maximum gross weight (R).
In general, tanks
and their supports are to be capable of absorbing the following dynamic loads. Design load factors for
inertial effects, resulting from motion of the commodity during transport are
to be considered as: 2.0 times gravity longitudinal, 1.0 times gravity
transverse and 2.0 times gravity vertical. All inertial loads may be considered
to act singly, to be evenly distributed and to be applied through the geometric
center of the tank. The above loadings are not considered to give an increase
in pressure in the vapor space. For design purposes, an equivalent pressure
loading may be used. The design of the tank is to include consideration of both
commodity vapor pressure and pressure from dynamic loads. Where necessary,
allowance for corrosion of the tank shell is to be included when determining
the shell thickness.
Each tank without vacuum relief devices
is to be designed to withstand an external pressure of at least 0.42 bar (6
psig). Each tank with vacuum relief devices is to be designed to withstand an
external pressure of at least 0.21 bar (3 psig).
9.7.3 Tank
Openings and Fittings
All tank openings except those fitted
with pressure relief devices, are to be provided with closures to prevent
accidental escape of the contents. Tank openings located below the normal
liquid level of the contents and fitted with a valve capable of being operated
manually are to be provided with at least one additional means of closure on
the outlet side of the valve. Such additional means of closure may be a fluid
tight cap, bolted blank flange, or other suitable protection against accidental
escape of the contents.
Tank fittings are to be of a proven
design and attached to the tank in such a manner as to minimize the risk of
damage. Protective covers or housings are to be employed where necessary to
comply with this requirement. A clearance of at least 25.4 mm (1 in.) is to be
provided between external fittings and the planes formed by the outside
surfaces of the corner fittings. All tank fittings are to be clearly marked to
indicate their appropriate functions. Quick disconnect fittings are not
permitted for tank containers intended for the transport of hazardous
commodities.
9.7.4 Pressure and Vacuum Relief Devices Pressure
relief devices, where provided, are to be connected to the vapor space of the
tank located as near to the top of the tank and as near to the geometric center
of the tank as practicable.
Pressure relief
devices are to have sufficient relieving capacity to provide unrestricted
venting and prevent a rise in internal tank pressure in excess of 1.5 times the
MAWP during the complete engulfment of the tank in fire.
The primary relief
device is to be set to function in a range of no less than 100% and no greater
than 125% of the MAWP.
Spring-loaded
pressure relief valves are to close after discharge at a pressure not less than
90% of the start-to-discharge pressure and remain closed at all lesser
pressures, and are to be constructed in a manner to prevent unauthorized
adjustment of the relief setting.
Fusible elements
are not to be protected from direct communication with external heat sources.
Vacuum relief
devices, where provided, are to be designed to provide total containment of the
product and are to be set to open at a nominal external overpressure of not
less than 0.21 bar (3 psig) but not greater than the external pressure for
which the tank is designed.
For hazardous commodities, the pressure
and vacuum relief devices are to comply with the requirements applicable to
their intended service. Each pressure and vacuum relief device is to be plainly
and permanently marked with the pressure at which it is set to operate.
9.7.5 Inspection and Maintenance Openings Tank
containers are to be provided with a manway or other opening to allow for
complete internal inspection. The size of the manway is to be a minimum of 460
mm (18 in.) in diameter and is to be determined by the need for men and
equipment to enter the tank to inspect, maintain, or repair its interior.
Adequate provisions are to be made for the application of sealing devices to
all access openings.
9.7.6 Gauging
Devices
Gauging devices, where provided, are to be of substantial
construction. Sight glasses are not permitted.
9.7.7 Insulation
Insulation, where provided, is to be such that the
insulation will not affect compliance with specified requirements nor interfere
with the proper function of the tank fittings. Where insulation is provided to
reduce the required venting capacity, it is to remain effective at all
temperatures up to 649°C
(1200°F) and be
jacketed with a material having a melting point of 649°C (1200°F) or greater.
9.7.8 Heating or Refrigeration Heating or
refrigeration, where provided, is to be such that it will avoid the development
of excessive temperatures and stresses, and suitable operational safeguards are
to be provided. The design of internal heating and cooling or external coils
will be reviewed as pressure retaining components. Where electrical equipment
is installed for the above purposes, the design, installation, and
functionality shall be verified as acceptable.
9.7.9 Fork-Lift
Pockets
Fork-lift pockets, when provided, are to be for handling the
tank container only when empty and are to be marked accordingly. Fork-lift
pockets, when provided, are to have a center to center dimension of 2050 mm ±50 (81 in. ±2) and are otherwise to be
constructed in accordance with 6.9.1 and tested in accordance with 7.11.6.*
9.9 Construction
9.9.1 General
Construction is to be carried out under the surveillance of
a Surveyor. The manufacturer is responsible for the quality of the work. The
Surveyor is to satisfy himself that procedures and workmanship, as well as the
materials used, are in accordance with the Rule requirements and reviewed
plans.
9.9.2 Welder
Qualification
The Surveyor is to satisfy himself that all welders and
welding operators to be employed in the construction of tank containers are
properly qualified and are experienced in the work proposed. The Surveyor is
also to be satisfied as to the employment of a sufficient number of skilled
supervisors to ensure a thorough supervision and control of all welding
operations. Inspection of welds is to be carried out to the satisfaction of the
Surveyor.
*The IMDG Code, in Part 13.1.18.5, requires fork-lift
pockets of tank container to be capable of being closed off. ISO 1496/3, in
section 5.1.9, states that fork-lift pockets shall not be provided in tank
containers.
9.9.3 Post Weld Heat Treatment Post weld
heat treatment is to be performed as required by the latest edition of the
chosen pressure vessel design code.
9.9.4 Radiography
Radiography, if specified, is to be performed in accordance
with the latest edition of the chosen pressure vessel design code. All welded
joints to be radiographed are to be prepared as follows:
The weld ripples or weld surface irregularities, on both the
inside and outside, are to be removed by any suitable mechanical process to
such a degree that the resulting radiographic contrast due to any
irregularities cannot mask or be confused with the image of any objectionable
defect. Also, the weld surface is to merge smoothly into the plate surface. The
finished surface of the reinforcement of all butt-welded joints may be flush
with the plate or may have a reasonably uniform crown.
9.9.5 Passivation
The passivation of stainless steel may be required by
regulation when the tank container is intended for the carriage of hydrogen
peroxide and certain other reactive commodities. It is the manufacturer’s
responsibility to passivate the tank container with a solution that will
effectively passivate the internal surfaces of the tank including the piping,
valves, and any material surface that will come in contact with the commodity.
Records concerning the passivation are to be made available to the attending Surveyor.
9.11 Testing
9.11.1 General
Tank containers presented for testing
are to be fully assembled and ready for intermodal service. All welding,
including shell to bearer supports, is to be completed prior to testing. All
valves and fittings, with the exception of the pressure relief devices, are to
be fitted to the tank prior to hydrostatic pressure testing. Insulated tanks
are to be hydrostatically pressure tested before the insulation is installed.
The tests outlined in this section are to
be carried out in the presence of a Surveyor on the prototype tank container
that has successfully completed the tests required by Section 7 as applicable.
Tests 7.11.1 and 9.11.4 are to be performed in the presence of a Surveyor on
each tank container to be certified. The required loadings in each test should
be applied in such a manner as to allow free deflection on the container
section under test.
For those tests
that require the tank container to be loaded to its maximum gross weight or
greater the tank is to be filled, and if necessary, a supplemental external
loading is to be provided when necessary in order to achieve the specified test
loading. Any supplemental loading is to be evenly distributed on the tank in
such a manner that the forces are transmitted through the tank supports.
Alternative test procedures will be
accepted if they are considered by the Bureau to be equivalent.
9.11.2 Longitudinal Inertia
The container under test is to be loaded to R and positioned with its longitudinal
axis vertical. It is to be supported by the downward facing bottom corner
fittings and restrained from horizontal movement through the bottom apertures
of the bottom corner fittings at the upper end of the base structure. The
container is to be held in this position for five minutes then returned to its
original position. No restraints are to be fixed to the top corner fittings.
9.11.3 Lateral Inertia
The container under test is to be loaded to R and positioned with its transverse
axis vertical. It is to be supported by the downward facing bottom corner
fittings and restrained from horizontal movement through the bottom apertures
of the bottom corner fittings at the upper side of the base structure. The
container is to be held in this position for five minutes then returned to its
original position. No restraints are to be fixed to the top corner fittings.
9.11.4 Pressure Test
The container under test is to be in
an upright position on firm ground. This test is to be carried out after all
required prototype testing has been completed and before any insulation is
fitted. The tank, together with its associated pipework and fittings, is to be
hydrostatically pressure tested to a pressure not less than 1.5 times the MAWP,
but not less than 1.03 bar (15 psig). Alternate test pressures will be
considered based on tank design and special service conditions.
Relief devices, where fitted, are to be
rendered inoperative or removed. All pressure parts are to be completely filled
with water. The pressure is to be measured at the top of the tank. The pressure
is to be held for ten minutes then released. The tank shall show no signs of
leakage, permanent deformation or other abnormality which would render it
unsuitable for use.
If traces of a
testing liquid cannot be tolerated, a pneumatic test with a suitable leak
detection method may be performed in lieu of a hydrostatic test provided the
test pressure is not less than 1.25 times the MAWP and provided this test
method is not in conflict with any additional competent authority requirements
requiring approval as per 9.15.*
When internal coils are provided, the
coil system is to be hydrostatically tested to 13.8 bar (200 psig) or 1.5 times
the rated pressure of the coil system, which ever is greater.
9.11.5 Walkway Test
The container under test is to be in an upright position on
firm ground. A load equal to 300 kg (660 lb) is to be uniformly distributed
over an area of 600 mm x 300 mm (24 in. x 12 in.) located so as to have the
most adverse orientation with respect to the unsupported area of the walkway.
The load is to be kept in place for five minutes then removed.
9.11.6 Ladder Test
The container under test is to be in an upright position on
firm ground. A load equal to 200 kg (440 lb) is to be suspended from the center
of the widest rung. The load is to be kept in place for five minutes then
removed.
*Air and gas are hazardous when used as a testing
medium, therefore it is recommended that special precautions are to be taken
when a pneumatic test is being performed.
9.13 Marking
In addition to the marking required by Section 8 each
container is to be marked with the following information:
Test pressure and date, and date of next retest.
Maximum allowable working pressure.
Total capacity.
@ AB or AB (see 9.3.1 or
9.3.2).
9.15 Other
Requirements
The Bureau is prepared to review tank
containers for compliance with the International Maritime Dangerous Goods Code
(IMDG Code); the United
States Department of Transportation
Hazardous Materials Regulations; the International Convention concerning the
carriage of dangerous goods by rail (RID); the European Agreement concerning
the international carriage of dangerous goods by road (ADR); Transport Canada
(TC); American Association of Railroads (AAR); or other recognized standards
and regulations.
When a review in accordance with these
regulations is requested, the information required to be submitted in 9.3.3 is
to also include the following:
List of hazardous commodities to be carried
Calculations for
pressure boundary and tank supports based on applicable regulations.
Relief valve venting calculations for
all hazardous commodities to be carried.
.
10.1 General In addition to the requirements of Sections 1 through 8 of these
Rules, a thermal container will be certified to its thermal capabilities and
is to comply with the requirements in 10.3 through 10.11. A thermal container
has insulated walls, doors, floor and roof, which retard the transmission of
heat between the inside and the outside of the container. A thermal container
may have its own mechanical refrigeration system or it may be cooled by an
external source. |
10.3 Certification The certification of the thermal capabilities of a
container is to be to the manufacturer’s design internal temperature rating
at a specific ambient temperature with the heat loss or gain expressed as the
overall coefficient of heat transfer in kcal/hr (Btu/hr). These Rules apply to
containers with a maximum U factor as given in the following table based upon
an internal temperature of –18°C
(0°F) and an
external temperature of +38°C
(100°F).
Containers having greater U factors |
Section
10 Thermal Cargo Containers
|
|
|
Nominal size of container |
|
|
U factor |
10 ft x 8 ft |
20 ft x 8 ft 20 ft x 8 ft 6 in |
30 ft x 8 ft 30 ft x 8 ft 6 in 30 ft x 9 ft
6 in |
40 ft x 8 ft 40 ft x 8 ft 6 in |
40 ft x 9 ft 6 in |
kcal/hr/C: |
12.90 |
22.37 |
31.83 34.39 |
41.30 |
43.85 |
Btu/hr/F: |
28.45 |
49.31 |
70.18 75.82 |
91.05 |
96.67 |
will be subject to special consideration.
The above values correspond to an overall K factor (as defined in 10.9.3a) of
0.344 kcal/hr/m2/C (0.0704
Btu/hr/ft2/F)
10.5 Application
In addition to the plans and data to be submitted for review
as required by Section 2, the following plans and data are also to be submitted
as appropriate:
Full particulars
of the arrangement, nature, and construction of the insulation including
density, K factor, specific heat, and
its protection from damage.
Details of the
design heat load such as, design overall K factor, mean surface area, estimated
air leakage, design internal temperature, design ambient temperature and total
design heat load to be absorbed by the cooling unit.
The rating of the
cooling unit in kcal/hr (Btu/hr) at specific internal and ambient temperatures.
The standard to which the cooling unit is rated.
The standards to
which the refrigerant system of the cooling unit is constructed.
The manufacturer and model of the cooling unit.
10.7 Design
Considerations
10.7.1 Cooling Unit
The container cooling unit is to be capable of maintaining
the design internal temperature with the cooling unit cycling 80% on and 20%
off during a 24-hour period at the design ambient air temperature. If the unit
is electrically driven, the lowest variation of voltage and the lowest
frequency expected in transit is to be used in determining the required cooling
capability and the adequacy of the air circulating fans. The effect of radiant
heat is to be considered when containers are designed to be carried on the open
deck. The operation of the cooling unit is to be controlled by at least one
suitably located temperature sensing device.
10.7.2 Insulation
The insulation of the wall, floors, and roof of the
container is to be complete and installed in an effective manner. Insulation
exposed to damage when loading or unloading the container is to be suitably
protected.
10.7.3 Heating
Arrangements Where it is expected that ambient air temperatures will be
encountered which will be lower than the temperature at which the container
cargo is to be carried, arrangements for heating the container together with
suitable controls are to be provided.
10.7.4 Refrigerants
The selection and use of refrigerants is to be in accordance
with the Handbook for the Montreal Protocol
On Substances That Deplete The Ozone Layer, second edition, October 1991.
10.7.5 Cryogenic Fluids
Containers using cryogenic fluids that have an operating
temperature below minus 73ºC (minus 100ºF) as the cooling medium will be
subject to special consideration and details of the cooling arrangements are to
be submitted for review.
10.7.6 Openings and Drains
All openings are to be weathertight except that ventilators,
necessary for the preservation of cargoes, are to be designed to prevent the
entrance of water due to rainstorms and sea water spray. Openings provided for
drainage are to have a minimum internal diameter of a suitable size. Each drain
is to be capable of being closed from the outside of the container or be fitted
with arrangements which will automatically prevent the entrance of water into
the container. Openings and drains are also to be designed to keep the entrance
of outside air to a minimum unless such air leakage is designed as part of the
ventilation system. Customs regulations require screens on drains.
10.7.7 Temperature Measuring
Devices
Each container is to be fitted with at least one indicating
thermometer capable of withstanding over the road shock and shipboard
vibration. They are to be of a type not affected by weather conditions or sea
water spray. In addition, when only one temperature indicator is installed, the
container is to be fitted with an arrangement for checking the temperature with
a test thermometer.
10.9 Testing
10.9.1 General
The tests outlined in this section are
to be carried out in the presence of a Surveyor on the prototype thermal
container that has successfully completed the tests required by Section 7.
Test 10.9.3 is to
be performed on one additional container, from each lot of 100 or fewer
containers of the same order. The Surveyor is to review the results of this
test during periodic visits to the plant of the manufacturer.
Test 7.11.1,
7.11.16, 10.9.2, and 10.9.5 are to be performed on each production unit.
Alternatives to 10.9.2 will be considered upon request. The Surveyor is to
witness representative production tests during periodic visits to the plant of
the manufacturer. The manufacturer is to keep such records as necessary to
satisfy the Surveyor that the production testing has been performed. The
records are to be made available to the Surveyor during periodic visits to the
plant of the manufacturer.
The Bureau is prepared, in cases where a
container has been certified according to Section 10 and the refrigeration
machinery has been certified to the requirements of Section 13 of these Rules,
to accept additional containers of the same design series having machinery of
identical capacity also certified to the requirements of Section 13 without
repeating the thermal prototype tests required by this section.
10.9.2 Air Leakage Test
An air leakage test is to be conducted on the prototype to
determine the rate of air leakage. The internal and ambient temperatures are to
be within the range of 15ºC to 25ºC (59ºF to 77ºF) and are to be stabilized
within 3ºC (5.4ºF) of each other. An air flow metering device and manometer are
to be connected to the container with the manometer not part of the air
delivery system. The flow measuring device is to be accurate to ±3% of the measured
air flow rate with the manometer accurate to ±5%. The air flow to maintain the
pressure, once steady state conditions have been achieved, is to be recorded.
The air leakage rate is to be determined while retaining an internal air
pressure of 250 Pa ±10 Pa [25.4 mm ±1 mm] water gauge while achieving steady
state, and the rate is not to exceed 10m3/h. The air pressure is to
be released before opening the container doors.
10.9.3 Heat Leakage Test
The heat leakage test is to establish the heat leakage for prototype
and that the overall coefficient of heat transfer of the prototype is not
greater than the manufacturer’s design rating. This test is to be performed on
the prototype after completion of the air leak test specified in 10.9.2.
a Electric Heating Method Where the test room is equipped with
air conditioning to stabilize the temperature external to the container, the
quantity of heat necessary to maintain a steady temperature inside the
container may be measured with a watt hour meter having an accuracy of ±2% of
quantity measured. The air inside the container is to circulate over the
electric space heaters, and temperature measuring devices are to be installed
to determine that the heat is evenly distributed and to ensure that the
required temperatures are maintained. The internal and external temperature
measuring devices are to be located 100 mm (4 in.) from any wall, floor, or
roof, as per Figure 10.1. Temperature measuring devices are to be accurate to
±0.5ºC (1ºF). The air outside the container is to circulate over the external
surfaces of the container at a velocity of not greater than 2 m/s in the
vicinity of the temperature measuring devices. All temperature measuring
devices are to be protected against radiation. This test is to be performed for
a period of not less than eight hours with the following steady-state
conditions satisfied:
The test is to be performed with a mean
wall temperature between 20ºC and 32ºC (68ºF and 90ºF) and a temperature
difference between inside and outside not less than 20ºC (36ºF).
Maximum
difference between the warmest and coldest inside points at any one time is to
be 3ºC (5.4ºF).
Maximum
difference between warmest and coldest outside points at any one time is to be
3ºC (5.4ºF).
Maximum
difference between any two average inside air temperatures θi at different times
is to be 1.5ºC (2.7ºF).
Maximum
difference between any two average outside air temperatures θe at different times
is to be 1.5ºC (2.7ºF).
Maximum
percentage between the lowest and the highest power dissipation Watt (Btu/hr)
values is not to exceed 3% of the lowest figure.
All readings are
to be recorded at intervals of not more than 30 minutes with at least 17 sets
of readings taken during maintenance of the steady-state conditions.
In no case is the temperature inside
the container to exceed that permissible for the type of insulation being used.
Heat Leakage
Calculation: The overall heat leakage is to be expressed by the total heat
transfer rate U in kcal/hr/C (Btu/hr/F), as obtained from the following
equation using at least 17 sets of readings taken during steady-state
conditions:
U = [Q/(qe
– qi)]
Q = power dissipated by the operation of internal heaters and
fans, kcal/hr (Btu/hr)
qe = average
outside air temperature, degrees
C (F) qi
= average inside air temperature, degrees C
(F) q = mean
wall temperature = (qe + qi)/2
The value of U is to be corrected to the standard mean wall
temperature of 20ºC using a method relating U to the mean wall temperature.
The coefficient of heat transfer, K in kcal/hr/m2/C (Btu/hr/ft2/F), is such
that K = U/S where
S = mean surface area of the container in m2 (ft2),
which is the geometric mean of the inside surface area Si, and the outside surface area Se, as obtained from the following equation.
S = SiSe
If any areas are corrugated, the projected area is to be
used. All temperature measuring instruments placed inside and outside the
container are to be protected against radiation.
b Alternate
Heat Sink Method The rate of
heat transfer in kcal/hr (Btu/hr) into the container is to be determined by the
heat sink principle with test conditions of minus 18ºC (0ºF) inside the
container and 38ºC (100ºF) and 50% relative humidity in a test room. A brine is
circulated through cooling coils inside the container and also through a brine
heater located outside the container. Since the brine flow rate is the same in
all parts of the circuit, the heat gain of the container can be calculated from
the measured quantity of heat which has been added to the brine heater as electrical
energy. This figure is found by multiplying the heat added to the brine heater
by the ratio of the rise in brine temperature in the container to rise in
temperature of the brine heater, and subtracting from this quantity the heat
introduced into the container by auxiliary equipment such as blowers, fans, and
space heaters.
Rate of heat transfer = (∆T1H2/∆T2) – H1
∆T1 |
= |
temperature rise of the
brine in the air cooling coil inside the container in degrees C (F) |
T2 |
= |
temperature
rise of the brine from inlet to outlet of the comparison brine heater in
degrees C (F) |
H1 |
= |
the sum of all of the items of auxiliary heat added to the
container interior for the purpose of the test, such as fans and blowers,
controlling heat in kcal/hr (Btu/hr) |
H2 |
= |
heat absorbed in the comparison brine heater in kcal/hr
(Btu/hr) |
c
Alternative Cryogenic Fluid Method Alternatively, the rate of heat transfer may
be determined by the use of a cryogenic fluid with test conditions of minus
18ºC (0ºF) inside the container and 38ºC (100ºF) in a test room. No humidity
control is used. The container cooling unit is operated until the internal
temperature has been lowered to the required temperature. After the container
has been precooled a liquid cryogenic unit, such as a nitrogen unit, is operated to provide the refrigerator
function. The test is conducted for a period of 4 hours and the loss of
cryogenic fluid is measured by weighing the unit at 30 minute intervals, and
the refrigeration effect to maintain a steady state condition is calculated
with the results given in kcal/hr (Btu/hr).
