HG/T 20565-1994 Calculation rules for railway loading and unloading lines, loading and unloading spaces and storage lines within chemical enterprises
Some standard content:
Calculation regulations for railway loading and unloading lines, loading and unloading cargo spaces, and storage lines in chemical enterprises
HG/T20565-94
Explanation of clauses
1 General
The purpose of compiling these regulations is to make principle provisions in terms of principles and calculation formulas.
1.0.2 These regulations clarify the scope of application and are applicable to the calculation of the length of railway loading and unloading lines, loading and unloading cargo spaces, and storage lines in new, rebuilt, and expanded chemical enterprises with standard track gauges. 2 Terms, symbols, and codes
(Explanation omitted)
Loading and unloading lines, loading and unloading cargo spaces
3.1 General regulations
3.1.1 Reasonable cargo space layout can create favorable conditions for convenient use and ensure operational safety. Different types of goods use different loading and unloading methods, and the requirements for transportation facilities are different. Setting up corresponding facilities according to the nature of the goods is beneficial to fully utilize the loading and unloading facilities and ensure operational safety.
3.1.2 Mainly from the economic point of view, materials with small transportation volume and safe transportation can be appropriately merged. Shared loading and unloading lines can reduce the length of the railway and save investment. 3.1.3 The additional distance at the end of the dead-end line is necessary. This is mainly due to the following considerations: (1) When the locomotive picks up and delivers the car, it may not stop accurately due to various reasons, so a certain length of movement range must be allowed.
(2) Tank cars of liquefied hydrocarbons, flammable liquids, or vehicles with Class A and Class B solids will rush out of the car block during shunting, which is very dangerous. At the same time, it is convenient to separate the burning vehicle from other vehicles to reduce the impact and loss of the fire.
(3) Vehicles need to be aligned during loading and unloading, so there must be a movement range. 3.1.4 A straight section should be set in front of the building door to meet the needs of the operation. Because sometimes the locomotive and vehicle need to move to the line in front of the door to continue other operations after working in the building. If it is located on a curve, it is not conducive to operation. Therefore, the length of the straight section in front of the depot should not be less than one vehicle length. When reconstruction is difficult, the straight section in front of the warehouse door can be reduced to 2 meters to ensure that the curve does not enter the building. In particularly difficult situations, no straight section may be set, mainly considering reducing construction costs and utilizing existing facilities. However, whether a 2-meter straight section is set or not, the building limit of the building gate should be calculated based on the length of the locomotive vehicle and the center pin distance of the bogie, and widened. In order to ensure operational safety and operational needs, it should be set on a flat road under any terrain.
3.2 Calculation regulations
3.2.1'These factors directly affect the scale of loading and unloading facilities and must be considered in the design. .3.2.2 Piece cargo loading and unloading line, loading and unloading cargo position 3.2.2.1 gives three formulas for calculating the total length of the loading and unloading line, which can be selected according to actual conditions. When the number of pick-up and delivery vehicles is more than once a day, the length can be controlled by formulas 3.2.2-1 and 3.2.2-2; when the number of pick-up and delivery vehicles is less than times a day, the length can be controlled by formula 3.2.2-3.
The parameters in the formula should be selected in combination with the actual situation. The following table shows the average net load of trucks for various types of goods in the railway specifications, the cargo volume per unit area, the width of the cargo space and the time of occupying the cargo space, for reference in use.
Cargo category
Wagonload of moisture-sensitive goods
Wagonload of dangerous goods
Wagonload of bulky goods
Open-air platform goods
Bulk cargo
Containerized cargo
Average
Net load of trucks
(tons)
Unit area!