10.9.4 Performance Test
The container is to be placed in a room with the average
temperature outside the container maintained within ±1.5ºC (2.7ºF) of the
design ambient temperature. Temperature measuring devices are to be located 100
mm (4 in.) from any wall, floor, or roof, as per Figure 10.1 and are to be
protected from radiation. The container is to be cooled down to its design
temperature using its own cooling unit. The average interior temperature is to
be maintained to be within ±1.5ºC (2.7ºF) of the design temperature for eight
hours. After this period, a heater having a capacity of at least 25% of the
total heat leakage rate determined from the previous heat leakage test, is to
be positioned inside the container and turned on. Temperatures are to be recorded
at intervals of not more than 30 minutes. The cooling unit is to maintain the
average interior temperature within ±1.5ºC (2.7ºF) of the design temperature
for a period of at least four hours.
10.9.5 Operational Tests
The machinery or equipment providing the refrigeration
function is to be operated on each container in order to check that the
machinery, controls, air circulating fans and associated equipment are
operating satisfactorily. The refrigeration machinery manufacturer’s
commissioning tests conducted on the cooling unit would also satisfy this
requirement.
10.11 Marking
In addition to the markings given in Section 8 of these
Rules, the cooling unit is to be marked in accordance with 13.7 and the
container is to be marked as follows:
Design Rating of the Cooling Unit in kcal/hr or
Btu/hr at
______°C
(______°F) ambient
temperature and
______°C
(______°F) internal
temperature Design Rating of the Container in kcal/hr or Btu/hr
at
______°C (______°F) ambient temperature and
______°C (______°F) internal temperature with a U factor of ______
10.13 Other Requirements
The Bureau is also prepared to certify thermal containers in
accordance with the testing requirements of the Agreement on the International
Carriage of Perishable Foodstuffs and on the Special Equipment to be used for
Such Carriage (ATP). The certification to the testing requirements of the ATP
will be considered sufficient to comply with the requirements of this section.
ABS is authorized to witness the air circulation and
ventilation tests so that the applicable containers may be registered with
ATO-DLO to carry flower bulbs.
FIGURE 10.1 Schematic of Locations of Temperature Probes
.
Container Surveys Section
11
Section
11 Container Surveys
11.1 General
This section describes the periodic surveys for the
continuance of certification for tank containers, regulatory surveys and
miscellaneous surveys related to in-service conditions of all containers.
11.3 Periodic Surveys for the Continuance of
Certification of Tank Containers
11.3.1 General
Each tank container that has been certified to these Rules
is to be surveyed for continuance of certification. The continuance of
certification of a tank container is conditional upon the Rule requirements for
periodical surveys being duly carried out.
11.3.2 Preparation
It is the responsibility of the owner
to insure that any tank to be internally inspected is clean of all cargo
residue, is gas or fume free, and contains an atmosphere capable of supporting
life.
Insulated or shielded tank containers are
to have the insulation or shielding removed to the extent deemed necessary by
the attending Surveyor to complete the inspection in accordance with 11.3.6.
The markings and all approval plate data are to be legible and are to be
verified by the attending Surveyor.
11.3.3 Inspection and Testing
Each tank container is to be inspected in accordance with
11.3.4, 11.3.5, and 11.3.6 at intervals not exceeding two and one-half years.
Each tank container is to be inspected and tested in accordance with 11.3.4,
11.3.5, 11.3.6, and 11.3.7 at intervals not exceeding five years.
11.3.4 Inspection of Frame
The frame and its attachment to the corner fittings are to
be inspected for weld defects, deformation, or other abnormalities which may
render the container unfit for service.
11.3.5 Pressure Relief Devices Pressure
relief devices, where fitted, are to be inspected for corrosion, defects,
deformation, and leakage. Spring loaded pressure relief valves are to be
removed and tested to the set pressure marked on the valve. Rupture discs, or
fusible plugs, where fitted, are to be removed and inspected for corrosion,
cracking, or any other abnormality which may render them unfit for service.
11.3.6 Inspection of
the Tank Container The tank container is to be inspected for excessive
corrosion, leakage, deformation, dents, defects in welds, or any other
condition which may indicate a weakness in the tank. The piping, valves, and
gaskets are to be inspected for conditions that may render the tank unfit for service.
11.3.7 Pressure Test
When required by 11.3.3 each tank or pressure vessel upon
completion of the above inspections is to be tested in accordance with 9.11.4.
11.3.8 Acceptance
When the tank container is found or placed in satisfactory
condition and tested to the satisfaction of the attending Surveyor, the data
plate is to be stamped and the date of inspection, Surveyor’s initials, the
symbol AB and a Tank Container
Periodic Inspection Report issued.
11.5 Regulatory
Surveys
11.5.1 Safety Surveys
When requested by an owner, a container survey will be
carried out for compliance to the examination requirements of the International
Convention for Safe Containers (CSC).
11.5.2 Tank Container Surveys When
requested by an owner, a tank container survey will be carried out for
compliance to the periodic inspection and testing requirements of the United
States Department of Transportation Specifications for IM portable tanks; the
International Maritime Dangerous Goods Code (IMDG Code); the International
Convention concerning the carriage of goods by rail (CIM), Annex 1,
International Regulations concerning the carriage of dangerous goods by rail
(RID); and the European Agreement concerning the international carriage of
dangerous goods by road (ADR). The tank container survey will include internal
inspection and testing where required.
11.5.3 Thermal
Container Survey When requested by an owner, a thermal container that has
been certified to the requirements of the Agreement on the International
Carriage of Perishable Foodstuffs and on the Special Equipment to be used for
Such Carriage (ATP), will be surveyed for continued compliance.
Container
Surveys Section
11 |
11.7 Miscellaneous
Surveys
11.7.1 Condition and
Repair Surveys When requested by an owner, a survey will be carried out
stating the condition of a container and the recommended repairs.
11.7.2 Thermal Container Loading Surveys When
requested by an owner, a container survey will be carried out on thermal
containers prior to loading cargo. The survey will be a general survey and will
include the operation of the refrigeration machinery, if fitted.
11.7.3 Tank Container
Cleanliness Surveys When requested by an owner a tank container cleanliness
survey will be carried out to determine that the tank is clean and dry. A
visual internal and external examination is to be conducted to determine that
the tank shell, fittings, and valves are free from pitting, corrosion,
contamination, discoloration, water, or other conditions to the extent
specified by the owner.
Certification of Container Repair Facilities Section
12 Section
12 Certification of Container Repair |
Facilities
12.1 General
This section describes the procedures whereby container
repair facilities may be certified. Certification is a process by which a
repair facility is assessed in regard to its ability to control and maintain
the quality of repairs and is not intended to enforce any particular standard.
12.1.1 Applicability
The following provisions are applicable to repair or
refurbishment shops considered permanent by virtue of facilities and that are
engaged in the repair of general cargo containers. ABS Rules do not cover the
certification of tank container repair facilities.
12.3 Approval
of Repair Facilities
12.3.1 Application
An applicant desiring approval is to submit an application*
that is to include an outline of its organization, personnel qualifications,
plant capacity, types of containers repaired, material control, equipment, and
control procedures.
12.3.2 Verification
The repair facility is to be audited by a Surveyor of the
Bureau to verify the submitted data and ascertain the suitability of the
facility for approval in accordance with these Rules and the Program for the
Certification of Container Repair Facilities.
12.3.3 Approval
When found satisfactory, a certificate of approval will be
issued to the repair facility as a plant capable of carrying out repairs in
accordance with an approved practice. The approval of the plant is valid for
one year.
12.3.4 Periodic Visits
Access to the plant is to be permitted to the Surveyor at
any reasonable time in order that periodic surveys may be made as considered
necessary.
*To assist clients in providing the information,
printed forms are available upon request.
12.3.5 Withdrawal of Approval Facilities
found not to be maintaining compliance with conditions under which approval was
granted will be advised of the circumstances, and approval will be withdrawn
unless immediate corrections are made.
12.5 Repair
Procedures
12.5.1 General
All containers are to be examined internally and externally
for the general condition of structure, welds, fasteners, panels, flooring,
door gaskets, and closing devices. It is the responsibility of the repair
facility to bring to the attention of the container owner any condition that
may affect the service of the container.
12.5.2 Specifications
Repairs are to be completed in a manner consistent with the
container manufacturers’ specifications, owners’ specifications or approved
repair manuals.
12.5.3 Materials
All materials used for repairs are to duplicate or be
equivalent to original construction. Hardness checks or other test means are to
be used as necessary to identify material quality.
12.5.4 Welding
All welding is to be carried out using
filler metal compatible with the base metal. All welding to carbon steel corner
castings is to be done with low hydrogen electrodes unless specially approved
otherwise.
All welders employed in the repair of
general cargo containers are to be qualified for the work which they are called
upon to perform. This qualification may be either through reviewing the quality
of workmanship, consideration of the system of employment, training,
apprenticeship, or requiring the welder to be tested. If testing is deemed
necessary it is to be in accordance with the tests shown in Figures 3.1 through
3.4.
12.5.5 Records
Records of all repaired containers are the responsibility of
the repair facility and are to be maintained for a minimum period of two years.
Certification
of Container Repair Facilities Section
12 |
12.7 Testing
12.7.1 Structural
When testing is conducted, the procedure is to be not less
effective for any particular test than that described in Section 7.
12.7.2 Weathertightness
Weathertightness testing using water, light, or smoke is to
be carried out on all units repaired under these provisions except for those
repairs where weathertightness is not applicable.
12.7.3 Dimensional
Dimensional checks are to be performed upon containers which
have had major structural repairs to main frame members.
12.9 Special
Containers
The repairs and surveys to thermal containers may be subject
to national or international regulations and may be subject to verification on
behalf of or by a regulatory agency.
Section 13
Certification of Container Refrigeration Machinery
13.1 General
The certification of container
refrigeration machinery (CRM) will be to a rating in kcal/hr (Btu/hr) specified
by the manufacturer and based upon the submission and review of plans, data,
the satisfactory completion of prototype tests, and quality control surveillance
during construction. When a container refrigeration machinery unit is accepted
for certification, a decal is shown in Figure 13.1 signifying that the unit is
in compliance with the Rules is to be affixed to the unit.
The result of the capacity test of the prototype is not to be
less than the design rating. The net refrigerating capacity of any production
unit, when tested, is not to be less than 95% of the design rating.
When the prototype or a representative
unit fails one of the tests required in 13.9, that test which it failed must be
repeated to the satisfaction of the Surveyor.
13.1.1 Certification
by Design Series When a series of identical units is to be certified,
certification is to be on the basis of a single prototype tested in accordance
with 13.9.1 through 13.9.5 and production tests of each unit in accordance with
13.9.4 and 13.9.6. The manufacturer is to attest to construction, testing,
material quality, and workmanship. Endorsement for quality control is to be
made by the attending Surveyor.
13.1.2 Certification
by Quality Assurance Upon application from a manufacturer, consideration
will be given to the certification of units in accordance with the Bureau’s
Quality Assurance Program for CRM.
13.1.3 Certification of Existing Units Existing
CRM units which have not been built under survey to this Bureau will be subject
to special consideration. When a series of identical existing units is to be
certified, certification is to be on the basis of a single representative unit
tested in accordance with 13.9.1 through 13.9.5 and tests of each unit in
accordance with 13.9.4 and 13.9.6. Where found satisfactory, they will be
certified accordingly.
13.3 Certification
Application
The application is to be submitted in triplicate and is to
include the following, as applicable:
Completed application form
Material
specifications, including welding or brazing details, for all refrigerant
retaining parts
General arrangement and flow diagram
General arrangement of compressor and data sheet
Piping and valve details
Condenser details
Evaporator details
Receiver details
Electrical load analysis for all design conditions
Electrical one
line diagram including size and type of cables
Motor and
generator specification sheets or nameplate data
Details and
arrangements of electrical control and monitoring devices
Prime mover
specification sheet with the general arrangements showing the fuel storage and
starting details
Quality control document in accordance with 13.11
13.5 Design
Review
Plans are to be submitted for review of each container
refrigeration machinery type to be certified. Prior to the actual commencement
of the testing of the prototype unit, the Surveyor is to have on hand plans
which delineate the arrangements and details of the prototype as built. When
modifications are made to a previously tested design, revised plans are to be
submitted to determine if additional prototype testing will be required.
13.7 General
Design Considerations
13.7.1 Dynamic Stress
The refrigeration units are to be designed to operate under
the following conditions:
A dynamic load of
2g in the longitudinal, transverse, and vertically downward directions and 0.5g
in the vertically upward direction.
A 22.5 degree momentary inclination in
any direction or a 15 degree permanent inclination in any direction.
13.7.2 Exposed Surfaces
All exposed surfaces of the units are to be suitable for the
marine environment.
13.7.3 Construction
Standards Electrical components, pressure vessels, piping, valves, and
fittings are to be designed, constructed, and tested in accordance with
recognized standards acceptable to the Bureau.
13.7.4 Design Pressure
The design pressure for all parts of the system containing
refrigerant under pressure is not to be less than indicated below.
Refrigerant
No. |
Design pressure kg/cm2 (psig) |
11 |
11.5 (21) |
12 |
12.0 (169) |
21 |
13.3 (46) |
22 |
19.6 (278) |
113 |
11.1 (15) |
114 |
13.8 (53) |
500 |
14.3 (203) |
502 |
21.2 (302) |
13.7.5 Pressure Relief Device
The refrigeration system is to be protected by a pressure
relief device. The device is to be located in the high pressure side of the
system and is to operate at a pressure not less than 1.0, nor more than 1.5
multiplied by the design pressure. Fusible plugs will be specially considered.
13.7.6 Prime Movers
Prime movers, other than electric motors, will be accepted
on vendor’s statement of suitability for the intended service, subject to a
review of the plans and data required by 13.3.
13.9 Testing
13.9.1, 13.9.2, and 13.9.3 are in substantial agreement with
Air Conditioning and Refrigeration Institute, Standard 1110-77.
13.9.1 Capacity Test (Calibrated
Box Method)
a
Description The refrigeration machinery unit is
to be mounted on a calibrated box calorimeter located in a
test chamber. With the unit in operation, the heat input to the calibrated box
is to be adjusted to establish specific steady state conditions within the box.
The heat input is then measured and added to the heat gain through the walls of
the calibrated box to determine the heat removing capacity of the unit.
b Test
Procedure The unit is to be
started and the return air to the evaporator brought to within 1.1°C (2°F) of the internal temperature
at which the unit is to be rated. The average temperature in the ambient space
(inside the test chamber) is to be maintained to within 1.1°C (2°F) of the ambient temperature
for which the unit is to be rated. Means for air circulation within the test
chamber may be provided. Steady state conditions are to be maintained for one
hour as evidenced by five complete sets of readings taken at 15 minute
intervals. c Duration of Test The
test run is to consist of
at least
nine consecutive sets of readings (two hours), including the above five sets of
steady state readings, begun at 15 minute intervals. Readings are to include
all temperatures and electrical power inputs. d Capacity The amount of heat transferred from
the air in the refrigerated space to the refrigerant, less
heat added by fan, drive, and other sources within the unit is the net
refrigerating capacity. The net refrigerating capacity is determined by the
following formula.
qn = Pc + Pd + K (to -
ta) Watts qn
= 3.41 (Pc + Pd) +
K (to - ta) Btu/hr
qn |
= |
net refrigerating capacity |
Pc |
= |
electrical input to variable electric heat test units,
Watts |
Pd |
= |
electrical input to miscellaneous electrical devices in the
calorimeter, Watts |
K |
= |
heat transfer constant of the calibrated box calorimeter, W/C (Btu/hr/F) |
to |
= |
average temperature of
ambient air C (F) |
ta |
= |
average temperature of air in calorimeter C (F) |
13.9.2 Start Test
The unit is to be operated for one hour after which the
refrigeration unit is to be stopped for five minutes or duration of the control
system time delay, whichever is less, and restarted. The temperature of the air
entering both the condenser and the evaporator is to be maintained at 38°C (100°F) during the test. This test
is to be conducted twice, with the refrigeration unit running ten minutes after
each restart.
13.9.3 Continuous
Operation Test The unit is to provide one hour of continuous refrigeration,
without interruption. The return air is to be maintained at 21°C (70°F) dry bulb with a minimum
relative humidity of 50%. The ambient temperature is to be maintained at 49°C (120°F). The test is to be conducted
using externally supplied power and is to be repeated using the unit’s self
contained power source, if provided.
13.9.4 Operational Test
The unit’s electrical system and control system are to be
tested during the operation of the unit in accordance with approved quality
control procedures.
13.9.5 System Pressure and Leak Test— Prototype
Units
The high pressure side of the refrigeration system is to be
subjected to a pressure test at the set pressure of the pressure relief device.
If the relief device could be damaged by this test, it may be temporarily
removed or otherwise protected from damage. After completion of the pressure
test, the relief device is to be reinstalled. The complete refrigeration system
is then to be pressurized to the design pressure, and a leak test is to be
carried out.
13.9.6 System Pressure and Leak Test— Production
Units
The high pressure side of the refrigeration system is to be
subjected to a pressure test at a pressure not less than the lesser of:
The set pressure of the pressure relief device*, or:
The operating
pressure of the compressor highpressure cut-off switch, if fitted.**
The complete refrigeration system is
then to be pressurized to the design pressure, and a leak test is to be carried
out.
13.11 Quality
Control Document
The quality control document is to include the following:
A description of the quality control organization
Evidence of
adequate manning levels to insure inspection at the various construction stages
Procedures to control and identify material
Procedures to
control acceptance of vendor supplied items
Procedures to
insure workmanship of constantly acceptable quality
Procedures for maintaining quality control records
Manufacturers’ recommended production tests
**If the pressure relief device
could be damaged by this test, it may be temporarily removed or otherwise
protected from damage. After completion of the pressure test, the relief device
is to be reinstalled.
**Proper functioning of the cut-off switch is to be
verified during the course of the pressure test.
13.13 Marking
The following information is to be permanently marked on a
plate suitable for the marine environment and attached to each unit where it
can be viewed when the machinery is in operation.
Manufacturer:
Model Number:
Design rating in kcal/hr or Btu/hr:
______@______°C______°F Ambient Temp and
______@______°C______°F Internal Temp Horsepower:
Hertz, volts and phase:
Refrigerant:
Serial Number:
Operating Number (if applicable):
Fuel of prime mover:
Unit weight fully charged:
FIGURE 13.1
Emblem
This is a representation of the emblem
for approved container refrigeration machinery units.
.
Certification of Carbon Steel
Container Corner Castings Section
14
Section 14
Certification of Carbon Steel Container Corner Castings
14.1 General
The certification of carbon steel container corner castings
will be to the requirements contained herein or other approved specifications
based upon the submission and review of design plans, material specifications,
the satisfactory completion of testing, and quality control surveillance during
manufacture. The corner fittings referred to in this section are the same as
those referred to in 6.7.1 and shown in Figure 6.7. Corner fittings of unique
design for special purpose containers will also be considered for certification
provided the strength requirements are not less than those specified by ISO Standard
1161.
14.1.1 Certification
by Heat Treatment Lot The certification of corner castings may be on the
basis of a single heat treatment lot, tested in accordance with 14.13, and
examined in accordance with 14.15. The manufacturer is to attest to testing,
material quality and workmanship. The Surveyor is to witness the mechanical
tests unless the plant is approved under 14.1.2
14.1.2 Certification
by Quality Assurance Upon application from a manufacturer, consideration
will be given to the certification of container corner castings without the
witnessing of mechanical tests by the Surveyor, on the basis of compliance with
the Material, Machinery, and Equipment Certification (MMEC) Program
administered by the American Bureau of Shipping Level II Assessment—Quality
Assurance Criteria (Supplement S-3) for Container Corner Castings.
14.3 Definitions
The following definitions for symbols and terms regarding
container corner castings are used throughout this section.
14.3.1 Heat
A heat is the quantity of steel made from a single pouring.
14.3.2 Heat Treatment Lot
Heat treatment lot is the quantity of casting from the same
specification subjected to the same heat treatment at the same time.
14.5 Certification
Application
Prior to commencement of manufacture, the application is to
be submitted in triplicate for each design to be certified and is to include
the following:
Material
specifications including chemical composition and mechanical properties
Manufacturing process
Detail drawings
Test agenda
14.7 Process
of Manufacture
The steel is to be made by the open-hearth, electric
furnace, or basic oxygen process. Other processes of manufacture will be
specially considered.
14.9 Heat
Treatment
All castings are to be either fully annealed, normalized, or
normalized and tempered.
14.11 Material
Specifications Corner castings are to be made of carbon steel
according to the chemical and mechanical properties listed in 14.11.2 and
14.13.3. Other material specifications submitted for certification of corner
castings will be specially considered.
14.11.1 Chemical Analysis
An analysis of each heat of steel is to be made by the
manufacturer to determine the percentages of the elements specified below. The
chemical analysis is to be made from a sample taken during the pouring of the
heat. If drillings are to be used from a finished casting, they are to be taken
not less than 6 mm (¼ in.) beneath the surface. The chemical composition thus
determined is to conform to the requirements prescribed in Section 14.11.2.
Chemical analysis certificates are to be provided to the Surveyor.
14.11.2 Chemical Requirements:
Composition (maximum percent)
Carbon Manganese Silicon Sulfur Phosphorus
0.25 1.20 0.80 0.06 0.05
The manganese may exceed 1.20% provided that the carbon
content plus one-sixth of the manganese content does not exceed 0.45%.
Certification
of Carbon Steel Container Corner Castings Section
14 |
14.13 Tension
Test
One tension test is to be performed on a specimen from each
heat treatment lot. The tension test is to be performed in accordance with the
American Society for Testing and Materials (ASTM) Standard A 370— Mechanical
Testing of Steel Products, or equivalent. The mechanical properties thus
determined are to conform to the requirements specified in Section 14.13.3.
14.13.1 Tension Test Specimen
Test bars are to be poured in special blocks, similar to
those shown in ASTM A 370, from the same heat as the casting represented, and
are to be heat treated in production furnaces to the same procedure as the
castings they represent. Alternatively, test coupons may be cut from the heat
treated castings or cast integrally. Test specimens are to be machined to the
form and dimensions shown in ASTM A 370. If any specimen is machined improperly
or if flaws are revealed by machining or during testing, the specimen may be
discarded and another substituted from the same heat treatment lot.
14.13.2 Retests
If the results of the mechanical tests do not conform to the
requirements specified, heat-treated castings may be reheat-treated and
retested, but not more than twice.
14.13.3 Tensile Properties:
Minimum tensile strength 450
N/mm2 (65 ksi) Minimum yield strength 240 N/mm2 (35 ksi)
Minimum elongation in 50 mm (2 in.) 22% Minimum reduction in
area 30%
14.13.4 Charpy Impact Test
Charpy impact test properties are to be determined on each
heat from a set of three Charpy V-notch specimens made from a test coupon in
accordance with ASTM A 370, and tested at a test temperature of –20°C (–4°F). The acceptance requirements
are to be the value of energy absorbed. The minimum average absorbed energy
value of three specimens is to be 20 Joules (15 ft lb), with not more than one
value permitted to fall below the average minimum and no value permitted below
13 Joules (10 ft lb).
14.15 Inspections
14.15.1 Dimensional
Inspection Each casting is to be inspected by the manufacturer to insure
compliance with the dimensional requirements of Section 6. Satisfactory records
of such inspection are to be available to the Surveyor.
14.15.2 Visual Inspection
Each casting is to be inspected by the manufacturer for
general appearance and surface defects. The castings are to be free from
defects. Satisfactory records of such inspections are to be available to the
Surveyor.
14.15.3 Internal
Discontinuities Examination One casting from each 400 (50 sets) are to be
examined by the manufacturer for internal discontinuities using either
radiographic or ultrasonic methods.
a Radiographic
Examination Castings are to be
examined for internal discontinuities by means of X-ray or gamma rays. The
procedure is to be in accordance with ASTM Recommended Practice E 94 and Method
E 142. The types and degrees of discontinuities considered are to be judged by
ASTM Reference Radiograph E 446. Basis for acceptance is to be as follows:
Nature
of Defects |
Radiographic Acceptance Criteria |
Blow holes |
Level 4 |
Inclusions Shrinkholes category |
Level 4 |
CA, AB, CC, or CD |
Level 3 |
Cracks |
None |
Quench cracks |
None |
b
Ultrasonic Inspection Castings are to be ex-
amined for internal discontinuities by means of ultrasonic
inspection. The inspection procedure is to be in accordance with ASTM
Specification A 609. Methods of testing and basis of acceptance are to be
agreed upon.
14.17 Marking
Each corner casting will be identified with the foundry
identification mark and AB to signify compliance with the Rules.
Section
15 Certification of Container Chassis
15.1 General
A marine container chassis is a
vehicle built specifically for the purpose of transporting a marine cargo
container, so that when the container is placed upon the chassis, the unit
produced serves the same function as a full semitrailer. Examples of different
types of chassis are shown in Figures 15.2 through 15.6.
This section
provides the requirements for the interface between marine containers and the
container chassis. This section does not provide requirements for flatbed
trailers or trucks used for the transport of containers.
The certification
of chassis will be to the requirements contained herein or other approved
specifications based upon the submission and review of design plans, material
specifications, and a quality control program. Approval is also based on the
satisfactory completion of the prototype tests in 15.15.1 through 15.15.19, the
production tests in 15.15.1 through 15.15.6, and the survey of each chassis.
Certification will be to the gross vehicle weight rating (GVWR) specified by
the applicant.
The GVWR may be
higher than weights which can be legally transported over any highway. It is
the operator’s responsibility to check the maximum combined vehicle weight for
the country or state of operation and to operate within that limit. To assist
clients in determining the allowable GVWR for a particular country we have
reprinted tables published by the International Road Federation that detail the
limits of motor vehicle sizes and weights for most countries. (See Appendix C).
The GVWR is the rated structural capacity
of the chassis, including the tare weight of the chassis being supported by the
kingpin and axle(s) with the load uniformly distributed over its cargo bearing
area. The GVWR is to be specified in kilograms or pounds. It is the
manufacturer’s responsibility to designate a GVWR limited by the component with
the lowest working rating. Consideration is to be given to the ratings of the
suspension system, tires, rims, bearings, hubs, axles, brakes, subframe, etc.
Consideration of environmental and operational factors may require the
manufacturer to reduce the nominal rating of the components or the chassis. The
GVWR represents the load that may be continually sustained by the components in
the system.
15.1.1 Specifications
The chassis manufactured in accordance with the requirements
specified herein will conform to the standards, requirements, and recommended
practices, of the following codes at the time of manufacture:
American National Standards Institute (ANSI)
International
Organization for Standardization (ISO)
Truck Trailer Manufacturers Association (TTMA) Society of
Automotive Engineers (SAE)
To assist
manufacturers, the Association of American Railroads Specification M-943-80,
Container Chassis for TOFC Service is shown in these Rules in Appendix B.
Engineering information provided herein
notwithstanding, the manufacturer shall remain solely responsible for the
design and performance of the chassis in its intended service.
15.1.2 Chassis Built Under Survey
Chassis which have been built to the full requirements of
the Rules, and to the satisfaction of the Surveyors to the Bureau, will be
certified and distinguished by the Emblem shown in Figure 15.1.
15.1.3 Chassis Not
Built Under Survey Individual existing chassis which have not been built to
the requirements of these Rules, but which are submitted for certification, are
to be subjected to testing in accordance with the requirements of these Rules.
Where found satisfactory they will be certified accordingly.
FIGURE 15.1
Emblem—General Service
This is a representation of the emblem that will be affixed
to each Bureau-approved marine container chassis.
FIGURE 15.2 Flatframe Chassis for Twenty Foot Container
FIGURE 15.3
Flatframe Chassis for Forty Foot Container
15.1.4 Optional Inspection
When requested by an owner the Bureau may also inspect
chassis in accordance with owner specifications in addition to the inspection
required by the Rules for certification.
15.1.5 Loading,
Handling and Securing These Rules are published with the understanding that
the responsibility for securing a chassis and for the reasonable handling and
loading of chassis including the avoidance of weight distributions which are
likely to set up abnormally severe stresses, does not rest upon the Committee,
or the Bureau.
15.1.6 Application for Certification The
application* for the certification of chassis by design series is to include
a statement that the equipment will be built in conformance to approved plans;
that they will be manufactured under a quality control program acceptable to
the Bureau; that they will be available for inspection during manufacture and
testing; and that they will be tested in accordance with prescribed procedures.
The application is also to affirm that changes in design, materials, or fabrication
methods will not be made without written approval from the Bureau.
15.1.7 Certification
by Design Series For the application of each design series to be certified,
plans and data including at least the following are to be submitted:
Application/Chassis
data/Material identification—four copies
Welding procedures—four copies
Specified torque for fasteners—four copies
Drawings—four
copies each General arrangement
Sub-assemblies
Details of components
Markings and data plates
Test agenda—four copies
Quality control procedures—a one time
requirement for each manufacturing facility.
*To assist clients in providing the information
necessary for the certification of container chassis the Bureau has printed
application forms, available upon request.
15.1.8 Certification
of an Approved Design Series For the certification of additional units of
an approved design series, the submittal is to include at least the following:
Application form
Chassis Data—one copy
Marking Drawing—four copies only if
owner has changed
15.1.9 Design Changes
When changes are being made to an application* or to an approved
design series, the applicant is to submit at least the following:
Chassis Data—one copy
General Assembly,
sub assembly, and detail drawings, showing any revision from original
design—four copies
Marking Drawing—four copies only if
owner has changed
All changes will be reviewed. If the modifications are
deemed significant, retesting of those parts of the chassis affected by the
modification may be required.
15.1.10 Application for Certification of Existing
Units
Any owner of an existing chassis may apply to the Bureau for
certification. The application is to include the date of manufacture, the
manufacturer’s serial number, the operating number, the GVWR, and a test agenda
which identifies the load values to be used during the testing of the chassis.
15.1.11 Certification
to Other Requirements When the application includes a request for
certification to governmental requirements, international conventions, or other
standards, the submittal is to include the necessary information required for
the reviews.
15.3 Construction
The manufacturer is responsible for the quality of
workmanship. The Surveyor is to satisfy himself that procedures and
workmanship, as well as the material used, are in accordance with the reviewed
plans and the requirements of these Rules.
FIGURE 15.4 Gooseneck Chassis for Forty Foot Container
FIGURE 15.5 Combination Chassis for Twenty Foot or Forty
Foot Containers
15.3.1 Material Standards
Except where specifically approved, all structural materials
are to conform to an established specification. In the selection of materials
due regard is to be given to established practices in the country in which the
material is produced and the purpose for which the material is intended, the
expected service, and the nature of construction of the chassis.
15.3.2 Quality Control Document The
manufacturer is to submit a quality control document which details those
inspections and controls which are to be followed to ensure production units of
quality at least equal to that of the prototype. The quality control document
is to contain the information listed in paragraphs 4.1.1 through 4.1.5. It is
also to contain the procedures of the production tests 15.15.1 through 15.15.6.
15.3.3 Welding
Welding is to comply with the requirements of this section
unless approved otherwise. In all instances, welding procedures and filler
metals are to produce sound welds that have strength and toughness comparable
to that of the base material.
15.3.4 Workmanship and
Supervision
The Surveyor is to be satisfied that all welders and welding
operators are properly qualified and are experienced in the type of work
proposed and in the proper use of the welding processes and procedures to be
followed. The Surveyor is to be satisfied that a sufficient number of skilled
supervisors will be employed to ensure thorough supervision and control of all
welding operations.
15.3.5 Environment
Proper precautions are to be taken to ensure that all
welding is done under conditions where the welding site is protected against
the harmful effects of moisture, wind and severe cold. Paint or oil mist and
other contaminants which tend to cause weld porosity are to be kept from the
vicinity where welding is in progress.
15.3.6 Preheat
The use of preheat is to be considered when welding
higher-strength steels, materials of thick cross sections, materials subject to
high restraint, and when welding under high humidity or when the temperature of
the steel is below 0°C
(32°F). The
control of interpass temperature is to be specially considered when welding
quenched and tempered higher-strength steels. When preheat is used, the base
metal temperature is to be in accordance with the accepted welding procedure
and to the satisfaction of the Surveyor.
15.3.7 Low-Hydrogen Electrodes or Welding
Processes
The use of low-hydrogen electrodes or welding processes is
recommended for welding all higherstrength steel weldments subject to high
restraint. When using low-hydrogen electrodes or processes, proper precautions
are to be taken to ensure that the electrodes, fluxes, and gases used for
welding are clean and dry.
15.3.8 Weld Soundness and Surface Appearance All
welds are to be sound and crack free throughout the weld cross section and
fused to the base material. Welds are to be reasonably free from imperfections
such as lack of fusion, incomplete penetration, slag inclusions, and porosity.
The surfaces of welds are to be visually inspected and are to be regular and
uniform with a minimum amount of reinforcement and reasonably free from
undercut and overlap. Welds and adjacent base metal are to be free from
injurious arc strikes. When required by an approved plan or by a specification,
contour grinding is to be carried out to the Surveyor’s satisfaction.
15.3.9 Repair Welding
Unsatisfactory welding as determined by visual inspection,
or non-destructive test methods is to be corrected by the removal of the
defective weld and/or adjacent material. The defective weld area is to be
rewelded using a procedure consistent with the base material and to the
satisfaction of the attending Surveyor. Removal by mechanical means of minor
surface defects such as arc strikes, scratches or shallow gouges may be
permitted at the discretion of the attending Surveyor.
15.3.10 Quality Control
To assure quality, sample welds may be required to be made
periodically by welders and operators at the discretion of the Surveyor. Sample
welds are to be made, at the location of production welding, using the same
equipment, material and filler metal as intended for production. The sample
welds are to be examined for workmanship and may be required to be sectioned,
etched and examined for weld soundness. When necessary, measures are to be
taken to correct unacceptable workmanship. The Surveyor is to be satisfied that
the welders and operators are proficient in the type of work which they are
called upon to perform through due consideration of the system of employment,
training, apprenticeship, plant testing, inspection, etc., employed.
FIGURE 15.6 Dropped Frame Chassis for Twenty Foot Tank
Container |
15.5 Definitions
15.5.1 Air Brake System
A brake system which uses compressed air as a means of
transmitting pressure or force from driver control to service brakes and
emergency brakes.
15.5.2 Axle
Rectangular,
square, or circular steel sections with spindles pressed onto the end about
which wheels rotate.
15.5.3 Axle Setting
Single axle setting: the distance from
the centerline of the axle to the rear surface of the chassis. Tandem axle
setting the distance from the centerline, between the front and rear axles of
the tandem to the rear surface of the chassis.
In some countries other than the United
States the measurement is made from the centerline of the kingpin.
15.5.4 Bogie
A removable, self-contained assembly of axles, wheels,
springs and suspension and brake components built specifically for use as rear
wheels under a chassis. When the assembly is not removable, it is called
“undercarriage” or “running gear.”
15.5.5 Bolster
A transverse structural member designed to support and hold
the container in a fixed position. Examples of common types of bolsters are
shown in Figure 15.7.
15.5.6 Check Valve
A device which is used to isolate automatically one part of
the air brake system from another. A one-way check valve provides free air flow
in one direction only. A two-way check valve permits actuation of the brake
system by either of two brake application valves.
15.5.7 Drain Valve
A valve or petcock fitted to the air reservoir or other low
point in the air system to allow for drainage of moisture that may have
condensed in the air system.
15.5.8 Fenders
Rigid structures mounted over tires to prevent damage from
debris picked up by the tires. Also known as mudguards.
15.5.9 Fifth Wheel
A device used to connect a truck tractor to a chassis in
order to permit articulation between the units. It is generally composed of a
trunnion plate and latching mechanism mounted on the truck tractor.
15.5.10 Front Pin Locking Device
A container securement device that, when locked, prevents
the container from disengaging from the chassis. (See Figure 15.8.)
15.5.11 Glad Hands
Fittings for connection of air brake lines between vehicles.
15.5.12 Gooseneck
The forward portion of the chassis that fits into the
recess, or tunnel, of containers constructed in accordance with 6.9.3. See
Figure 15.9.
15.5.13 Gross Vehicle Weight
Rating (GVWR)
The structural capacity of a chassis supported at the
kingpin and axles with the load uniformly distributed along its length. In some
countries other than the United States this includes the weight of the tractor.
15.5.14 Gross Weight
The weight of a chassis and a container with the weight of
its entire contents. For the definition of gross weight relating to containers,
see Section 5.
15.5.15 Harness
A set of wires used to transmit electrical power through the
chassis.
15.5.16 Horn
A structural member on the front of a chassis to serve as a
gathering device for guiding a container into its proper place on the chassis
for securement. In transit the horn provides a mechanical stop to prevent
forward movement of the container with respect to the chassis. Frequently the
horn serves as a mounting place for the connection box. Also known as
“container guide” or “stop.” (See Figure 15.9.)
15.5.17 Kingpin
The pin on a chassis that mates with the fifth wheel of a
truck tractor while coupling the two units together. See Figure 15.10.
15.5.18 Landing Gear
Devices generally adjustable in height, used to support the
front end of a chassis in an approximately level position when disconnected
from the towing vehicle. Also called “Supports.” See Figure 15.11.
15.5.19 Landing Legs
Vertically adjustable supporting members of a landing gear
to which sandshoes or wheels are attached.
15.5.20 Running Lights
Marker, clearance, and identification lights of a chassis.
(See Figure 15.12.)
15.5.21 Sandshoe
A horizontal steel plate used on a landing gear (supports)
which serves as the ground contact surface. Sometimes used in combination with
a wheel type landing gear.
15.5.22 Semitrailer
A vehicle equipped with one or more axles and constructed so
that the front end, and a substantial part of its own weight and that of its
load, rests upon a truck tractor. A container chassis is a special type of
semitrailer.
15.5.23 Seven-Way Plug (7-way plug; 7-way
connector)
The electrical connector carrying seven circuits which
transmits electrical power from the tractor to the chassis. A 6-way plug or
connector contains six circuits, etc. See Figure 15.13.
15.5.24 Spring Suspension
A suspension utilizing one or more cambered steel leaves to
absorb road shocks from the axles and transfer loads through suspension
components to the suspension subframe.
15.5.25 Hangers
The brackets used to mount the suspension to the subframe.
Made to accommodate the end of the spring.
15.5.26 Suspension
A means whereby the axle or axles of a unit are attached to
the vehicle frame. Designed in such a manner that road shocks are absorbed through
springs (leaf, air, torsion, or other), thus reducing the forces entering the
frame. Overslung suspension is a suspension where the spring passes over the
axle. Underslung suspension is a suspension where the spring passes under the
axle.
15.5.27 Tare Weight
The weight of a chassis without the container.
15.5.28 Truck Tractor
A powered motor vehicle used for pulling a chassis or
semitrailer and so constructed as to carry part of the chassis weight and load.
FIGURE 15.7 Typical Bolsters
15.5.29 Twist Lock
A securement device consisting of a rotatable head and fixed
collar that projects into the bottom aperture of a bottom corner fitting to
prevent the disengagement of the container from the chassis when the rotatable
head is in the locked position. (See Figure 15.14.)
15.5.30 Undercarriage
Consists of the complete subframe suspension, with one or
more axles which may be interconnected, and wheels, tires and brakes.
15.5.31 Upper Coupler Assembly
Consists of the upper coupler plate, reinforcement framing
and kingpin mounted on a chassis.
15.5.32 Upper Coupler Plate
A plate structure through which the kingpin neck and collar
extend. The bottom surface of the plate contacts the fifth wheel when the chassis
is coupled.
15.7 Design
Considerations
The chassis is to have sufficient structural strength to
remain serviceable and withstand, without significant permanent deformation,
the static and dynamic loads imposed by normal service in highway, railway, and
shipboard service when loaded to its GVWR. The specific design loading
requirements are to be not less than those given in 15.7.1 times the GVWR. The
manufacturer is responsible for designing the chassis with sufficient strength
to withstand the design loads and is to include factors of safety allowing for
fatigue, normal wear and tear, manufacturing fabrication techniques, and
material properties. The chassis shall be operable in climate conditions
varying from –45°C
to 54°C (–50°F to 130°F).
15.7.1 Direction of Forces
Acceleration of forces relative to the longitudinal axis of
the chassis are:
Direction Accelerations
Downward 1.7G Upward 0.5G Lateral 0.3G
Longitudinal 3.5G
G represents the acceleration due to gravity.
The above values are for railway and road requirements. When
the chassis is to be used for shipboard service, the downward acceleration of
force is to be 1.8G. The acceleration of forces are assumed to act singly or
simultaneously in any combination.
15.7.2 Load Transfer Areas
The chassis is to be capable of accepting the container loads
in the vertical downward direction by one or more of the three possible means
listed herein.
a By
accepting loads from the container corner fittings through the front and rear
supporting bolsters in the area of the container securement devices only.
b By
accepting loads from the container base structure through the chassis main
frame in area specified as the load transfer zones in Figure 6.2. c By any combination of the above.
15.7.3 Container
Securing Devices The chassis is to be capable of absorbing the lateral
forces shown in 15.7.1 through the fittings (and gooseneck, when provided)
mounted on one side of the chassis, acting in either direction, when the
container is loaded to its maximum gross weight. The chassis is to be capable
of absorbing the longitudinal forces shown in 15.7.1 through the fittings
mounted on one end of the chassis, acting in either direction. The twist locks
are to be capable of withstanding 2.5 times the tare weight of the chassis in a
vertical upward direction. The securing devices are to restrain the container
from moving laterally, longitudinally, or vertically more than 25 mm (1 in.).
15.7.4 Chassis Securing Points
Securing points on chassis (see Figure 15.15), when
provided, are to be designed for the purpose of securing the chassis to the
ship’s deck and are to have an aperture or apertures each capable of accepting
only one lashing. The securing point should permit varying directions of the
lashing to the ship’s deck. If more than one aperture is fitted to one securing
point, each aperture is to have the same strength as is required or the
securing point in the table below. The same number of securing points are to be
provided on each side of the chassis, the minimum number being two, the maximum
is six.
The minimum required strength for each securing point is to
be determined by the following formula:
GVWR × 10 × 1.2 Sr = n
Sr = minimum
required strength for each securing device
GVWR = the Gross Vehicle Weight
Rating n = the minimum number of securing points on one side of the chassis
FIGURE 15.8 Front Pin Locking Device
Securing points should be capable of transferring the load
from the lashings to the structure of the chassis. Securing points are not to
be fitted to the bumpers or axles of any chassis, unless these latter items are
specially constructed and the loads are directly transmitted to the chassis.
Securing points on chassis should be located so as to ensure an effective
restraint by the lashings. Securing points should be located in positions where
the lashings can be readily and safely attached. This should be taken into
account, particularly where side-guards, or fenders are fitted to the chassis.
The internal free passage of the aperture should be not less than 80 mm (3
in.). The aperture need not be circular in shape. A marking in a clearly
visible color should indicate each securing point on the vehicle.
15.9 Design
Features
15.9.1 Container
Securing Devices Securing devices are to be provided for each container
size for which the chassis is designed. All securing devices are to be capable
of being locked and unlocked to the corner fittings of either a loaded or
unloaded container without undue force.
The twist lock and
collar of a securing device are to be in accordance with Figure 15.14. The
operating handle is to be capable of rotating 90 degrees and is to be parallel
with the bolster when in a locked position. The pin of a front pin locking
device is to be in accordance with Figure 15.8. The locking pin is to penetrate
the corner fitting 32 mm (1¼ in.) minimum when measured from the face of the
front corner fitting.
The dimensions for the distance between
the centers of the container securing devices, and the value of the difference
of the diagonal tolerances are not to exceed those given in Figure 15.18.
15.9.2 Kingpin
A coupling pin, commonly referred to as
a kingpin, is to be provided for coupling the chassis to the fifth wheel of the
tractor. The location of the kingpin is to be specified by the applicant. The
dimensions of the kingpin are to be in accordance with ISO 337 as shown in
Figure 15.10. The kingpin is to be designed to meet the rail mode operational
conditions required by AAR Specification 7-931-83, Part 4.2.3. The kingpin is
to be hardened to 380–420 on the Brinell scale or equivalent.
The kingpin is to be mounted in
accordance with ISO 337. Alternative methods of mounting will be considered
provided they are no less effective. If the alternative method of mounting
provides for welding, the process including the grade and/or specification of
the electrodes is to be submitted for review.
15.9.3 Chassis Support
A chassis support is to be provided to
support the chassis when it is not coupled to a truck tractor. The chassis
support includes the landing gear assembly, bracing, mounting brackets, and
fasteners that connect these items to the chassis.