Cargo space width
Cargo volume P
(tons/m2)
0.50~~0.70j4.0~5.0
0.30--0.406.58.5
Occupancy time of cargo space
Time (days)
Note: Calculation of cargo volume per unit area: The warehouse shed includes the pure cargo area, forklift or pedestrian passage, operation and cargo spacing between pallets, etc. The area for bulky goods and bulk cargo includes the pure cargo area and cargo spacing area, but does not include the area of automobile passage and auxiliary machinery running area. ② If the bulk cargo is multi-car heavy code, the cargo volume per unit area and cargo space width should be calculated. ③ For goods transferred at river ports and docks, the time they occupy the cargo space can be appropriately increased. ④ This table is extracted from the "Design Specifications for Railway Stations and Hubs" (GBI91--85). 3.2.2.2 The effective length of each loading and unloading line should be analyzed according to the specific situation, key factors should be found and appropriate formulas should be selected for calculation and determination. 3.2.3 The cargo area for liquefied hydrocarbons and flammable liquids refers to the bulk cargo area for loading tank cars with cranes. The classification of liquefied hydrocarbons and flammable liquids shall be carried out in accordance with the provisions of the current national standard "Design Fire Protection Code for Petrochemical Enterprises".
: 3.2.3.1 Setting principles
(1) The design of the dead-end line is due to: ① During the loading and unloading process of liquefied hydrocarbons and flammable liquids, a large amount of flammable and combustible vapors will overflow, and all facilities that may generate fire sources (or have flying fire) are required to be away from these loading and unloading points. The locomotive is a mobile fire source, and there is a certain requirement for the distance from the loading and unloading point. When the locomotive picks up and delivers the tank car for loading and unloading the above materials, an isolation car must be added to meet the fire protection distance requirements, and the locomotive must not be allowed to pass through the loading platform. The selection of the dead-end line can ensure the safety of the operation. ② The dead-end line is convenient for the arrangement of platforms and loading and unloading facilities, which is conducive to development. ③ It reduces land occupation and saves railway investment.
(2) A platform is set up on one side, and two working areas can be reserved for shunting operations on the other side to ensure that no accidents such as squeezing and hanging injuries occur during shunting operations, creating safe and convenient conditions for shunting personnel.
(3) This regulation is formulated in accordance with the relevant provisions of the "Petrochemical Enterprise Design Fire Prevention Code" (GB50160-92).
(4) If liquefied hydrocarbons leak and ignite, they will have a greater impact on the surrounding area than flammable liquids. Therefore, the liquefied hydrocarbon loading and unloading platform should be arranged on one side of the loading and unloading area. (5) Setting up dedicated loading and unloading lines according to types can make shunting operations convenient and interference-free, which is more ideal. However, for materials with similar properties and small transportation volume, loading and unloading lines can be combined to save investment and reduce land occupation. When loading and unloading more than three types of materials on one line, the probability of mismixing loading and unloading is high, and it is very easy to cause interference and blockage, which brings great difficulties to the shunting operation. Therefore, most companies do not welcome this on site.
3.2.3.2 Calculation regulations
(1) The calculation formula for the number of liquid materials loaded and unloaded at one time is given, where the medium weight filling coefficient is the product of the material density and the loading coefficient. For those not listed in the table in Appendix B, the medium density multiplied by the loading coefficient can be directly substituted into the formula. (4 Large crane loading generally uses traction winches to load cargo, which can improve loading efficiency and ensure operation safety. For enterprises that do not have their own locomotives to load cargo, it is advisable to use traction winches to shun.
3.2.4 General chemical liquid cargo loading and unloading lines, loading and unloading cargo positions 3.2.4.2 In the calculation formula, the additional distance is 10 meters because it is a common liquid. 3.2.5 Bulk cargo loading and unloading lines, loading positions Bulk granular cargo such as coal, ore, sand, etc. can be loaded and unloaded by appropriate loading and unloading methods according to the type of cargo and terrain conditions. Loading machine, cross-line hopper bin , high platforms, low cargo spaces, sliding glass warehouses and other facilities require relatively large investments, and their use should be based on sufficient evidence. 4 Storage lines
4.1 Setting principles
4.1.1 According to surveys, the average time that tank trucks are outside the factory is between 10 and 35 days, with an average of about 15 days. The annual overhaul of each company's production equipment takes about 25 to 30 days, with technical renovations being an exception. During the overhaul period, vehicles cannot load and leave immediately after returning to the factory and need to stay in the factory; vehicles from outside companies that come to pick up and deliver goods often cannot leave immediately after loading or unloading. , need to stay in the factory. In addition, the vehicles of the Ministry of Railways also stay in Guangji, accounting for about 10%~30% of the total number of vehicles in the factory. Therefore, a sufficient number of storage lines must be set up to meet the transportation needs. 4.1.2 The setting of storage lines can be flexibly arranged according to specific circumstances, with the principle of convenient operation and management.