The distance
between the landing gear and the transverse center line of the kingpin, is to
be specified by the applicant. Where manually operated landing gears are used,
they are to be equipped with heavy duty wheels or pads (sand shoes) and heavy
duty axles. The lifting capacity of both landing gear legs is to be a minimum
of 17,235 kg (38,000 lbs.), with 135.6 Nm (100 ft. lbs.) of torque delivered to
the input shaft.
The mounting holes
for the landing gear box or plate are to be in two vertical rows 190 mm (7½
in.) apart, center to center, horizontally and 51 mm (2 in.) apart, center to
center, vertically, as shown in Figure 15.16.
The landing gear leg spacing dimensions
are to be a minimum of 1143 mm (45 in.) from the inside edge of the wheels or
sand shoes, and a maximum of 2235 mm (88 in.) from the outside edge of the
wheels or sand shoes. There is to be no cross bracing which results in less
than 305 mm (12 in.) road clearance. See Figure 15.11. Chassis are not to be
supported solely by their own landing legs during transport.
15.9.4 Couplers
Coupling devices i.e. glad hands, are to be provided for
connecting air brake lines between the chassis and the tractor. They are to be
so designed that the service brake line and emergency line brake cannot be misconnected.
15.11
Electrical System and Reflectors The electrical system, including
the connector socket, the quantity and type of lamps, the quantity and type of
reflectors, are to be submitted for review. All electrical components are to
meet the requirements of the government* where the chassis is intended for service.
(See Figures 15.12 and 15.17.)
15.11.1 Connector Socket
The connector socket** is to be designed in accordance with
paragraph 4.3 of ISO 3731 or 4.3 of ISO 3732 determined by the design voltage
of the chassis. (See Figure 15.13).
*The United States requirements for the electrical
system is published by the Bureau of Motor Carrier Safety in the Code of
Federal Regulations, Title 49, Part 393.
**The connector socket is to be designed to receive
the connector plug, which is not part of these requirements, also shown in
Figure 15.13.
FIGURE 15.9
Gooseneck
Chassis
Gooseneck Dimensions
|
|
Millimeters |
Inches |
Gooseneck Length |
GL |
3124 Max |
123 Max |
Gooseneck Width Gooseneck Height Above Upper Coupler Plate Gooseneck Height Above
Main Frame |
GW GH GC |
1016+0–3
121 Min 121+0–1.5 |
40+0–Z, 4¾ Min
4¾+0– Zz |
The chassis gooseneck illustrated
is compatible with the tunnel dimensions shown in Figure 6.5. It may not be
compatible with existing non-standard tunnel type containers.
15.11.2 Wiring
A conventional seven wire cable is to be installed as shown
in Figure 15.17. The wiring harness is to be made in two main sections coupled
by a watertight junction box just ahead of the rear bolster. Separate harnesses
from the electrical socket are to be provided inside the front bolster for the
front marking lights. The harness is to be supported by grommets through the
upper coupler area and secured along the main rails with non-metallic or
plastic coated clips. Where the hardness passes through crossmembers, bolsters,
or other steel components, rubber grommets are to be used.
15.11.3 Lamps
The quantity and location of lamps are to be as shown in
Figure 15.12 or as required by the country of intended service. The lamps are
to be recessed from the sides and ends of the chassis for protection.
15.11.4 Reflectors
The quantity and location of reflectors are to be as shown
in Figure 15.12 or as required by the country of intended service. The
reflectors are to be recessed from the sides and ends of the chassis for
protection.
15.13 Testing
Requirements
15.13.1 Prototype Tests
The prescribed tests, 15.15.1 through
15.15.19 are required to be performed on a prototype. The tests are to be
witnessed by a Surveyor. The tests need not all be performed on the same chassis,
nor sequence listed. However, the tests are not to be performed on more than
two representative chassis; the dimensional check is to be done first.
When the result of any test is not
satisfactory, the test is to be repeated on a minimum of two additional chassis
to demonstrate satisfactorily the adequacy of the design.
15.13.2 Production Tests
The prescribed tests 15.15.1 and
15.15.6 are to be performed on each production unit. If the manufacturing
operation has sufficient jigs and fixtures to control dimensions, and the
quality control procedures assure their accuracy, the frequency of performing
the dimensional check may be modified.
The Surveyor is to witness representative
production tests during periodic visits to the plant of the manufacturer.
Records of production tests are to be made available to the Surveyor during the
periodic visits.
15.15 Tests
15.15.1 Dimensional Check
The chassis under test is to be measured to ensure
compliance with the dimensional specifications in Figure 15.18.
15.15.2 Attachment/Fastener Fabrication Check The
attending Surveyor is to verify that all welded components and those secured by
fasteners are fabricated in accordance with reviewed prints. Fasteners are to
be checked for the manufacturers specified torque.
15.15.3 Kingpin
Alignment Test The kingpin is to be tested for alignment on the
longitudinal and transverse centerlines. A gauge, as shown in Figure 15.19 is
to be placed in contact with the upper coupler plate and slid over the kingpin.
The kingpin must pass through the slot in the gauge with the top of the gauge
in contact with the upper coupler plate.
15.15.4 Axle Alignment Test*
The chassis is to be placed on a level surface. The unloaded
vehicle is to be rolled back and forth to avoid brake applications. The vehicle
must be level from side to side as
well as from front to rear. Remove the outer wheels or affix extenders to the
axle ends to achieve a straight line from the kingpin to the axle. (See Figure
15.20.)
a The
distance from the kingpin to the axle on both sides of the front axle are to be
measured. The distances are to be equal, within 3 mm (Z, in.).
b When
tandem axles are provided the distances between axles are to be measured on
both sides of the chassis. The distances are to be equal, within 1.5 mm (Zzn in.).
c The
lateral centerline of the chassis body and axles are to be determined. The
distances between the centerlines should not exceed 6 mm (¼ in.).
*This test is intended as a guide for the alignment of
axles on newly manufactured and rebuilt chassis and describes one procedure for
measuring chassis axle alignment with simple tools. Other procedures will also
be considered.
FIGURE 15.10 Fifth Wheel Kingpin
15.15.5 Electrical System Test
The chassis is to be in a normal operating position coupled
to a tractor, with its electrical connector plug connected to the tractor’s
power supply. The chassis is to be examined for:
Installation of all wiring and connector sockets
Installation of grommets
Quantity, type and location of lamps
Operation of all lamps, i.e., running, directional, brake
15.15.6 Air Brake System Test
The chassis may be road tested for
proper operation of both service and emergency brake systems. Alternatively the
chassis may be tested using the procedure described below and as shown in
Figure 15.21. a The chassis couplers
(glad hands) are to be connected to air lines through air line couplers. The
shut-off valve in the control (service) line is to be closed. Air is to be
allowed to enter through the supply (emergency) line. The air pressure is to be
between 7.7 and 8.4 kg/cm2 (110 to 120 psi). The valve in the
control (service) line is to be opened and the brakes should apply. b Close the valve in the air supply
line and in the control (service) line leaving service brakes applied. The
pressure at the gauges is to be recorded and held for five minutes. A drop in
pressure exceeding .35 kg/cm2 (5 psi) is considered unacceptable.
The system is to be checked for leaks. If there are any, they must be repaired.
Then this procedure is to be repeated until the system holds the pressure as
prescribed above. c With the valves
in the air supply line and in the control (service) line closed, uncouple the
control (service) glad hands. The air in the control (service) line will
exhaust into the atmosphere. The brakes should release. The drain cock in the
supply line is to be opened and the pressure is to be allowed to drop
gradually, the relay emergency valve should function and apply the brakes.
d
After the air in the supply (emergency) line of relay emergency valve
systems is exhausted, there is to be no air flowing out of the exhaust port of
the drain.*
The drain cock in the supply (emergency) lines is to be
closed. The valve in the air supply line is to be
*Note: Some production plant procedures facilitate handling of in-process running gear assemblies by caging
(securing the brakes in not applied
position) the spring brakes on the assemblies. It is necessary, therefore, that the inspection
procedure be applied after all other
required system checks have been performed.
opened. The brakes, which were applied in the emergency
application, should release.
15.15.7 Kingpin and Upper Coupler Assembly Test
The chassis is to be placed on a level asphalt or concrete
surface. The landing gear legs are to be extended to maintain the chassis in a
level position. A container is to be placed on the chassis and secured with the
chassis own container securing devices. The container is to be loaded with an
evenly distributed load. The weight of the container with its load, plus the
chassis is to equal the GVWR. A tractor is to couple its fifth wheel with the
kingpin of the chassis. The approach and coupling is to be sudden. The tractor
is to be moved 3 m (10 ft) forward, returned to its starting position and
uncoupled from the chassis. The test is to be done three times. The first test
is to be with the tractor in line with chassis; the second approach is to be 90
degrees to the roadside; the third approach is to be 90 degrees to the
curbside.
15.15.8 Grappler Lift Test
The chassis is to be placed on a level asphalt or concrete
surface. The landing gear legs are to be extended to maintain the chassis in a
level position. A container is to be placed on the chassis and secured with the
chassis own container securing devices. The container is to be raised leaving
the chassis suspended by its own securing devices. The chassis shall remain
suspended for a period of not less than five minutes.
15.15.9 Chassis Landing Gear System Strength Test
The chassis is to be placed on a level asphalt or concrete
surface. The landing gear legs are to be extended to maintain the chassis in a
level position. A container is to be placed on the chassis resting in its
normal operating position, i.e. on the four twist lock pads or two twist lock pads
and its tunnel. The container is to be secured with the chassis own container
securing devices. The container is to be loaded with an evenly distributed
load. The container with its load, plus the chassis, is to equal the GVWR. The
loaded container is to remain on the chassis for not less than five minutes.
FIGURE 15.11 Landing Gear Spacing and Road Clearance
FIGURE 15.12 Lamp and Reflector Layout
15.15.10 Chassis
Support Strength Test The chassis is to be placed on a level asphalt or
concrete surface. The landing gear legs are to be extended to maintain the
chassis in a level position. A container is to be placed on the chassis and
secured with the chassis own container securing devices. The container is to be
loaded with an evenly distributed load. The weight of the container with its
load, plus the chassis, is to equal 1.7 times the GVWR. The front of the
chassis to be supported by a tractor or other device, but the kingpin is not to
be engaged. The chassis front is to be elevated until the landing gear support
legs are 50 to 100 mm (2 to 4 in.) above the test surface then lowered until
the complete load is reimposed gradually on the chassis support.
15.15.11 Drop Test
The chassis is to be placed on a level asphalt or concrete
surface. The landing gear legs are to be extended to maintain the chassis in a
level position. A container is to be placed on the chassis and secured with the
chassis own container securing devices. The container is to be loaded with an
evenly distributed load. The weight of the container with its load, plus the
chassis, is to equal the GVWR. The front end of the chassis is to be elevated
by a tractor until the support legs are 90 mm (3½ in.) above the test surface.
The tractor is not to engage the kingpin but is to extend under the chassis the
minimum distance required to support the chassis in a static condition. The
tractor is to be accelerated abruptly permitting the chassis to drop and the
landing gear to impact on the asphalt or concrete surface. This test is to be
repeated ten times.
15.15.12 Landing Gear
Bracing Test, Longitudinal The chassis is to be placed on a level asphalt
or concrete surface. The chassis is to be empty and coupled to a tractor or
otherwise secured to withstand the forces to be applied. The landing gear legs
are to be extended to maintain the chassis in a level position.
A force equal to
6350 kg (14000 lb) is to be applied simultaneously to each of the extended
landing gear legs. The force is to be applied parallel to the longitudinal axis
of the chassis at midpoint on the centerline of the axle of the landing gear
shoe. The force is to be applied first toward the rear of the chassis and then
toward the front of the chassis.
In each case the force is to be held for
not less than five minutes.
15.15.13 Landing Gear
Strength Test, Longitudinal The chassis is to be placed on a level asphalt
or concrete surface. The chassis is to be empty and coupled to a tractor or
otherwise secured to withstand the forces to be applied. The landing gear legs
are to be extended to maintain the chassis in a level position.
A 5,900 kg (13,000
lb) horizontal force is to be applied parallel to the longitudinal axis of the
chassis at midpoint on the center line of the axle of the landing gear. The
force is to be applied first toward the front of the chassis and then toward
the rear of the chassis. The force is to be held for not less than five
minutes. Upon removal of the force, the torque delivered at the input shaft to
extend or retract the legs is not to exceed 135.6 Nm (100 ft lb).
This test may be waived if: test 15.15.12
Landing Gear Bracing Test, Longitudinal, was conducted with the landing gear in
place; and tubes simulating the landing gear were not used; and the results of
the test are considered satisfactory.
15.15.14 Landing Gear Bracing Test, Lateral The
chassis is to be placed on a level asphalt or concrete surface. The chassis is
to be empty and coupled to a tractor or otherwise secured to withstand the
forces to be applied. The landing gear legs are to be extended to maintain the
chassis in a level position.
A force equal to 9,075 kg (20,000 lb) is
to be applied to the landing gear legs parallel to the transverse axis of the
chassis. The force is to be applied to the extended legs on the centerline of
the axle of the landing gear shoe. The force is to be divided with 5,900 kg
(13,000 lb) being applied inward and 3,175 kg (7,000 lb) being supplied outward
simultaneously.
15.15.15 Landing Gear
Strength Test, Lateral The chassis is to be placed on a level asphalt or
concrete surface. The chassis is to be empty and coupled to a tractor or
otherwise secured to withstand the forces to be applied. The landing gear legs
are to be extended to maintain the chassis in a level position.
A force equal to
5,900 kg (13,000 lb) is to be applied to the landing gear legs parallel to the
transverse axis of the chassis. The force is to be applied inward at the
centerline of the axle of the landing gear shoe.*
The force is to be held for not less than
five minutes. Upon removal of the force, the torque delivered at the input
shaft to extend or retract the legs is not to exceed 135.6 Nm (100 ft lb).
*Note: If the landing gear legs are provided with wheels instead
of sand shoes, the force is to be
applied 25 mm (1 in.) above the bottom
of the leg.
FIGURE 15.13 Seven Conductor Electrical Connector
15.15.16 Landing Gear
Strength Test, Vertical The chassis is to be placed on a level asphalt or
concrete surface. A container is to be placed on the chassis. The container is
to be secured with the chassis own securing devices. The landing gear legs are
to be extended to maintain the chassis in a level position. The container is to
be loaded to a landing gear axle weight of 31,750 kg (70,000 lb).
The load is to be held for not less than
five minutes. Upon removal of the load, the torque delivered at the input shaft
to extend or retract the legs in low gear is not to exceed 135.6 Nm (100 ft
lb).
15.15.17 Landing Gear Strength Test, Component The
chassis is to be placed on a level asphalt or concrete surface. The landing
gear legs are to be extended to maintain the chassis in a level position. A
container is to be placed on the chassis. The container is to be secured with
the chassis own securing devices.
The container is to
be loaded to a landing gear axle weight of 1.5 times the landing gears rating.
The legs are to be retracted 76 mm (3 in.) and then extended 76 mm (3 in.).
Upon removal of the load, the torque
delivered at the input shaft to extend or retract the legs in low gear is not
to exceed 135.6 Nm (100 ft lb).
15.15.18 Landing Gear
Strength Test, Lifting The chassis is to be placed on a level asphalt or
concrete surface. A container is to be placed on the chassis. The container is
to be secured with the chassis own securing devices. The landing gear legs are
to be extended 370 mm (14½ in.) or until the chassis is level. The container is
to be loaded to a front axle weight equal to the design rating of the landing
gear.
The low gear of the landing gear assembly
is to be engaged. Torque is to be applied to the input shaft to extend the legs
25 mm (1 in.). The torque is to be measured at the input shaft. The average
torque measured during the extension procedure is not to exceed 135.6 Nm (100
ft lb).
15.15.19 Securing
Point Strength Test The chassis is to be placed on a level asphalt or
concrete surface. The landing gear legs are to be extended to maintain the
chassis in a level position. The chassis is to be empty and secured to
withstand the forces to be applied.
1. The
securing ring is to be measured. The dimensions are to be within the minimum
and maximum dimensions shown.
2. A
force equal to the GVWR times 10 times1.2 divided by the total number of
securing points on each side of the chassis is to be applied in tension to a
securing ring. The force is to be applied three times. The line of force is to
be at 30°, 60°, and 90° to the longitudinal axis of
the chassis, while at 60°
downward to the horizontal plane.
The force is to be held for not less than
five minutes. Upon removal of the force, the securing point is not to exhibit
any deformation.
FIGURE 15.14 Twist Lock Securing Device
FIGURE 15.15 Chassis Securing Point FIGURE 15.16 Mounting Hole Pattern in Landing Gear Support
Bracket
FIGURE 15.17 Electrical System Schematic
FIGURE 15.18 Dimensional Requirements Straight Frame
Chassis
FIGURE 15.19 Kingpin Gauge
FIGURE 15.20 Axle Alignment
FIGURE 15.21 Brake System Test
Appendix B Association of American Railroads Container
Chassis for TOFC Service Standard Specification M-943-80
Adopted: 1974
Effective: March 1,
1981
Revised: 1975, 1977, 1978, 1980*
1.0 Scope
These specifications define the design requirements for
container chassis. It is not the intent of these specifications to place
restrictions on the structural design methods or the use of any materials.
2.0 Objectives
These specifications are intended to provide minimum
requirements for the purchase and construction of container chassis to be used
for transporting domestic and international containers in both rail and highway
modes of transport. Chassis certified under the specification must meet all applicable
Federal, State and Association of American Railroads regulations. Chassis
described herein are not suitable for the transportation of hazardous materials
in tank containers.
3.0 General
Description
3.1 Size
Chassis size (length and width) must conform to applicable
Government regulations. Dimensional details of chassis are to be controlled to
permit application, removal and locking of containers built to Section 4.2 of AAR Specification M-930 (see page 96).
The combination of container and chassis design height shall not exceed 13′6″.
3.2 Weight
Ratings
For purpose of strength requirements
and testing under this specification, chassis are assigned design maximum gross
weights for chassis and loaded containers depending on container length
capacity.
Chassis capable of carrying one or more
containers having combined length no greater than 20 feet are assigned 50,000
pound design maximum gross weight. Chassis capable of carrying containers
*Reprinted
from Association of American Railroads Standard Specifications M-943-80 and
M-931 by permission of the Association of American Railroads, Washington, D.C.
with combined length greater than 20
feet are assigned 65,000 pound design maximum gross weight. For nominal
container lengths and gross weights, see
AAR Specification M-930, Closed Van-Type Dry Cargo
Containers for COFC Service, latest revision. (See page 96).
4.0 Strength
Requirements
4.1 General
4.1.1 While
transporting containers in rail or highway modes or when handled in terminal
operations, the chassis structure will be subjected to dynamic forces resulting
from accelerations imposed by the environment. For purposes of determining
general design loads, the design maximum gross weight is multiplied by the
factors set forth below. The point or points of application of the resulting
static forces are given in Paragraph 2. (Direction is to be taken as relative
to the horizontal plane of top of chassis.)
DIRECTION
Vertical Lateral Longitudinal
1.7 .3 3.5
For the purpose of this Specification, gross container
weights and maximum fully assembled chassis weights are to be utilized for all
container lengths except 35 and 40 foot containers. For these containers, a
chassis design weight of 6,700 pounds is to be used. Resultant container design
weight to be used for design purposes is 58,300 pounds.
4.1.2 Design loads
derived from the factors in Paragraph 4.1.1 are assumed to act singly or
simultaneously in any combination but within the limits set by the following
mutually exclusive conditions:
4.1.2.1 When in
transit, either on rail cars or on the highway, chassis will be supported by
the upper coupler and tires, and will be restrained laterally by the upper
coupler tires, and will be restrained longitudinally through the kingpin.
4.1.2.2 When being
handled in terminal operations, chassis constructed with side rails may be
supported by lifting pads which engage the underside of the side rails at four
locations.
4.1.3 Specific
chassis new components must meet individual strength requirements set forth in
Section 4.2 of this specification. The general load factors will govern overall
chassis design except where specific load factors are specific for individual
structural components.
4.1.4 The design must
be such that under action of the general design loads the chassis shall not
exhibit permanent deformation or weakening of the structure. Where deformation
of individual structural components is acceptable when components are evaluated
under specific load factors, the deformation criteria is specified in paragraph
stating the associated load factor.
4.1.5 Chassis to be
designed to support container and restrain container at locations on container
capable of withstanding imposed forces. Vertical restraint is to be achieved at
container corner castings.
4.2 Strength
Requirements for Individual Structural Components of Chassis
4.2.1 Longitudinal,
lateral, and vertical forces tending to separate container from chassis are
resisted by a system of restraints.
4.2.1.1 Lateral stops
shall be provided to withstand load transverse to longitudinal centerline of
chassis in horizontal plane equal to .3 times maximum gross weight of
container. Force to be distributed over stops at one side only.
4.2.1.2 Longitudinal
stops shall be provided to withstand longitudinal force of 2.5 times maximum
gross container weight. Force to be distributed equally over stops at one end
of chassis.
4.2.1.3 Securement
system shall withstand 2.5 times gross chassis weight for lifting operations in
terminals.
4.2.1.4 Chassis
Bolsters—The loads shown in Sections 4.2.1.1 and 4.2.1.2 and the vertical load
shown in 4.2.1.4.1 are assumed to act singly or simultaneously in any
combination.
4.2.1.4.1 Chassis
bolsters containing container locks and supporting container corner castings
distribute container weight to chassis frame. Chassis bolsters containing
container locks and supporting corner castings are to withstand downward
vertical load equal to 1.7 times maximum gross container weight.
4.2.1.4.2 All chassis
bolsters are to withstand vertical loads (upward and downward) generated by
dynamic conditions specified in Section 4 of this specification. When
applicable chassis bolsters are to withstand lateral and longitudinal force
requirements defined in Paragraph 4.2.1.1 and 4.2.1.2 of this section. On
gooseneck chassis, front horn assembly and gooseneck will be designed for
applicable vertical, lateral, and longitudinal forces.
4.2.1.5 Bottom Side
Rails
Chassis Length |
Center to Center Spacing of Lifting Shoes
(minimum) |
15′–30′ |
10′ |
Over
30′ |
16′ |
4.2.1.5.1 For chassis with side rails subject to
lifting from the bottom by means of the arm type bottomedge method, the lifting
forces can be assumed to be imposed onto the under part of the side rail
through four bearing areas (lifting shoes) at least 18 inches long and 72
square inches in area. It shall be assumed that the four bearing areas will
share the load equally. It is not necessary that the chassis structure contact
the entire area of the lifting shoe or bearing area. The minimum distance between
bearing areas or lifting shoes on each side on the chassis will be assumed to
be:
4.2.1.5.2 To
accommodate the lifting shoes, the chassis must be designed with a clear,
unobstructed area, on each side, of 8″
wide starting at outer edge of side rail of container, whichever is widest and
a length of 2′
less than the length of the chassis, starting 1′
in from each end of the chassis as shown in Figure No. 4-A of the AAR
Specification No. M931, Highway Trailers all types for TOFC Service, latest
revision (see page 100).
4.2.1.6 Kingpin and Upper Coupler Assembly Kingpin
and upper coupler assembly must be designed to meet operational conditions of
the rail mode listed in Table 1, AAR Specification M-931 (see page 105).
4.2.1.7 Chassis
Support
4.2.1.7.1 General
See AAR Specification No. M-931, Section 4.2.4.1 (see page
105).
4.2.1.7.2 Dynamic
Capacity
4.2.1.7.2.1 Chassis
support must withstand without damage 4000 cycles of application of sufficient
load to produce a combined chassis plus container gross weight equal to or
exceeding the designed maximum gross weight equal to or exceeding the designed
maximum gross weight specified in Table 1, Specification M-931 (see page 105).
4.2.1.7.2.2 Chassis support must withstand ten nominal 3
inch drops onto landing gear with chassis loaded to the design maximum gross
weight.
4.2.1.7.3 Static Capacity See AAR Specification No. M-931, Section
4.2.4.4 (see page 105).
4.2.1.8 DOT Bumper See AAR Specification No. M-931, Section
4.2.5 (see page 106).
5.0 Structural
Requirements
5.1 General
Chassis to be of configuration that permits loading and
unloading container from overhead.
5.2 Interface
Dimensions
5.2.1 Interface
dimensions and tolerances must comply with those shown in Figures 1 and 2.
5.3 Container Restraints and Securement
Devices
5.3.1 Longitudinal
and lateral stops to be located on chassis to prevent container from sliding
off either side or either end of chassis.
5.3.2 Stop to be
located in manner that free movement of container relative to chassis does not
exceed 1 inch in longitudinal, lateral, and vertical direction.
5.3.3 A securement
device to be provided for each bottom corner casting of container.
5.3.4 Securement
devices to prevent separation of container from chassis.
5.3.5 With securement
device in locked position, engagement between lock and corner casting must be
maintained under all operating conditions, including effect of wear and
dimensional tolerances. Twistlock must have positive lock to prevent rotation
when in locked position.
5.3.6 Horizontal pin
type locks to have minimum 1¼ inch penetration into corner casting from
outermost vertical surface of corner casting, with container in rearmost
position on chassis. Only full vertical diameter portion of pin is considered
for this requirement.
5.3.6.1 Horizontal
pin lock design to provide maximum 1 inch clearance between corner casting with
corner casting against forward stop and end of pin, with pin in unlocked
position.
5.3.6.2 Design to
provide clearance or other protection for lock pin during loading and unloading
operation.
5.3.7 Securement
devices must have provision to accept a railroad seal in a manner that requires
breaking of seal to open lock.
5.3.8 Securement
device configuration and materials to be such that constant exposure to marine
and industrial atmospheres does not render lock inoperative.
5.3.9 Securement
system is to have AAR approval. Drawings showing details and application,
calculations and material specifications are to be submitted to the AAR for
approval. Sample securement device applied to a section of chassis bolster or
frame to be submitted only upon request. This information is to be submitted in
sixteen (16) copies.
5.4 Upper Coupler Assembly
See AAR Specification No. M-931, Section 5.4 (see page 106).
5.5 Chassis
Support
See AAR Specification No. M-931, Section 5.7 except that
minimum permissible transverse spacing between landing gear wheels or shoes may
be 45 inches (see page 106).
6.0 Testing
6.1 General
See AAR Specification No. M-931, Section 6.0 (see page 106).
6.2 Kingpin
and Coupler Assembly
Kingpin and upper coupler shall withstand test procedures in
Table II of AAR Specification M-931 (see page 97) without failure or permanent
deformation that will not allow checking by kingpin gauges illustrated in
Figure 8 of the AAR Specification No. M931 (see page 102). Condition numbers in
Table II of M-931 relate directly to operational data conditions in Table I of
M-931.
6.3 Strength for
Straddle Lifting The chassis shall be supported equally on four liftshoes
(or the equivalent), each having a bearing area of 4″ x 18″ and located as described in
Section
4.1.2.2. A container loaded to produce a combined chassis
plus container gross weight of 1.7 times the design maximum gross weight
specified in Section 3.2 shall be placed on the chassis for this test, using
the four outermost container support locations. The loaded chassis shall remain
on the supports for a period of not less than 5 minutes.
6.4 Chassis Support Strength
6.4.1 Dynamic
The chassis is to be loaded in a manner to produce a combined gross
weight equal to or exceeding the design maximum gross weight specified in
Section 3.2 shall be placed on the chassis for this test, using the four
outermost container support locations. The loaded chassis shall remain on the supports
for a period of not less than 5 minutes.
6.5 Chassis
Support and Securement Device Strength
6.5.1 Dynamic
The chassis is to be loaded in a manner to produce a combined gross
weight equal to or exceeding the design maximum gross weight specified in
Section 3.2. The landing gear legs are to be extended to position the kingpin
support plate 46 to 48 inches above ground level. Then chassis front is to be
elevated until landing gear is 2 to 4 inches above ground and lowered until
complete load is reimposed gradually without impact on chassis support. This
cycle is repeated 4,000 times.
6.5.2 Drop Test Chassis to be loaded in same manner as for
Section 6.4.1 above, and landing gear legs are to be extended to same position.
Then front end of chassis is to be elevated by a tractor until support legs are
3 to 3½ inches above test surface. Tractor must not engage kingpin and is to
extend under chassis the minimum distance required to support chassis in a
static condition. Tractor is to be accelerated abruptly and at the highest rate
possible, permitting chassis to drop. Chassis support must withstand 10 nominal
3 inch drops. Chassis landing gear is to impact on an asphalt test surface
which is level and smooth prior to test. Asphalt is to be 1 to 2 inches thick
and laid upon a firm base, typical for supporting heavy duty paved parking
areas or upon concrete or steel base.
6.5.3 Longitudinal Strength See AAR Specification No. M-931, Section
6.7.3 (See page 97).
6.5.4 Lateral Strength See AAR Specification No. M-931, Section
6.7.4 (see page 97).
6.6 Landing Gear Strength
See AAR Specification No. M-931, Section 6.8 (see page 98).
7.0 Brake
System
7.1
Brake system must comply with Department of Transportation
regulations.
7.2
Glad hands to be mounted on portion of structure recessed to
locate glad hands flush with or recessed beyond outboard normal plane of
structure. Glad hands must be replaceable without having to reach under the
chassis.
7.3
Air brake lines to be accessible to permit repair with
container mounted on chassis where practical.
7.4
Brake system shall be tested in accordance with Truck
Trailer Manufacturers Association Recommended Practice RP No. 12-78.
8.0 Electrical
System
See AAR Specification No. M-931, Section 9.0 (see page 98).
9.0 Special
Features
9.1
Mud flaps to be mounted at extreme rear of chassis where
possible.
9.2
Number, type, and size of reflective lenses shall meet
Federal requirements.
9.3
A weatherproof container for necessary papers and documents
to accompany the chassis must be attached to an accessible area of the frame on
the nose end.
10.0 Certification
Plaque
10.1
Chassis purchased under these specifications will be so
identified by a stamped or etched Aluminum or stainless steel plate affixed to
the outside surface of center beam. The plate will bear at least the words,
“This chassis meets Specification M-943-00 of the Association of American
Railroads and be provided by the manufacturer or owner. “00” represents the
latest revision year pertinent to chassis. The certification plaque can only be
applied if the trailer complies with the latest revision of the specification
in effect at the time of order. It is desirable to place all certification
information on this plaque that may be required by governmental agencies. Data
demonstrating that chassis is certifiable is to be furnished to purchaser
and/or the AAR upon request.
11.0 Markings
Each chassis shall have name or initials of owners or lessee
and chassis number applied to chassis in letters and figures not less than
three inches high.
12.0 Center
of Gravity
Chassis builder shall furnish purchaser with vertical center
of gravity of empty complete with kingpin support plate 48 inches above tire
running surface.
13.0 Chassis
Underneath Clearance
See Section 13, AAR Specification M-931 (see page 98).
14.0 Approval
All chassis of an untried type must be approved by the AAR.
A chassis shall be considered an untried type when it does not fall into the
category of conventional straight or gooseneck chassis or where design and
configuration are not similar to designs in service. Applications will include
sixteen (16) sets of design or arrangement drawings to include retail or
sub-assembly drawings as necessary and stress analysis.
FIGURE 1 Four Twistlock Chassis/Container Interface
Dimension
FIGURE 2 40-Foot Gooseneck Chassis Interface
Dimensions
Association
of American Railroads
Mechanical
Division
Manual of
Standards and Recommended Practices
SPECIFICATION
M-930-85
Standard
CLOSED
VAN-TYPE DRY CARGO
CONTAINERS
FOR COFC SERVICE
Adopted,
1972; Revised, 1976, 1980, 1983, 1985
Effective:
March 1, 1981
4.1 Corner Fittings The
container shall be equipped with four top and four bottom corner fittings as
shown in Figures 2 and 3. Although the corner fittings shown in Figures 2 and
3 are the only ones accepted for use on a container as defined by this
requirement, there are several other non-standard designs in use. Appendices
B and C illustrate the corner fittings used on a large number of 24-foot and
35-foot containers. It should |
be noted that these corner
fittings do not comply with either this or ISO standards. They are acceptable
providing the maximum height of the bottom of the aperture in the bottom
corner fittings does not exceed 1Z,
inches. 4.2 Exterior Sizes The container shall conform to the dimensions and
tolerances shown below and illustrated in Figure 1. |
Nominal |
Actual Tolerance |
Length *40′ |
40′0″ Plus 0″ Minus C,″ |
*35′ |
35′0″ Plus 0″ Minus C,″ |
*30′ |
29′11Zv″ Plus
0″ Minus C,″ |
*24′ |
24′0C
″ Plus
0″ Minus C,″ |
*20′ |
19′10Zx″ Plus
0″ Minus Zv″ |
*10′ Width |
9′9Cv″ Plus
0″ Minus Czn″ |
*8′ Height |
8′0″ Plus 0″ Minus Czn″ |
*8′ |
8′0″ Plus 0″ Minus Czn″ |
*8′6″ |
8′6Zx″ Plus
0″ Minus Cv″ |
*9′0″ |
9′0″ Plus 0″ Minus Czn″ |
*9′6″ |
9′6″ Plus 0″ Minus Czn″ |
*Applies
only to 40-foot containers with Tunnel Sections at the front end of their
superstructure for use with Gooseneck Type Chassis.
TABLE 2
Test Requirements, Trailers to 65,000 Lbs. Maximum Gross Weight (MGW)
Testing Equivalent
Direction
Condition |
of Load |
Loading |
Cycles |
Point of
Application |
Area of
Application |
1 Note: This test
to be conducted after No. 3 |
Forward and aft. |
3.5 MGW |
1 each direction |
2M,″ Dia. of
kingpin. |
2M,″ x 1Zv″ |
2 |
Fore and aft. |
+.4MGW to –.4MGW |
500,000 |
2M,″ Dia. of
kingpin. |
2M,″ x 1Zv″ |
3 |
Side to side |
2″ x MGW |
100,000 |
Torque applied to piggyback stanchion locked to kingpin. |
17Zx″ wide x 24″ long plate with hole for
kingpin and locked to plate. |
4 |
Vertical |
+.335 MGW to .67 MGW |
1,000,000 |
Plate at center of kingpin. |
17Zx″ wide x 24″ long with hole in center for
kingpin |
5 Note: This test
to be conducted after No. 6 |
Up and down |
1.0 MGW |
1 each direction |
Plate at center of kingpin. |
17Zx″ wide x 24″ long with hole in center for
kingpin |
6 |
Upward |
0 to .55 MGW |
1,000 |
Plate located 16″ rear of kingpin to center of plate. |
17Zx″ wide x 24″ long with |
hole in center for
kingpin
Note See Figures 9 and 10 of AAR Specification
M-931, latest revision, for test load locations on kingpin and kingpin test
fixture.
Trailers exceeding 60,000 lbs. will be required to meet Kingpin and
Coupler Assembly Testing Requirements effective July 1, 1980.
6.7 Trailer
Support Strength
6.7.1 Dynamic
6.7.1.1 Except for
tank trailers, trailers to be loaded in accordance with Figure 15. (See page
103.) Landing gear legs to be extended to position kingpin support plate 46″ to 48″ above ground level. Then
trailer front end is to be elevated until landing gear is 2 to 4 inches above
ground and lowered until complete load is reimposed gradually without impact on
trailer support. This cycle is repeated 4,000 times.
6.7.1.2 Except for tank trailers, trailer to be
loaded in accordance with Figure 16. (See page 107.) Landing gear legs to be
extended to position kingpin support plate 46 to 48 inches above ground level.
Then trailer front end is to be elevated
until landing gear is 2 to 4 inches above ground and lowered until complete
load is reimposed gradually without impact on trailer support. This cycle to be
repeated 1,500 times.
6.7.2 Drop
Test
Trailer is to be loaded uniformly to
produce a load of 32,500 lbs. on trailer support with landing gear legs
extended to position kingpin support plate 46 to 48 inches above test surface.
Then front end of trailer is to be elevated by a tractor until landing gear
legs are
3 to 3½″
above test surface. Tractor must not engage kingpin and is to extend under
front of trailer the minimum distance required to support trailer in a static
condition. Tractor is to be accelerated abruptly and at highest rate possible,
permitting trailer to drop. Trailer support must withstand 10 nominal 3″ drops. Trailer landing gear is
to impact on an asphalt test surface which is to be level and smooth prior to
test. Asphalt to be 1 to 2 inches thick and laid upon a firm base, typical for
supporting heavy duty paved parking areas or upon concrete or steel. Test to be
repeated for each leg of the landing gear for one drop with the opposite leg
retracted so that there is a three-inch difference between the legs. Successful
completion of this test will be taken as satisfying the requirements of Section
4.2.2.4, third paragraph.
6.7.3 Longitudinal
Strength Test devices dimensionally simulating landing gear or landing gear
inner legs may be substituted for actual landing gear during the test. Load is
to be in horizontal plane and applied parallel to longitudinal axis of trailer.
Load of 14,000 lbs. minimum shall be applied to each landing gear at location
described in Section 4.2.4.4. Test load to be applied both towards door end of
trailer and towards front end of trailer.
6.7.4 Lateral Strength
Test devices described in paragraph 6.7.3 may be used for
this test. A load of 20,000 lbs. is to be applied to the trailer support in a
direction perpendicular to the longitudinal axis of the trailer, and at the
location described in Section 4.2.4.4. Test load shall be applied in one
direction only. In the event construction of each side of trailer support is
different, test shall be made in both the inboard and outboard directions.
6.7.5 Durability
Following a break-in period of 20 cycles at 17,500 pounds,
trailer support is to be cycled 200 times to lift a total load of 35,000 pounds
a distance of 3 inches. Total travel of 8 inches is to be used during cycle.
The test must be performed at no less than 4 and no more than 8 cycles per hour
at a constant input shaft RPM.
6.8 Landing
Gear Strength
6.8.1 Longitudinal
and Lateral Strength A single landing gear leg supported by its
manufacturer’s recommended mounting bracket and brace attachment brackets is to
be tested with its inner leg extended 14½ inches or fully extended if travel is
less than 14½ inches. A load of 13,000 pounds is to be applied at midpoint on
centerline of axle or within one inch of the bottom of the landing gear inner
leg (excluding the foot member) for models without axles. This load is to be
applied parallel to longitudinal axis of the trailer in both the fore and aft
directions and also in a direction perpendicular to the longitudinal axis of
the trailer in an inward direction.
(See Figure 11, page 108.)
Upon removal of the consecutive test load
in the longitudinal and transverse direction, the torque delivered at the input
crank shaft to extend or retract the leg shall not exceed 600 inch-pounds.
6.8.2 Vertical
Strength
A single landing gear leg with gearbox
(crankside) supported by its manufacturer’s recommended mounting bracket and
brace attachment brackets is to be tested with its inner leg extended 14½
inches or fully extended if travel is less than 14¼ inches. A load of 70,000
pounds is to be applied in vertical direction into the end of the inner leg
with or without its foot member. (See Figure 12, page 108.)
Upon removal of the test load in the
vertical direction, the torque delivered at the input shaft to extend or
retract the leg shall not exceed 600 inchpounds.
6.8.3 Component Strength
A single landing gear leg with gear
box (crankside) supported by its manufacturer’s recommended mounting bracket
and brace attachment brackets is to be tested with its inner leg fully retracted.
With a load of 0.75 times the landing gear’s rated lifting capacity per Section
6.8.4 applied in a vertical direction into the end of the inner leg, torque is
to be applied to input shaft until the inner leg is extended three inches. (See
Figure 13, page 109.)
Upon removal of the test load in the
vertical direction, the torque delivered at the input shaft to extend or
retract the leg shall not exceed 600 inchpounds.
6.8.4 Lifting Capacity
The rated lifting capacity is the maximum load, W, that a
pair of landing gear legs supported by the landing gear manufacturer’s
recommended mounting bracket and brace attachment brackets, will elevate one
inch when an average input torque of 1200 inchpounds is applied at the input
crank shaft with the load equally divided to each leg. The vertical load shall
be applied into the end of the inner leg which shall be extended 14½ inches or
one inch less than fully extended if travel is less than 15½ inches. The
minimum permissible rated lifting capacity is 38,000 pounds. (See Figure 14,
page 109.)
9.0 Electrical
System
9.1
Lighting system shall be 12-volt design.
9.2
Number, type and location of lights shall meet Federal Motor
Vehicle Standard 108.
9.3
No opening is to be left where lights are mounted or wires
run through structure that will allow water to pass into the cargo or
insulation area.
9.4
Lights shall be recessed from sides and ends for protection.
9.5
Conventional seven conductor electrical connector socket
wired and installed, as shown in Figure 17, page 110.
9.6 13.0 Underneath Clearance
Where an integral wiring harness is not used, a junc- The
trailer must have underneath clearance as shown tion box is to be located at
rear sill to protect wiring in Figure 18, page 107. connectors.
FIGURE 2 Trailer Support Requirements
FIGURE 3
Trailer Support Requirements
FIGURE 4-A
Trailer Lift Pads
FIGURE 4-B
Lifting Device Requirements FIGURE
4-B Lifting Device Requirements
FIGURE 6 Landing Gear Foot Envelope (See 5.7.4)
FIGURE 8 Kingpin and Apron Plate Gauge
FIGURE
15 Trailer Support Distributed Loading
for Dynamic Capacity Cycling Requirements (See 4.2.4.3 and 6.7.1.1)
FIGURE 1 Assembled Corner Fitting—Diagonal Tolerances
Association
of American Railroads
Mechanical
Division
Manual of
Standards and Recommended Practices
AAR
Specification M-931-85
HIGHWAY
TRAILERS, ALL TYPES, FOR TOFC SERVICE
Standard
Adopted
1972; Revised, 1975, 1976, 1977, 1978, 1979, 1980, 1982, 1985 Effective for
Trailers Ordered After March 1, 1986
4.2.4.1 General
In this specification, the term
“trailer support” includes both landing gear assemblies (with axles, wheels
and/or sand shoes, etc.) bracing, mounting brackets, fasteners connecting these
items and that portion of the trailer to which landing gear and bracing is
attached.
The trailer support is to be considered
as a complete system with due regard given to interaction of various
components.
4.2.4.3 Dynamic Capacity
Trailer support must withstand without damage, 4000 cycles
of application of 30,000 lbs. for trailers of 65,000 lbs. maximum gross weight.
Except for tank trailers, loads to be directly over landing gear as shown in
Figure 15. Except for tank trailers, trailer support must withstand without
damage 1,500 cycles of application and removal of 10,000 lbs. load to be
directly over landing gear as shown in Figure 16. Trailer support must
withstand ten nominal 3-inch free drops onto landing gear with trailer
uniformly loaded to produce a static load equal to .5 MGW on the trailer
support.
4.2.4.4 Static Capacity
Trailer support must be designed to
withstand a 28,000 pound horizontal load applied parallel to the longitudinal
axis of trailer. This load is to be applied at midpoint on centerline of axle
or within one inch of the bottom of the landing gear inner leg (not including
the foot member) for models without axles, and with the landing gear extended
the distance required to locate the upper coupler plate 48 inches above ground
level. (See Figure 2, page 99.)
Trailer support must be designed to withstand a
20,000 pound horizontal load applied
in a direction 90 degrees to the longitudinal axis of the trailer. Sixty-five
percent of this load will be applied to the outside of a leg pushing inward and
thirty-five percent of the load will be applied to the inside of the other leg
pushing outward. These loads are to be applied at midpoint on centerline of
axle or within one inch of the bottom of the landing gear inner leg (not
including the foot member) for models without axles and with the landing gear
leg extended the distance required to locate the upper coupler plate 48 inches
above ground level. (See Figure 3, page 99.)
TABLE 1 Trailer to 65,000 Lbs. Maximum Gross Weight
(MGW) Operational
Data
MGW up. |
Trailer support
must be designed to withstand 70,000 pounds vertical load applied concurrently
to longitudinal axis of each landing gear assembly. This force to be applied in
direction towards underside of trailer.
4.2.5
Department of Transportation (D.O.T.) Bumper
D.O.T. bumper to be in accordance with
Truck Trailer Manufacturers Association Recommended Practice.
5.4 Upper Coupler Assembly
Upper coupler assembly contains and supports kingpin and
forms portion of body underframe or substructure that rests on truck tractor
fifth wheel and railcar trailer hitch.
5.4.1
Bottom surface of upper coupler assembly and extensions
thereof must be designed to provide protection to crossmembers, air lines,
etc., during coupling and uncoupling operations and during all normal TOFC
operating conditions.
5.4.1.1 Truck tractor
must be able to engage trailer kingpin when approaching from any direction on
or forward of the kingpin lateral centerline.