4.2·Calculation regulations
4.2.2 This article gives the formula for calculating the total length of the storage line under three circumstances. Formula 4.2.2-1 is during the maintenance period. If the total number of vehicles returned to the factory is less than the total number of self-owned vehicles, the total number of vehicles returned to the factory shall be calculated according to the total length of the storage line. The total effective length of the parking line is calculated based on the total number of vehicles. For example, a company has about 450 self-owned vehicles, which are kept outside the factory for an average of 15 days (transport distance of 816 kilometers). The annual maintenance time of the equipment is an average of 25 days. During the maintenance period, the total number of vehicles returned to the factory is about 300. A parking line of 3.6 kilometers should be set up. The company's current total effective length of the parking line is 3.2 kilometers, which basically meets the transportation requirements. Formula 4.2.2-2 calculates the total length of the parking line based on the total number of self-owned vehicles. For companies with a small number of self-owned vehicles, it is appropriate to calculate based on the total number of self-owned vehicles. Formula 4.2.2-3 is the total length of the storage line calculated according to the maximum number of vehicles in the factory when the average time the vehicle is outside the factory is equal to or greater than the maintenance time. The average time the vehicle is outside the factory refers to the average number of days from the date the various tank cars leave the factory to the date they return to the factory, not the turnover time of the vehicle. According to the survey, this value fluctuates greatly. The reason is that the chemical products arrive at the station in a scattered manner, the unloading capacity of each user is different, and the national railway transportation capacity is tight. The design should be comprehensively considered according to the actual situation.
The formula does not consider the vehicle maintenance coefficient and the storage line gap coefficient. In fact, the vehicle maintenance coefficient accounts for about 20% to 30%. This part of the vehicle is on a dedicated maintenance line or outside the factory and does not occupy the storage line. It should be deducted in the calculation. On the other hand, it is impossible to park the vehicles in the storage line one by one, and there are many skylights on the line. Therefore, about 20%-30% of the length of the storage line is the unusable gap rate, and this part of the length should be increased in the design. Considering these two coefficients comprehensively, the multiplication of the two is close to 1. In order to simplify, the coefficient is no longer included in the formula.
The survey also shows that the vehicles on the enterprise railway line are composed of three parts: vehicles from the Ministry of Railways, vehicles owned by the enterprise and vehicles from other enterprises. The vehicles from the Ministry of Railways and vehicles from other enterprises 110bzxz.net
are not considered in the calculation of the length of the storage line. This is because the enterprise railway line also includes loading and unloading lines, arrival and departure lines, shunting lines and other lines. The operating vehicles are all parked on the above lines. According to the statistics of a certain company from 1982 to 1987, the number of vehicles in the enterprise was 420-595 per day, with an average of 430 vehicles. Among them, vehicles from the Ministry of Railways accounted for about 15%, vehicles from other enterprises accounted for about 20%, and vehicles owned by the company accounted for about 65%. This number shows that the number of vehicles staying in the factory is close to the total number of vehicles owned by the company. The company also has a shunting line of 5.3 kilometers. The total effective length of the shunting line and the storage line is 8.5 kilometers, which basically meets the needs. In actual work, it is difficult to separate the shunting line and the storage line, so comprehensive consideration should be given in the design. 111
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