5.4.1.2 Railcar
hitches must be able to be raised to kingpin and lowered from kingpin with no
interference with or damage occurring to trailer underframe or items attached
to trailer.
5.7 Trailer
Support
5.7.1
Landing gear to be located from centerline of kingpin in
keeping with Truck Tractor Semi Trailer Interchange Coupler Dimensions shown in
SAE J-701, latest revision, and to provide a stable support for trailer.
5.7.2
Where manually operated landing gears are used, they must be
of the two speed type.
5.7.3
Landing gear to be equipped with heavy duty wheels or pads
and heavy duty axles.
5.7.4
Permissible envelope for location of landing gear feet
relative to the trailer kingpin is shown in Figure 6 on page 101.
5.7.5
There is to be no cross axle or bracing which results in
less than 12 inches normal road clearance.
5.7.6
Vertical height of mounting bracket to provide fully
extended and fully retracted dimensions shown in Figure 5.
5.7.7
Mounting bracket to contain mounting holes located in
pattern shown in Figure 7.
5.7.8
Landing gear and all bracing attachments are to be made by
mechanical fasteners. All fasteners are to incorporate a locking feature in
their design.
6.0 Testing
6.1 General
Trailers shall be able to pass
satisfactorily, the test described in this section such that on completion, the
trailer shall remain serviceable and shall not show permanent deformation
resulting in any abnormality which would make it unsuitable for use and shall
not meet requirements of Section 4.0.
A certificate
showing the date of latest calibration of the test instruments shall be made
available.
Test equipment and methods of testing
described are not intended to be restrictive. Alternate equivalent methods to
accomplish the desired result may be employed. Testing is required if the
trailers being purchased are of a new design model which has never been tested
or are substantially different from previously tested designs. (The Mechanical
Division of AAR reserves the right to judge whether or not differences are
substantial enough to require testing.) If trailers being purchased are a
design that has previously been tested in accordance with the following
prescribed procedure, the submission on the complete previous test results will
be required.
6.2 Kingpin
and Upper Coupler Assembly
Kingpin and upper coupler structure shall withstand test
procedures in Table II without failure or permanent deformation that will not
allow checking by kingpin gauges illustrated in Figure 8. (See page 102.)
Condition numbers in table relate directly to operation data conditions in
Section 4.2.3.
6.3 Floor
Strength
The floor system structure is to be physically tested in
accordance with Appendix A. The floor rating established by the above testing
must equal or exceed 12,000 lbs. on front axle.
6.4 Strength for Straddle Lifting
The trailer shall be supported equally on four liftshoes (or
the equivalent) each having a bearing area of 4″
x 18″ and located
as described in 5.2. The trailer shall be loaded uniformly to 1.7 times its
gross weight for this test and shall remain on the supports for a period of not
less than 5 minutes.
FIGURE
16 Trailer Support Concentrated Loading
for Dynamic Capacity Cycling Requirements (See 4.2.4.3 and 6.7.1.2
FIGURE 18
Trailer Clearance Envelope for Flat Cars
FIGURE 11 Landing Gear Longitudinal and Lateral
(Bending) Strength (See 6.8.1)
FIGURE 12
Landing Gear Vertical (Compression) Strength (See 6.8.2)
FIGURE 13 Landing Gear Component Strength (See 6.8.3)
FIGURE 14 Landing Gear Lifting Capacity (See 6.8.4)
FIGURE 17 Seven Conductor Electrical Connector
Appendix
C Limits of Motor Vehicle
Sizes and Weights
The 1985 edition is reproduced with permission of the
International Road Federation, Washington, D.C., 1987
Appendix D International
Convention for Safe Containers, 1972*
CONTENTS
Page
Preamble....................................................................................................................................................................120 Articles.............................................................................................................................................................120–124
Annex I—Regulations
for the testing, inspection, approval and maintenance of
containers............................124
Chapter
I — Regulations common to all systems of approval
...............................................................124
Chapter
II — Regulations for approval of new containers by design
type.............................................125
Chapter
III — Regulations for approval of new containers by individual
approval................................126
Chapter IV — Regulations for approval of existing
containers and new containers
not approved at time of
manufacture................................................................................126
Chapter
V — Regulations for approval of modified
containers..............................................................127
Appendix
— Safety Approval
Plate..........................................................................................................127
Annex II—Structural safety requirements and
tests...............................................................................................127
Supplement—Recommendation on harmonized interpretation and
implementation of the
International
Convention for Safe Containers, 1972, as
amended................................................133
Resolution A.737(18)—Amendments to the International
Convention for Safe Containers (CSC), 1972........139
*The present edition incorporates
rectifications introduced as a consequence of a Proc s-Verbal of Rectification dated 25 June 1976.
Preamble
THE CONTRACTING PARTIES,
RECOGNIZING the need to maintain a
high level of safety of human life in the handling, stacking and
transporting of containers,
MINDFUL of the need to facilitate international
container transport,
RECOGNIZING, in this context, the advantages of formalizing
common international safety requirements,
CONSIDERING that this end may best be achieved by the
conclusion of a convention, HAVE DECIDED to formalize structural requirements
to ensure safety in the handling, stacking and transporting of containers in
the course of normal
operations, and to this end HAVE
AGREED as follows:
Article I
General obligation under the present
Convention
The Contracting Parties undertake to give effect to the
provisions of the present Convention and the annexes hereto, which shall
constitute an integral part of the present Convention.
Article II
Definitions
For the purpose of the present Convention, unless expressly
provided otherwise:
1 Container means an article of transport
equipment:
(a) of
a permanent character and accordingly strong enough to be suitable for repeated
use;
(b) specially
designed to facilitate the transport of goods, by one or more modes of
transport, without intermediate reloading;
(c) designed
to be secured and/or readily handled, having corner fittings for these
purposes;
(d) of
a size such that the area enclosed by the four outer bottom corners is either:
i(i) at least 14 m2
(150 sq ft) or
(ii) at least 7 m2 (75 sq ft)
if it is fitted with top corner fittings.
The term container
includes neither vehicles nor packaging; however, containers when carried on
chassis are included.
2 Corner fittings means an arrangement of
apertures and faces at the top and/or bottom of a container for the purposes of
handling, stacking and/or securing.
3 Administration means the Government of a
Contracting Party under whose authority containers are approved.
4 Approved means approved by the
Administration.
5 Approval means the decision by an
Administration that a design type or a container is safe within the terms of
the present Convention.
6 International transport means transport
between points of departure and destination situated in the territory of two
countries to at least one of which the present Convention applies. The present
Convention shall also apply when part of a transport operation between two
countries takes place in the territory of a country to which the present
Convention applies.
7 Cargo means any goods, wares,
merchandise and articles of every kind whatsoever carried in the containers.
8 New container means a container the
construction of which was commenced on or after the date of entry into force of
the present Convention.
9 Existing container means a container
which is not a new container.
10 Owner means the owner as provided for
under the national law of the Contracting Party or the lessee or bailee, if an
agreement between the parties provides for the exercise of the owner’s
responsibility for maintenance and examination of the container by such lessee
or bailee.
11 Type of container means the design type
approved by the Administration.
12 Type-series container means any
container manufactured in accordance with the approved design type.
13 Prototype means a container
representative of those manufactured or to be manufactured in a design type
series.
14 Maximum operating gross weight or rating
or R means the maximum allowable
combined weight of the container and its cargo.
15 Tare weight means the weight of the
empty container including permanently affixed ancillary equipment.
16 Maximum permissible payload or P means the difference between maximum
operating gross weight or rating and tare weight.
Article III
Application
1
The present Convention applies to new and
existing containers used in international transport, excluding containers
specially designed for air transport.
2
Every new container shall be approved in
accordance with the provisions either for type-testing or for individual
testing as contained in annex I.
3
Every existing container shall be approved in
accordance with the relevant provisions for approval of existing containers set
out in annex I within five years from the date of entry into force of the
present Convention.
Article IV
Testing, inspection, approval and
maintenance
1
For the enforcement of the provisions in annex I
every Administration shall establish an effective procedure for the testing,
inspection and approval of containers in accordance with the criteria
established in the present Convention, provided, however, that an
Administration may entrust such testing, inspection and approval to
organizations duly authorized by it.
2
An Administration which entrusts such testing,
inspection and approval to an organization shall inform the Secretary-General
of the InterGovernmental Maritime Consultative Organization (hereinafter
referred to as “the Organization”) for communication to Contracting Parties.
3
Application for approval may be made to the
Administration of any Contracting Party.
4
Every container shall be maintained in a safe
condition in accordance with the provisions of annex I.
5
If an approved container does not in fact comply
with the requirements of annexes I and II the Administration concerned shall
take such steps as it deems necessary to bring the container into compliance
with such requirements or to withdraw the approval.
Article V
Acceptance of approval
1
Approval under the authority of a Contracting
Party, granted under the terms of the present Convention, shall be accepted by
the other Contracting Parties for all purposes covered by the present
Convention. It shall be regarded by the other Contracting Parties as having the
same force as an approval issued by them.
2
A Contracting Party shall not impose any other
structural safety requirements or tests on containers covered by the present
Convention, provided however, that nothing in the present Convention shall
preclude the application of provisions of national regulations or legislation
or of international agreements, prescribing additional structural safety
requirements or tests for containers specially designed for the transport of
dangerous goods, or for those features unique to containers carrying bulk
liquids or for containers when carried by air. The term dangerous goods shall have that meaning assigned to it by
international agreements.
Article VI
Control
1
Every container which has been approved under article
III shall be subject to control in the territory of the Contracting Parties by
officers duly authorized by such Contracting Parties. This control shall be
limited to verifying that the container carries a valid Safety Approval Plate
as required by the present Convention, unless there is significant evidence for
believing that the condition of the container is such as to create an obvious
risk to safety. In that case the officer carrying out the control shall only
exercise it in so far as it may be necessary to ensure that the container is
restored to a safe condition before it continues in service.
2
Where the container appears to have become
unsafe as a result of a defect which may have existed when the container was
approved, the Administration responsible for that approval shall be informed by
the Contracting Party which detected the defect.
Article VII
Signature,
ratification, acceptance, approval and accession
1
The present Convention shall be open for
signature until 15 January 1973 at the Office of the United Nations at Geneva
and subsequently from 1 February 1973 until 31 December 1973 inclusive at the
Headquarters of the Organization at London by all States Members of the United
Nations or Members of any of the specialized agencies or of the International
Atomic Energy Agency or Parties to the Statute of the International Court of
Justice, and by any other State invited by the General Assembly of the United
Nations to become a Party to the present Convention.
2
The present Convention is subject to ratification,
acceptance or approval by States which have signed it.
3
The present Convention shall remain open for
accession by any State referred to in paragraph 1.
4
Instruments of ratification, acceptance,
approval or accession shall be deposited with the SecretaryGeneral of the
Organization (hereinafter referred to as “the Secretary-General”).
Article VIII
Entry into force
1
The present Convention shall enter into force
twelve months from the date of the deposit of the tenth instrument of
ratification, acceptance, approval or accession.
2
For each State ratifying, accepting, approving
or acceding to the present Convention after the deposit of the tenth instrument
of ratification, acceptance, approval or accession, the present Convention
shall enter into force twelve months after the date of the deposit by such
State of its instrument of ratification, acceptance, approval or accession.
3
Any State which becomes a Party to the present
Convention after the entry into force of an amendment shall, failing an
expression of a different intention by that State,
(a) be
considered as a Party to the Convention as amended; and
(b) be
considered as a Party to the unamended Convention in relation to any Party to
the Convention not bound by the amendment.
Article IX
Procedure for amending
any part or parts of the present Convention
1 The present Convention may be amended upon the proposal of
a Contracting Party by any of the procedures specified in this article. 2
Amendment after consideration in the Organization:
(a) Upon
the request of a Contracting Party, any amendment proposed by it to the present
Convention shall be considered in the Organization. If adopted by a majority of
two thirds of those present and voting in the Maritime Safety Committee of the
Organization, to which all Contracting Parties shall have been invited to
participate and vote, such amendment shall be communicated to all Members of
the Organization and all Contracting Parties at least six months prior to its
consideration by the Assembly of the Organization. Any Contracting Party which
is not a Member of the Organization shall be entitled to participate and vote
when the amendment is considered by the Assembly.
(b) If
adopted by a two-thirds majority of those present and voting in the Assembly,
and if such majority includes a two-thirds majority of the Contracting Parties
present and voting, the amendment shall be communicated by the
Secretary-General to all Contracting parties for their acceptance.
(c) Such
amendment shall come into force twelve months after the date on which it is
accepted by two thirds of the Contracting Parties. The amendment shall come
into force with respect to all Contracting Parties except those which, before
it comes into force, make a declaration that they do not accept the amendment.
3 Amendment
by a conference:
Upon
the request of a Contracting Party, concurred in by at least one third of the
Contracting Parties, a conference to which the States referred to in article
VII shall be invited will be convened by the Secretary-General.
Article X
Special procedure for amending the annexes
1
Any amendment to the Annexes proposed by a
Contracting Party shall be considered in the Organization at the request of
that Party.
2
If adopted by a two-thirds majority of those
present and voting in the Maritime Safety Committee of the Organization to
which all Contracting Parties shall have been invited to participate and to
vote, and if such majority includes a two-thirds majority of the Contracting
Parties present and voting, such amendment shall be communicated by the
Secretary-General to all Contracting Parties for their acceptance.
3
Such an amendment shall enter into force on a
date to be determined by the Maritime Safety Committee at the time of its
adoption unless, by a prior date determined by the Maritime Safety Committee at
the same time, one-fifth or five of the Contracting Parties, whichever number
is less, notify the Secretary-General of their objection to the amendment.
Determination by the Maritime Safety Committee of the dates referred to in this
paragraph shall be by a two-thirds majority of those present and voting, which
majority shall include a two-thirds majority of the Contracting Parties present
and voting.
4
On entry into force any amendment shall, for all
Contracting Parties which have not objected to the amendment, replace and
supersede any previous provision to which the amendment refers; an objection
made by a Contracting Party shall not be binding on other Contracting Parties
as to acceptance of containers to which the present Convention applies.
5
The Secretary-General shall inform all
Contracting Parties and Members of the Organization of any request and
communication under this article and the date on which any amendment enters
into force.
6
Where a proposed amendment to the annexes has
been considered but not adopted by the Maritime Safety Committee, any
Contracting Party may request the convening of a conference to which the States
referred to in article VII shall be invited. Upon receipt of notification of
concurrence by at least one third of the other Contracting Parties, such a
conference shall be convened by the Secretary-General to consider amendments to
the annexes.
Article XI
Denunciation
1 Any Contracting Party may denounce the present Convention
by effecting the deposit of an instrument with the Secretary-General. The
denunciation shall take effect one year from the date of such deposit with the
Secretary-General. 2 A Contracting Party which has communicated an objection to
an amendment to the annexes may denounce the present Convention and such
denunciation shall take effect on the date of entry into force of such an
amendment.
Article XII
Termination
The present Convention shall cease to be in force if the
number of Contracting Parties is less than five for any period of twelve
consecutive months.
Article XIII
Settlement of disputes
1 Any
dispute between two or more Contracting
Parties concerning the interpretation or application of the
present Convention which cannot be settled by negotiation or other means of
settlement shall, at the request of one of them, be referred to an arbitration
tribunal composed as follows: each party to the dispute shall appoint an
arbitrator and these two arbitrators shall appoint a third arbitrator, who
shall be Chairman. If, three months after receipt of a request, one of the
parties has failed to appoint an arbitrator or if the arbitrators have failed
to elect the Chairman, any of the parties may request the Secretary-General to
appoint an arbitrator or the Chairman of the arbitration tribunal.
2 The
decision of the arbitration tribunal established under the provisions of
paragraph 1 shall be binding on the parties to the dispute.
3 The
arbitration tribunal shall determine its own rules of procedure.
4 Decisions
of the arbitration tribunal, both as to its procedures and its place of meeting
and as to any controversy laid before it, shall be taken by majority vote.
5 Any
controversy which may arise between the parties to the dispute as regards the
interpretation and execution of the award may be submitted by any of the
parties for judgment to the arbitration tribunal which made the award.
Article XIV
Reservations
1
Reservations to the present Convention shall be
permitted, excepting those relating to the provisions of articles I to VI,
XIII, the present article and the annexes, on condition that such reservations
are communicated in writing and, if communicated before the deposit of the
instrument of ratification, acceptance, approval or accession, are confirmed in
that instrument. The Secretary-General shall communicate such reservations to
all States referred to in article VII.
2
Any reservations made in accordance with
paragraph 1:
(a) modifies
for the Contracting Party which made the reservation the provisions of the
present Convention to which the reservation relates to the
extent of the reservation;
(b) modifies
those provisions to the same extent for the other Contracting Parties in their
relations with the Contracting Party which entered the reservation.
3
Any Contracting Party which has formulated a
reservation under paragraph 1 may withdraw it at any time by notification to
the Secretary-General.
Article XV
Notification
In addition to the notifications and communications provided
for in articles IX, X and XIV, the Secretary-General shall notify all the
States referred to in article VII of the following:
(a) signatures,
ratifications, acceptances, approvals and accessions under article VII;
(b) the
dates of entry into force of the present
Convention in accordance with article VIII;
(c) the
date of entry into force of amendments to the present Convention in accordance with
articles
IX and X;
(d)
denunciations under article XI;
(e)
the termination of the present Convention under
article XII.
Article XVI
Authentic
texts The original of the present Convention, of which the Chinese,
English, French, Russian and Spanish texts are equally authentic, shall be
deposited with the Secretary-General, who shall communicate certified true
copies to all States referred to in article VII.
IN WITNESS WHEREOF the undersigned Plenipotentiaries, being
duly authorized thereto by their respective Governments, have signed the
present Convention.*
DONE at Geneva this second day of December, one thousand
nine hundred and seventy-two.
Annex I
Regulations for the testing, inspection,
approval and maintenance of containers CHAPTER I—Regulations common to all
systems of approval
Regulation 1
Safety Approval Plate
1
(a) A Safety Approval Plate conforming to the
specifications set out in the appendix to this annex shall be permanently
affixed to every approved container at a readily visible place, adjacent to any
other approval plate issued for official purposes, where it would not be easily
damaged.
(b) On
each container, all maximum gross weight markings shall be consistent with the
maximum gross weight information on the Safety Approval Plate.
(c) The
owner of the container shall remove the Safety Approval Plate on the container
if:
(i) the
container has been modified in a manner which would void the original approval
and the information found on the Safety Approval Plate, or
(ii) the
container is removed from service and is not being maintained in accordance
with the Convention, or
(iii) the
approval has been withdrawn by the Administration.
2
(a) The plate shall contain the following
information in at least the English or French language:
“CSC SAFETY APPROVAL”
Country
of approval and approval reference
*Signatures omitted.
Date (month and year) of manufacture Manufacturer’s
identification number of the container or, in the case of existing containers
for which that number is unknown, the number allotted by the Administration
Maximum operating gross weight (kg/lb)
Allowable stacking
weight for 1.8g (kg/lb) Transverse
racking test load value (kg/lb).
(b) A blank space should be reversed on
the plate for insertion of end-wall and/or side-wall strength values (factors)
in accordance with paragraph 3 of this regulation and annex II, tests 6 and 7.
A blank space should also be reserved on the plate for the first and subsequent
maintenance examination dates (month and year) when used. 3 Where the
Administration considers that a new container satisfies the requirements of the
present Convention in respect of safety and if, for such container, the
end-wall and/or side-wall strength values (factors) are designed to be greater
or less than those stipulated in annex II, such values shall be indicated on
the Safety Approval Plate.
4 The presence of the Safety Approval Plate does not remove
the necessity of displaying such labels or other information as may be required
by other regulations which may be in force.
Regulation 2
Maintenance and examination
1
The owner of the container shall be responsible
for maintaining it in safe condition.
2
(a) The owner of an approved container shall
examine the container or have it examined in accordance with the procedure
either prescribed or approved by the Contracting Party concerned, at intervals
appropriate to operating conditions.
(b) The
date (month and year) before which a new container shall undergo its first
examination shall be marked on the Safety Approval Plate.
(c) The
date (month and year) before which the container shall be re-examined shall be
clearly marked on the container on or as close as practicable to the Safety
Approval Plate and in a manner acceptable to that Contracting Party which
prescribed or approved the particular examination procedure involved.
(d) The
interval from the date of manufacture to the date of the first examination
shall not exceed five years. Subsequent examination of new containers and
re-examination of existing containers shall be at intervals of not more than 30
months. All examinations shall determine whether the container has any defects
which could place any person in danger.
3
(a) As an alternative to paragraph 2, the
Contracting Party concerned may approve a continuous examination programme if
satisfied, on evidence submitted by the owner, that such a programme provides a
standard of safety not inferior to the one set out in paragraph 2 above.
(b) To
indicate that the container is operated under an approved continuous
examination programme, a mark showing the letters ACEP and the identification of the Contracting Party which has
granted approval of the programme shall be displayed on the container on or as
close as practicable to the Safety Approval Plate.
(c) All
examinations performed under such a programme shall determine whether a
container has any defects which could place any person in danger. They shall be
performed in connection with a major repair, refurbishment, or on-hire/off-hire
interchange and in no case less than once every 30 months.
4
For the purpose of this regulation the Contracting Party concerned is the
Contracting Party of the territory in which the owner is domiciled or has his
head office. However, in the event that the owner is domiciled or has his head
office in a country the government of which has not yet made arrangements for
prescribing or approving an examination scheme and until such time as the
arrangements have been made, the owner may use the procedure prescribed or
approved by the Administration of a Contracting Party which is prepared to act
as the Contracting Party concerned. The owner shall comply with the conditions
for the use of such procedures set by the Administration in question.
CHAPTER II—Regulations for
approval of new containers by design type
Regulation 3
Approval of new containers
To qualify for approval for safety purposes under the
present Convention all new containers shall comply with the requirements set
out in annex II.
Regulation 4
Design type approval
In the case of containers for which an application for
approval has been submitted, the Administration will examine designs and
witness testing of a prototype container to ensure that the containers will
conform with the requirements set out in annex II. When satisfied, the
Administration will notify the applicant in writing that the container meets
the requirements of the present Convention and this notification shall entitle
the manufacturer to affix the Safety Approval Plate to every container of the design
type series.
Regulation 5
Provisions for approval by design type
1
Where the containers are to be manufactured by
design type series, application made to an Administration for approval by
design type shall be accompanied by drawings, a design specification of the
type of container to be approved and such other data as may be required by the
Administration.
2
The applicant shall state the identification
symbols which will be assigned by the manufacturer to the type of container to
which the application for approval relates.
3
The application shall also be accompanied by an
assurance from the manufacturer that he will:
(a) produce
to the Administration such containers of the design type concerned as the
Administration may wish to examine;
(b) advise
the Administration of any change in the design or specification and await its
approval before affixing the Safety Approval Plate to the container;
(c) affix
the Safety Approval Plate to each container in the design type series and to no
others;
(d) keep
a record of containers manufactured to the approved design type. This record
shall at least contain the manufacturer’s identification numbers, dates of
delivery and names and addresses of customers to whom the containers are
delivered.
4
Approval may be granted by the Administration to
containers manufactured as modifications of an approved design type if the
Administration is satisfied that the modifications do not affect the validity
of tests conducted in the course of
design type approval.
5
The Administration shall not confer on a manufacturer
authority to affix Safety Approval Plates on the basis of design type approval
unless satisfied that the manufacturer has instituted internal
productioncontrol features to ensure that the containers produced will conform
to the approved prototype.
Regulation 6
Examination during production
In order to ensure that containers of the same design type
series are manufactured to the approved design, the Administration shall
examine or test as many units as it considers necessary, at any stage during
production of the design type series concerned.
Regulation 7
Notification of administration
The manufacturer shall notify the Administration prior to
commencement of production of each new series of containers to be manufactured
in accordance with an approved design type.
CHAPTER III—Regulations for approval of new
containers by individual approval
Regulation 8
Approval of individual containers
Approval of individual containers may be granted where the
Administration, after examination and witnessing of tests, is satisfied that
the container meets the requirements of the present Convention; the
Administration, when so satisfied, shall notify the applicant in writing of
approval and this notification shall entitle him to affix the Safety Approval
Plate to such container.
CHAPTER
IV—Regulations for approval of existing containers and new containers not
approved at time of manufacture
Regulation 9
Approval of existing containers
1
If, within five years from the date of entry
into force of the present Convention, the owner of an existing container
presents the following information to an Administration:
(a) date
and place of manufacture;
(b) manufacturer’s
identification number of the container if available;
(c) maximum
operating gross weight capability;
(d) (i)
evidence that a container of this type has been safely operated in maritime
and/or inland transport for a period of at least two years, or
(ii)
evidence to the satisfaction of the
Administration that the container was manufactured to a design type which had
been tested and found to comply with the technical conditions set out in annex
II, with the exception of those technical conditions relating to the end-wall
and side-wall strength tests, or
(iii)
evidence that the container was constructed to
standards which, in the opinion of the Administration, were equivalent to the
technical conditions set out in annex II, with the exception of those technical
conditions relating to the end-wall and side-wall strength tests;
(e) allowable
stacking weight for 1.8 g (kg/lb);
and
(f) such
other data as required for the Safety Approval Plate;
then the Administration, after investigation, shall notify
the owner in writing whether approval is granted; and if so, this notification
shall entitle the owner to affix the Safety Approval Plate after an examination
of the container concerned has been carried out in accordance with regulation
2. The examination of the container concerned and the affixing of the Safety
Approval Plate shall be accomplished not later than 1 January 1985.
2
Existing containers which do not qualify for
approval under paragraph 1 of this regulation may be presented for approval
under the provisions of chapter II or chapter III of this annex. For such
containers the requirements of annex II relating to end-wall and/or side-wall
strength tests shall not apply. The Administration may, if it is satisfied that
the containers in question have been in service, waive such of the requirements
in respect of presentation of drawings and testing, other than the lifting and
floorstrength tests, as it may deem appropriate.
Regulation 10
Approval of new
containers not approved at time of manufacture
If, on or before 6 September 1982, the owner of a new
container which was not approved at the time of manufacture presents the
following information to an Administration:
(a) date
and place of manufacture;
(b) manufacturer’s
identification number of the container if available;
(c) maximum
operating gross weight capability;
(d) evidence
to the satisfaction of the Administration that the container was manufactured
to a design type which had been tested and found to comply with the technical
conditions set out in annex II;
(e) allowable
stacking weight for 1.8 g (kg/lb);
and
(f) such
other data as required for the Safety Approval Plate;
the Administration, after
investigation, may approve the container, notwithstanding the provisions of
chapter II. Where approval is granted, such approval shall be notified to the
owner in writing, and this notification shall entitle the owner to affix the
Safety Approval Plate after an examination of the container concerned has been
carried out in accordance with regulation 2. The examination of the container
concerned and the affixing of the Safety Approval Plate shall be accomplished
not later than 1 January 1985.
CHAPTER V—Regulations for approval of modified
containers
Regulation 11
Approval of modified containers
The owner of an approved container that has been modified in
a manner resulting in structural changes shall notify the Administration or an
approved organization duly authorized by it of those changes. The
Administration or authorized organization may require retesting of the modified
container as appropriate prior to recertification.
APPENDIX
The Safety Approval Plate, conforming to the model
reproduced below, shall take the form of a permanent, non-corrosive, fireproof
rectangular plate measuring not less than 200 mm by 100 mm. The words CSC SAFETY APPROVAL of a minimum
letter height of 8 mm, and all other words and numbers of a
minimum height of 5 mm shall be stamped into, embossed on or indicated on the
surface of the plate in any other permanent and legible way.
CSC
SAFETY APPROVAL
1 [GB-L/749/2/7/75] . . . . . . . . . . . . . .
. . . . . . . 2 Date manufactured . . .
. . . . . . . . . . . . . . . . . . 3
Identification No. . . . . . . . . . . . . . . . . . . . . . . 4 Maximum gross weight . . . . . kg . . . . . .
. .lb 5 Allowable stacking weight . . . . . . . . . . . . . .
For 1.8g . . . . . . . . . . . . . . kg. . . . . . . . .lb
6 Racking
test load value . . . . . kg. . . . . . . . .lb
7 .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8 .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . .
≥200 mm
1 Country
of approval and approval reference as given in the example on line 1. (The
country of approval should be indicated by means of the distinguishing sign
used to indicate country of registration of motor vehicles in international
road traffic.)
2 Date
(month and year) of manufacture.
3 Manufacturer’s
identification number of the container or, in the case of existing containers
for which that number is unknown, the number allotted by the Administration.
4 Maximum
operating gross weight (kg and lb).
5 Allowable
stacking weight for 1.8g (kg and lb).
6 Transverse
racking test load value (kg and lb).
7 End-wall
strength to be indicated on plate only if end-walls are designed to withstand a
load of less or greater than 0.4 times the maximum permissible payload, i.e.
0.4 P.
8 Side-wall
strength to be indicated on plate only if the side-walls are designed to withstand
a load of less or greater than 0.6 times the maximum permissible payload, i.e.
0.6 P.
9 First
maintenance examination date (month and year) for new containers and subsequent
maintenance examination dates (month and year) if plate is used for this purpose.
Annex II
Structural Safety Requirements and Tests
Introduction
In setting the requirements of this annex, it is implicit
that in all phases of the operation of containers the forces as a result of
motion, location, stacking and weight of the loaded container and external
forces will not exceed the design strength of the container. In particular, the
following assumptions have been made:
(a) The
container will so be restrained that it is not subjected to forces in excess of
those for which it
has been designed;
(b) the
container will have its cargo stowed in accordance with the recommended
practices of the trade so that the cargo does not impose upon the container
forces in excess of those for which it has been designed.
Construction
1
A container made from any suitable material
which satisfactorily performs the following tests without sustaining any
permanent deformation or abnormality which would render it incapable of being
used for its designed purpose shall be considered safe.
2
The dimensions, positioning and associated
tolerances of corner fittings shall be checked having regard to the lifting and
securing systems in which they will function.
Test loads and test procedures
Where appropriate to the design of the container, the following
test loads and test procedures shall be applied to all kinds of containers
under test:
1 LIFTING
The container, having the prescribed internal loading, shall
be lifted in such a way that no significant acceleration forces are applied.
After lifting, the container shall be suspended or supported for five minutes
and then lowered to the ground.
(A) Lifting from corner fittings
TEST LOADINGS AND APPLIED FORCES TEST
PROCEDURES
Internal loading: |
(i) Lifting from top corner fittings: |
A uniformly
distributed load such that the combined weight of container and test load is
equal to 2R. In the case of a
tank-container, when the test weight of the internal load plus the tare
weight is less than 2R, a
supplementary load distributed over the length of the tank is to be applied
to the container. Externally applied
forces: Such
as to lift the combined weight of 2R in
the manner prescribed (under the heading TEST PROCEDURES). |
Containers greater than
3,000 mm (10 ft) (nominal) in length shall have lifting forces applied
vertically at all four top corner fittings. Containers of 3,000
mm (10 ft) (nominal) in length or less shall have lifting forces applied at
all four top corner fittings, in such a way that the angle between each
lifting device and the vertical shall be 30°. (ii) Lifting from
bottom corner fittings: Containers shall have lifting forces applied in such a
manner that the lifting devices bear on the bottom corner fittings |
only. The lifting forces shall be applied at angles to the
horizontal of:
30°
for containers of length 12,000 mm (40 ft) (nominal) or greater,
37°
for containers of length 9,000 mm (30 ft) (nominal) and up to but not including
12,000 mm (40 ft) (nominal), 45°
for containers of length 6,000 mm (20 ft) (nominal) and up to but not including
9,000 mm (30 ft) (nominal), 60°
for containers of length less than 6,000 mm (20 ft) (nominal).
(B) Lifting by other additional methods
Internal loading: A uniformly distributed
load such that the combined weight of container and test load is equal to
1.25R. In the case of a
tank-container, when the test weight of the internal load plus the tare
weight is less than 1.25R, a
supplementary load distributed over the length of the tank is to be applied
to the container. Externally applied
forces: Such
as to lift the combined weight of 1.25R,
in the manner prescribed (under the heading TEST PROCEDURES). |
(i) Lifting from fork lift pockets: The container shall
be placed on bars which are in the same horizontal plane, one bar centered
within each fork-lift pocket which is used for lifting the loaded container.
The bars shall be of the same width as the forks intended to be used in the
handling, and shall project into the fork pocket 75% of the length of the
fork pocket. (ii) Lifting from grappler arm positions: The container shall be placed on pads in the same
horizontal plane, one under each grappler-arm position. These pads shall be
of the same sizes as the lifting area of the grappler arms intended to be
used. |
____________________
(iii) Other Methods Where containers are designed to be lifted in the
loaded condition by any method not mentioned in (A) or (B)(i) and (ii)
they shall also be tested with the internal loading and externally applied
forces representative of the acceleration conditions appropriate to that
method.
2 STACKING
1 For
conditions of international transport where the maximum vertical acceleration
forces vary significantly from1.8g and
when the container is reliably and effectively limited to such conditions of
transport, the stacking load may be varied by the appropriate ratio of
acceleration forces.
2 On
successful completion of this test the container may be rated for the allowable
superimposed static stackingweight which should be indicated on the Safety
Approval Plate against the heading ALLOWABLE
STACKING WEIGHT FOR 1.8g (kg/lb).
TEST LOADINGS AND APPLIED FORCES TEST
PROCEDURES
Internal loading: |
|
A uniformly
distributed load such that the combined weight of container and test load is
equal to 1.8R. Tank-containers may
be tested in the tare condition. Externally applied forces: |
The container, having the prescribed internal loading,
shall be placed on four level pads which are in turn supported on a rigid
horizontal surface, one under each bottom corner fitting or equivalent corner
structure. The pads shall be centralized under the fittings and shall be of
approximately the same plan dimensions as the fittings. |
Such
as to subject each of the four top corner fittings to a vertical downward
force equal to 0.25 x 1.8 x the allowable superimposed static stacking
weight. |
Each
externally applied force shall be applied to each of the corner fittings
through a corresponding test corner fitting or through a pad of the same plan
dimensions. The test corner |
fitting or pad shall be offset with respect to the top
corner fitting of the container by 25 mm (1 in.) laterally and 38 mm (1½ in.)
longitudinally.
3 CONCENTRATED LOADS
TEST LOADINGS AND APPLIED FORCES TEST
PROCEDURES
(a) On roof Internal loading: None. Externally applied forces:
A concentrated load of 300 kg (660 lb) uniformly The externally applied forces shall be
applied vertically
distributed over an area of 600 mm x 300 mm (24 in downwards
to the outer surface of the weakest area of the x 12 in). roof of the container.
(b) On floor
Internal loading:
Two concentrated loads each of 2,730 kg (6,000 lb) The test
should be made with the container resting on four and each applied to the
container floor through a level supports under its four bottom corners in such
a manner contact area of 142 cm2 (22 sq in). that the base structure
of the container is free to deflect. A testing device loaded to a weight of
5,460 kg (12,000 lb) that is 2,730 kg (6,000 lb) on each of two surfaces,
having, when loaded, a total contact area of 284 cm2 (44 sq in) that
is 142 cm2 (22 sq in) on each surface, the surface width being 180
mm (7 in) spaced 760 mm (30 in) apart, centre to centre, should be manoeuvred
over the entire floor area of the container.
Externally applied forces:
None.
4 TRANSVERSE RACKING
TEST LOADINGS AND APPLIED FORCES |
TEST PROCEDURES |
Internal
loading: None. |
The container in tare condition shall be placed on four
level supports, one under each bottom corner, and shall be restrained against
lateral and vertical movement by means of anchor devices so arranged that the
lateral restraint is provided only at the bottom corners diagonally opposite
to those at which the forces are applied. |
Externally applied
forces: Such as to rack
the end structures of the container sideways. The forces shall be equal to
those for which the container was designed. 5 |
The externally
applied forces shall be applied either separately or simultaneously to each
of the top corner fittings on one side of the container in lines parallel
both to the base and to the planes of the ends of the container. The forces
shall be applied first towards and then away from the top corner fittings. In
the case of containers in which each end is symmetrical about its own
vertical centreline, one side only need be tested, but both sides of
containers with asymmetric ends shall be tested. LONGITUDINAL RESTRAINT (STATIC TEST) |
When designing and constructing containers, it must be borne
in mind that containers, when carried by inland modes of transport, may sustain
accelerations of 2g applied
horizontally in a longitudinal direction.
TEST LOADINGS AND APPLIED FORCES TEST
PROCEDURES
Internal loading: |
|
A uniformly
distributed load, such that the combined weight of a container and test load
is equal to the maximum operating gross weight or rating, R. In the case of a tank container,
when the weight of the internal load plus the tare is less than the maximum
gross weight or rating, R, a
supplementary load is to be applied to the container. Externally applied forces: |
The container, having the prescribed internal loading,
shall be restrained longitudinally by securing the two bottom corner fittings
or equivalent corner structures at one end to suitable anchor points. |
Such
as to subject each side of the container to longitudinal compressive and
tensile forces of magnitude R, that
is, a combined force of 2R on the
base of the |
The
externally applied forces shall be applied first towards and then away from
the anchor points. Each side of the container shall be tested. |
container as a whole.
6
END-WALLS
TEST
LOADINGS AND APPLIED FORCES |
TEST
PROCEDURES |
Internal loading: Such as to subject the inside of an end-wall
to a uniformly distributed load of 0.4P
or such other load for which the container may be designed. |
The prescribed internal
loading shall be applied as follows: Both ends of a container shall be tested
except that where the ends are identical only one end need to be tested. The
endwalls of containers which do not have open sides or side doors may be
tested separately or simultaneously. The end-walls of containers which
do have open sides or side doors should be tested separately. When the ends
are tested separately the reactions to the forces applied to the end-wall
shall be confined to the base structure of the container. |
Externally applied forces: None. 7
SIDE-WALLS |
The end-walls should be capable of withstanding a
load of not less than 0.4 times the maximum permissible payload. If, however,
the end-walls are designed to withstand a load of less or greater than 0.4
times the maximum permissible payload such a strength factor shall be indicated
on the Safety Approval Plate in accordance with annex I, regulation 1.
The side-walls should be capable of withstanding a
load of not less than 0.6 times the maximum permissible payload. If, however,
the side-walls are designed to withstand a load of less or greater than 0.6
times the maximum permissible payload, such a strength factor shall be
indicated on the Safety Approval Plate in accordance
with annex I, regulation 1.
TEST LOADINGS AND APPLIED FORCES TEST
PROCEDURES
Internal loading:
Such
as to subject the inside of a side-wall to a uniformly distributed load of
0.6P or such other load for which
the container may be designed. |
The prescribed internal loading shall be applied as
follows: Both sides of a container shall be tested except that where
the sides are identical only one side need be tested. Side-walls |
should be tested separately and the reactions to the
internal loading shall be confined to the corner fittings or equivalent corner
structures. Open-topped containers shall be tested in the condition in which
they are designed to be operated, for example, with removable top members in
position.
Externally applied forces:
None.
.
Supplement
Recommendation on harmonized interpretation and
implementation of the International Convention for Safe Containers, 1972, as
amended*
1 General
The various points concerning harmonized interpretation and
implementation of the International Convention for Safe Containers (CSC), 1972
as amended, on which consensus has so far been reached are given below.
2
Definitions (article
II, paragraphs 8 and
9)
New container and existing container. Where necessary,
individual Administrations should determine the date on which the construction
of a container shall be deemed to have commenced for purposes of determining
whether a container should be considered as “new” or “existing”.
3
Application
(article III, paragraph 1)
3.1 Swap bodies/demountables. It is agreed
that the CSC does not have to be applied to containers known as swap
bodies/demountables and designed and used for carriage by road only or by rail
and road only and which are without stacking capability and top lift
facilities.
3.2 This
agreement also applies to such swap bodies/demountables transported by sea on
condition that they be mounted on a road vehicle or rail wagon. It does not,
however, apply to swap bodies/demountables used in transoceanic services.
3.3 Offshore containers. It is agreed that
the CSC does not apply to offshore containers that are handled in open seas.
Offshore containers may be subject to different design and testing parameters
as determined by the Administration.
4 Entry
into force (articles III and
VIII)
All containers should be inspected and affixed with
Safety Approval Plates by the Administration of the
Contracting Party not less than five years from the date of entry into force of
the Convention for that Party.
5 Testing,
inspection and approval
(article IV, paragraphs 1 and 2):
selection
of organizations entrusted to carry out these functions Administrations
will require a basic description of the organizations to be entrusted with
testing, inspection and approval functions, together with evidence of their
technical capability to carry this out, and will have to satisfy themselves as
to the financial well-being of such organizations. The Administrations will,
furthermore, have to satisfy themselves that the organizations are free from
undue influence by any container owner, operator, manufacturer, lessor,
repairer or others concerned who may have a vested interest in obtaining
container approval.
6
Approval of
containers for foreign owners or manufacturers (article
IV, paragraph 3) and reciprocity 6.1 Where
possible, Contracting Parties should make every effort to provide facilities or
means to grant approvals to foreign container owners or manufacturers seeking
their approval of containers in accordance with the provisions of the
Convention. 6.2 Approval of containers would be
facilitated if classification societies or other organizations approved by one
Contracting Party could be authorized to act for other Contracting Parties
under arrangements acceptable to the parties involved.
*This text is taken from CSC/Circ. 100. The previous
circular (CSC/Circ. 67) was revised to take into account the amendments to
the text of the Convention in 1991 and 1992. |
7
Maintenance
and structural modifications (article IV) 7.1 Development
of detailed guidelines on standards of maintenance will create an unnecessary
burden for Administrations attempting to implement the Convention as well as
for owners. The interpretation of the provision “the owner of the container
shall be responsible for maintaining it in safe condition” (annex I, regulation
2, paragraph 1 of the Convention) should be such that the owner of a container
(as defined in article II, paragraph 10 of the Convention) should be held
accountable to the Government of any territory on which the container is
operated for the safe condition of that container. The owner should be bound by
the existing safety laws of such a territory and such law or regulation as may
implement the control requirements of article VI of the Convention. But the
methods by which owners achieve under the provisions of article IV the safe
condition of their containers, that is the appropriate combination of planned
maintenance, procedures for refurbishment, refit and repair and the selection
of organizations to perform this work, should be their own responsibility. If
there is clear evidence for believing that an owner is repeatedly failing to
achieve a satisfactory level of safety, the Government of the territory in
which the owner has his Head Office or domicile should be requested to ensure
that appropriate corrective action is taken.
7.2
The responsibility of the owner to maintain
his container in a safe condition includes the responsibility to ensure that
any modifications carried out on an approved container do not adversely affect
or render inaccurate the information recorded on the Safety Approval Plate.
Under the provisions of annex I, chapter V, regulation 11, the owner of a
container which has been modified in a manner resulting in structural changes
shall notify the Administration or an approved organization duly authorized by
it of those changes. The Administration or authorized organization may
determine whether the results of the original tests conducted in accordance
with annex II for the initial container approval remain valid for the modified
container.
7.3
If an owner removes a container from service
requiring compliance with the Convention and does not maintain that container
in accordance with the provisions of the Convention, or makes structural
modifications without following the procedures in 7.2 above, the owner must
remove the Safety Approval Plate.
8
Withdrawal
of approval (article IV, paragraph 5)
With regard to withdrawal of approval, the Administration concerned should be
considered as the Administration which issued the approval. While any
Contracting Party may exercise control over container movement pursuant to
article VI, only the Administration which approved the container has the right
to withdraw its approval. When approval has been withdrawn, the Administration
concerned should require the removal of the Safety Approval Plate.
9
Control (article
VI)
9.1
General
For the purposes of effecting control (as envisaged in
article VI of the Convention) Contracting Parties should only appoint
government bodies.
9.2
Containers
which are not defective but which have no Safety Approval Plate or which have
an incorrectly completed plate Such containers should be stopped. However,
where evidence can be produced either to the effect that such container has
been approved under the terms of the Convention or to the effect that such
container meets the standards of the Convention, then the authority exercising
control may permit the container to proceed to its destination for unloading,
with the proviso that it shall be plated as expeditiously as may be practicable
and not reloaded before it has been correctly plated under the Convention.
9.3
Containers
which are “out of date” A container found to have marked on or near to its
Safety Approval Plate a next maintenance examination date which is in the past
should be stopped. However, the competent authority exercising control may
permit the container to proceed to its destination for unloading with the
proviso that it should be examined and updated as expeditiously as may be
practicable and not reloaded before this has been done. 9.4 Unsafe containers (article VI, paragraph 1, third sentence)
Where a container is found by the authority exercising
control to have a defect which could place a person in danger, then the
container should be stopped. However, if the container can be safely moved
(e.g. to a place where it can be restored to a safe condition, or to its
destination) the officer exercising control may permit such movement on such
conditions as the officer may specify with the proviso that the container shall
be repaired as expeditiously as may be practicable and not reloaded before this
has been done.
9.5
International
movement of containers under control
It is recognized that in any of the cases set out in 9.2,
9.3 and 9.4 the owner may wish to remove his container to another country where
the appropriate corrective action can be more conveniently carried out. Control
officers may permit such movements, in accordance with the provisions of 9.2,
9.3 and 9.4 as appropriate, but should take such measures as may be reasonably
practicable to ensure that the appropriate corrective action is indeed taken.
In particular, the control officer permitting such a movement should consider
whether it would be necessary to inform the control officer or officers in the
other country or countries through which the container is to be moved. Further
consideration of the practical aspects of this matter is needed.
9.6
Notification
concerning unsafe containers of a given approved series It is suggested
that if a considerable number of containers in a given approved series are
found to be unsafe as a result of defects which may have existed prior to
approval (article VI, paragraph 2), it may be desirable for Administrations to
notify the Organization as well as the Contracting Party concerned.
10 Safety
Approval Plate (regulation 1)
10.1 The
following approaches to complying with certain of the data requirements of the
Convention, listed in this section, are deemed to be in conformity therewith.
10.2 A single
approval number may be assigned to each owner for all existing containers in a
single application for approval which could be entered on line 1 of the plate.
10.3 The example
given in line 1 of the model Safety Approval Plate (see appendix to annex I of
the Convention) should not be construed so as to require the inclusion of the
date of approval in the approval reference.
10.4 The appendix
to annex I of the Convention can be interpreted so as to allow the use of the
owner’s ISO alphanumeric identification codes, on either new or existing
containers. This may be done even if the manufacturer’s serial number is
available, as long as the applicant keeps a record correlating his
identification numbers with the manufacturer’s serial numbers.
10.5 Where
marking of the end-wall or side-wall strength on the plate is not required
(e.g. a container with an end-wall or side-wall strength equal to 0.4P or 0.6P, respectively) a blank space need not be retained on the Safety
Approval Plate for such marking but can be used instead to meet other data
requirements of the Convention, e.g. subsequent date marks.
10.6 Where
end-wall or side-wall strength is required to be marked on the Safety Approval
Plate, this should be done as follows: — in the English Language:
END-WALL STRENGTH
SIDE-WALL STRENGTH
— in the French language:
R SISTANCE DE LA PAROI
D’EXTREMIT
R SISTANCE DE LA PAROI LAT RALE.
10.7 In cases
where a higher or lower wall strength is to be marked on the Safety Approval
Plate, this can be done briefly by referring to the formula related to the
payload P.
Example:
SIDE-WALL STRENGTH 0.5p.
10.8 With respect
to the material characteristics of the Safety Approval Plate (see appendix to
annex I of the Convention) each Administration, for purposes of approving
containers, may define permanent,
non-corrosive and fireproof in
its own way or simply require that Safety Approval Plates be of a material
which it considers meets this definition (e.g., a suitable metal).
10.9 Regulation 1
of annex I requires that the Safety Approval Plate be affixed adjacent to any
approval plate issued for official purposes. To comply with this requirement,
when practicable, the CSC Safety Approval Plate may be grouped with the data
plates required by other international conventions and national requirements on
one base plate. The base plate should be conveniently located on the container.
One example of such a grouped data plate is given below.
CSC SAFETY APPROVAL
[GB-L/749/2/7/75]
Date manufactured. . . . . . . . . . . . . . . . . . . .
Identification No . . . . . . . . . . . . . . . . . . . . . .
Maximum gross weight . . . . kg . . . . . . . .lb Allowable stacking weight
For 1.8g . . . . . . . . . . .
. . . kg. . . . . . . . .lb Racking
test load value . . . . . kg . . . . . . .lb
≥
200 mm
OFFICIAL PLATE
(CCC . . .)
OWNER PLATE
10.10 For the
purposes of this Convention, the word weight
is considered to be equivalent to the word mass,
and therefore can be used on the Safety Approval Plate. When the 1993
amendments to the annexes to the Convention come into force, the word MASS should replace WEIGHT on plates fitted to containers
after the amendments come into force.
11 Maintenance and examination procedures (regulation 2)
11.1 Choice of examination
procedure
11.1.1
The Convention allows owners the option of having containers examined at
intervals specified in the Convention in accordance with an examination scheme
prescribed or approved by the Administration concerned, as set out in
regulation 2, paragraph
2, and hereinafter referred to as
“PERIODIC EXAMINATION SCHEME”; or under a continuous examination programme
approved by the Administration concerned, as set out in regulation 2, paragraph
3, and hereinafter referred to as “CONTINU-
OUS EXAMINATION PROGRAMME”.
11.1.2 Both
procedures are intended to ensure that the containers are maintained to the
required level of safety and both should be considered equal, provided the
Administration is satisfied with the examination schemes submitted by the
owner.
11.1.3 The owner
should be allowed the option of having his fleet covered by one examination
procedure and the remaining part of his fleet covered by the other procedure,
and provision should be made to allow an owner to change the procedure
applicable to their containers.
Elements to be included in the examination
11.2.1 For containers
under a periodic examination scheme
11.2.1.1 While Administrations may specify factors
to be taken into account in a container examination scheme, it should not be
necessary at this time to agree on a specific list of factors or minimum
listing of parts of a container which should be included in an examination.
However, each examination should include a detailed visual inspection for
defects or other safety-related deficiencies or damage which will render the
container unsafe.
11.2.1.2 It is accepted that a visual examination
of the exterior of the container will normally be sufficient. However, an
examination of the interior should also be performed if reasonably practicable
(e.g. if the container is empty at the time). Furthermore, the underside of the
container should be examined. This may be done either with the container
supported on a skeletal chassis or, if the examiner considers it necessary,
after the container has been lifted on to other supports.
11.2.1.3 The person performing the external
examination should have the authority to require a more detailed examination of
a container if the condition of the container appears to warrant such
examination.
11.2.2 For containers
under a continuous examination programme
11.2.2.1 Under an approved continuous examination
programme a container is subject to examinations and inspections during the
course of normal operations. These are:
.1 thorough
examinations, which are examinations conducted in connection with a major
repair, refurbishment, or on-hire/offhire interchange; and
.2 routine
operating inspections, which are frequent inspections performed with the
object of detecting any damage or deterioration which might necessitate
corrective action.
11.2.2.2 Thorough examinations should be carried out
in accordance with the requirements of 11.2.1 and care should be taken to
ensure that any damaged parts or components have been adequately and safely
repaired or replaced. Although Administrations may specify factors to be taken
into account during routine operating inspections, normally a visual inspection
of the exterior and the underside should be sufficient.
11.3 Personnel carrying out examinations The
examination of a container should be carried out by a person having such
knowledge and experience of containers as will enable him to determine in
accordance with 11.2.1 and 11.2.2 whether it has any defect which could place
any person in danger.
11.4 Container markings for
examinations
11.4.1 For containers
under a periodic examination scheme
The use of decals should be allowed to indicate the date of
the first examination and subsequent reexamination of a container examined at
intervals specified in the Convention provided that:
.1 the relevant date (month and year) is
shown in internationally recognizable words or figures on the decals or on the
plate itself;
.2 the date of the first examination for
new containers is shown by decals or otherwise
on the plate itself as regulation 2.2 of annex I of the CSC
requires; and
.3 the decals are coloured in accordance
with the year of examination as follows:
BROWN BLUE YELLOW RED BLACK GREEN |
1986 1987 1988 1989 1990 1991 |
1992 1993 1994 1995 1996 1997 |
1998 1999 2000 etc. |
11.4.2 For containers
under a continuous examination programme A container examined under an
approved continuous examination programme should bear a decal showing the
letters ACEP and the identification
of the Administration which has granted the approval, in a similar manner to
that stated in annex I, appendix 1, paragraph 1. This decal should be placed on
or as close as practicable to the Safety Approval Plate.
11.4.3 Use of decals
The use of decals for containers under a periodic
examination scheme should remain optional and in no way derogate from the
relevant provisions of the Convention to which reference is made above. The
responsibility for developing and introducing a decal system should remain with
the owners.
12 Records
of examinations
It will be desirable to require that owners keep an
examination record which should include, in addition to identification of the
containers, a record of the date of last examination and a means of identifying
the examiner. There is no need to standardize the method by which such records
should be kept and the existing record systems may be accepted at least for a
transitional period. Such records should be made available within a reasonable
time to the Administration on its request. There is no requirement to keep
records of routine operating inspections.
13 Frequency
of examinations
13.1 For containers under a periodic examination
scheme
13.1.1 The
Convention recognizes that it may be necessary to examine containers more
frequently than every 30 months when they are subject to frequent handling and
transhipment. It should be borne in mind, however, that any significant
reduction in the 30-month interval between examinations would create severe
examination control problems. It should be noted that where containers are
subjected to frequent handling and transhipment they are also liable to be
subjected to frequent checking.
13.1.2 Therefore,
in determining whether it is acceptable that the interval between examinations
under the Convention should be the maximum of 30 months, proper account should
be taken of intermediate examinations, having regard to their extend and to the
technical competence of the persons by whom they are performed.
13.2 For containers under a continuous examination programme Containers
examined under an approved continuous examination programme are subject to a
thorough examination in connection with a major repair, refurbishment or
on-hire/off-hire interchange and in no case less than once every 30 months.
14 Modifications
of existing containers
Applicants for approval of existing containers might be
required to certify that, to the best of their knowledge, any modifications
previously carried out do not adversely affect safety or the relevance to those
containers of the information presented with the application in accordance with
annex I, regulation 9, paragraph 1(d)(ii) and (iii). Alternatively, applicants
should submit details of the modification for consideration.
15 Test
methods and requirements
(annex II)
Containers tested in accordance with the methods described
in ISO Standard 1496 should be deemed to have been fully and sufficiently
tested for the purposes of the Convention, except that tank-containers provided
with fork-lift pockets must be additionally tested in accordance with annex II,
test 1(B)(i).
16
Stacking
test (annex II, paragraph 2)
16.1
The following can be used as guidance in
interpreting paragraphs 1 and 2 of the stacking test:
For a 6-high stacking of 20-ton (20,320 kg/ 44,800 lb)
containers the mass on the bottom container would be 5 × 20 tons (20,320 kg/ 44,800
lb), i.e. 100 tons (101,600 kg/224,000 lb). Thus, in the case of a 20-ton
container with 6-high stacking capability the plate should indicate: ALLOWABLE STACKING MASS
FOR 1.8g:
101,600 kg/224,000 lb.
16.2
The following may be useful guidance for
determining allowable stacking mass:
The allowable stacking mass for 1.8g may be calculated by assuming a uniform stack loading on the
cornerpost. The stacking test load applied to one corner of the container shall
be multiplied by the factor and the
result expressed in appropriate units.
16.3
The following is a useful example of how the
allowable stacking mass could be varied, as prescribed in paragraph 1 of the
stacking test:
If on a particular journey the
maximum vertical acceleration on a container can be reliably and effectively
limited to 1.2g, the allowable
stacking mass permitted for that journey would be the allowable stacking mass
stamped on the plate multiplied by the ratio of 1.8 to 1.2 (i.e. allowable
stacking mass on the plate × = stacking mass permitted for the
journey).
Resolution A.737(18)
(adopted
on 4 November 1993)
Amendments to the
International Convention for Safe Containers (CSC), 1972
THE ASSEMBLY,
RECALLING article IX of the International Convention
for Safe Containers (CSC), 1972, on the procedure for amending any part of the
Convention,
HAVING CONSIDERED the amendments to the International
Convention for Safe Containers (CSC), 1972, adopted by the Maritime Safety
Committee at its sixty-first session and communicated to all Contracting
Parties in accordance with paragraph 2(a) of article IX of that Convention,
1.
ADOPTS, in accordance with paragraph 2(b) of
article IX of the International Convention for Safe Containers (CSC), 1972, the
amendments to the Convention and its annexes set out in the annex to the
present resolution;
2.
NOTES that, in accordance with paragraph 2(c) of
article IX of the Convention, the said amendments shall enter into force 12
months after the date on which they are accepted by two thirds of the
Contracting Parties;
3.
REQUESTS the Secretary-General, in conformity
with paragraph 2(b) of article IX of the Convention, to communicate the said
amendments to all Contracting Parties for their acceptance.
Annex
Amendments to the
International Convention for Safe Containers (CSC), 1972 1 Paragraphs 14 to
16 of article II (Definitions) are amended to read:
“14 Maximum operating gross mass or Rating or R means the maximum allowable sum of the mass of the container and
its cargo. The letter R is expressed
in units of mass. Where the annexes are based on gravitational forces derived
from this value, that force, which is an inertial force, is indicated as Rg.
15 Tare
means the mass of the empty container, including permanently affixed ancillary
equipment. 16 Maximum permissible payload or P
means the difference between maximum operating gross mass or rating and tare.
The letter P is expressed in units of
mass. Where the annexes are based on the gravitational
forces derived
from this value, that force, which is an inertial force, is indicated as Pg.” New paragraphs 17 to 19 are added
as follows:
“17 The word load, when used to describe a physical
quantity to which units may be ascribed, signifies mass.
18 The word loading, for example, as in internal loading, signifies force.
19 The letter
g means the standard acceleration of
gravity; g equals 9.8 m/s2”
2 Annex I, subparagraph 1(b) of regulation 1 is amended to read:
“(b) On each container,
all maximum operating gross mass markings shall be consistent with the maximum
operating gross mass information on the Safety Approval Plate.” Subparagraph
2(a) is amended to read:
“(a) The plate shall contain the following
information in at least the English or French language:
“CSC SAFETY APPROVAL”
Country of approval and approval reference
Date (month and year) of manufacture
Manufacturer’s identification number
of the container or, in the case of existing containers for which that number
is unknown, the number allotted by the Administration
Maximum operating gross mass (kg and lbs)
Allowable stacking load for 1.8g (kg and lbs)
Transverse racking test force (newtons)”
A new paragraph 5 is added as follows:
“5 A container, the construction of which was completed
prior to . . . . . .*, may retain the Safety Approval Plate as permitted by the
Convention prior to that date as long as no structural modifications occur to
that container.”
3 Annex
I, subparagraphs 1(c) and 1(e) of regulation 9 are amended to read:
“(c) maximum operating gross mass capability;”
“(e) allowable stacking load for 1.8g (kg and lbs); and”
4 Annex
I, subparagraphs (c) and (e) of regulation 10 are amended to read:
“(c) maximum operating gross mass capability;”
“(e) allowable stacking load for 1.8g (kg and lbs); and”
5 Annex
I, the fourth, fifth and sixth lines of the model of the Safety Approval Plate
reproduced in the appendix are amended to read:
“MAXIMUM OPERATING GROSS MASS . . . kg . . .lbs
ALLOWABLE STACKING LOAD FOR 1.8g . . .kg . . .lbs
TRANSVERSE
RACKING TEST FORCE . . . . ..newtons” 6 Annex I, items 4 to 8 of the
appendix are amended to read:
“4 Maximum operating gross mass (kg and lbs).
“5 Allowable
stacking load for 1.8g (kg and lbs).
“6 Transverse
racking test force (newtons).
“7
End-wall strength to be indicated on plate only if end-walls are designed to
withstand a force of less or greater than 0.4 times the gravitational force by
maximum permissible payload, i.e. 0.4Pg.
“8 Side-wall strength to be indicated on plate
only if the side-walls are designed to withstand a force of less or greater
than 0.6 times the gravitational force by maximum permissible payload, i.e. 0.6Pg.”
7 The
first sentence of the Introduction to annex II (Structural safety requirements
and tests) is amended to read:
“In setting the requirements of this annex, it is implicit
that, in all phases of the operation of containers, the forces as a result of
motion, location, stacking and gravitational effect of the loaded container and
external forces will not exceed the design strength of the container.”
8 Annex
II, section 1(A)—Lifting from corner fittings—the text concerning test loadings
and applied forces is amended to read:
“TEST LOAD AND APPLIED FORCES
Internal load:
A uniformly distributed load such that the sum of the mass
of container and test load is equal to 2R.
In the case of a tank-container, when the test load of the internal load plus
the tare is less than 2R, a
supplementary load, distributed over the length of the tank, is to be added to
the container.
Externally applied forces:
Such as to lift the sum
of a mass of 2R in the manner
prescribed (under the heading TEST PROCEDURES).” 9 Annex II, section
1(B)—Lifting by any other additional methods—is amended to read:
*Date of entry into force of the amendments.
“TEST
LOAD AND APPLIED FORCES
Internal load:
A uniformly distributed load such that the sum of the
mass of container and test load is equal to 1.25R.
Externally applied forces:
Such as to lift the sum of a mass of 1.25R in the manner prescribed (under the
heading TEST PROCEDURES).
Internal load:
A uniformly distributed load such that the sum of the
mass of container and test load is equal to 1.25R. In the case of a tank-container, when the test load of the
internal load plus the tare is less than 1.25R, a supplementary load, distributed over the length of the tank,
is to be added to the container.
Externally applied forces:
Such as to lift the sum of a mass of 1.25R in the manner prescribed (under the
heading TEST PROCEDURES).
TEST
PROCEDURES
(i) Lifting from fork-lift pockets:
The container shall be placed on bars which are in the
same horizontal plane, one bar being centred within each fork-lift pocket which
is used for lifting the loaded container. The bars shall be of the same width
as the forks intended to be used in the handling, and shall project into the
fork pocket 75% of the length of the fork pocket.
(ii) Lifting from grappler-arm positions:
The container shall be placed on pads in the same
horizontal plane, one under each grappler-arm position. These pads shall be of
the same sizes as the lifting area of the grappler arms intended to be used.
(iii) Other methods:
Where containers are designed to be lifted in the
loaded condition by any method not mentioned in (A) or (B)(i) and (ii) they
shall also be tested with the internal load and externally applied forces
representative of the acceleration conditions appropriate to that method.”
10 Annex
II, paragraphs 1 and 2 of section 2—STACKING—are amended to read:
“1 For conditions of international transport where the
maximum vertical acceleration varies significantly from 1.8g and when the container is reliably and effectively limited to
such conditions of transport, the stacking load may be varied by the
appropriate ratio of acceleration.
“2 On successful
completion of this test, the container may be rated for the allowable superimposed
static stacking load, which should be indicated on the Safety Approval Plate
against the heading ALLOWABLE STACKING LOAD FOR 1.8g (kg and lbs).”
11 Annex
II, section 2—STACKING—the text concerning test loadings and applied forces is
amended to read: “TEST LOAD AND APPLIED FORCES
Internal load:
A
uniformly distributed load such that the sum of
the mass of container and test load is equal to 1.8R. Tankcontainers may be tested in the tare condition. Externally applied forces:
Such as to subject each of the four
top corner fittings to a vertical downward force equal to 0.25 × 1.8 × the gravitational force of the
allowable superimposed static stacking load.”
12 Annex
II, section 3—CONCENTRATED LOADS—is amended to read:
“TEST LOAD AND APPLIED FORCES Internal load: None. Externally applied forces: A concentrated
gravitational force of 300 kg (660 lbs) uniformly distributed over an area of
600 mm × 300 mm (24
in. × 12 in.) Internal load: Two
concentrated loads each of 2,730 kg (6,000 lbs) and each added to the
container floor within a contact area of 142 cm2 (22 sq in). Externally applied forces: None.” |
TEST PROCEDURES (a) On roof The externally applied forces shall be applied vertically
downwards to the outer surface of the weakest area of the roof of the
container. (b) On floor The test should be made with the container
resting on four level supports under its four bottom corners in such a manner
that the base structure of the container is free to deflect. A
testing device loaded to a mass of 5,460 kg (12,000 lbs) [that is, 2,730 kg
(6,000 lbs) on each of two surfaces] having, when loaded, a total |
contact
area of 284 cm2 (44 sq in) [that is, 142 cm2 (22 sq in)
on each surface], the surface width being 180 mm (7 in) spaced 760 mm (30 in)
apart, centre to centre, should be manoeuvred over the entire floor area of the
container.
13 Annex
II, the heading and subheading of section 4—TRANSVERSE RACKING—are amended to
read respectively:
“TEST LOAD AND APPLIED FORCES’ and “Internal load:”.
14 Annex
II, section 5—LONGITUDINAL RESTRAINT (STATIC TEST)—the text concerning test
loadings and applied forces is amended to read:
“TEST LOAD AND APPLIED FORCES
Internal load:
A uniformly
distributed load, such that the sum of the mass of a container and test load is
equal to the maxi-mum operating gross mass or rating R. In the case of a tank-container, when the mass of the internal
load plus the tare is less than the maximum gross mass or rating, R, a supplementary load is to be added
to the container.
Externally applied forces:
Such as to subject each side of the container to
longitudinal compressive and tensile forces of magnitude Rg, that is, a combined force of 2Rg on the base of the container as a whole.”
15 Annex
II, the first paragraph of section 6—END-WALLS—is amended to read:
“The end-walls should be capable of withstanding
a force of not less than 0.4 times the force equal to gravitational force by
maximum permissible payload. If, however, the end-walls are designed to
withstand a force of less or greater than 0.4 times the gravitational force by
maximum permissible payload, such a strength factor shall be indicated on the
Safety Approval Plate in accordance with annex I, regulation 1.” 16 Annex II,
section 6—END-WALLS—the text concerning test loadings and applied forces is
amended to read:
“TEST LOAD AND APPLIED FORCES
Internal load:
Such as to subject the inside of an end-wall to a uniformly
distributed force of 0.4Pg or such
other force for which the container may be designed.
Externally applied forces:
None.”
17 Annex II, the first paragraph of section 7—SIDE-WALLS—is
amended to read:
“The side-walls should be capable of
withstanding a force of not less than 0.6 times the force equal to the
gravitational force by maximum permissible payload. If, however, the side-walls
are designed to withstand a force of less or greater than 0.6 times the
gravitational force by maximum permissible payload, such a strength factor
shall be indicated on the Safety Approval Plate in accordance with annex I,
regulation 1.” 18 Annex II, section 7—SIDE-WALLS—the text concerning test loadings
and applied forces is amended to read:
“TEST LOAD AND APPLIED FORCES
Internal load:
Such as to subject the inside of a side-wall to a uniformly
distributed force of 0.6Pg or such
other force for which the container may be designed.
Externally applied forces: None.”
.