Tires of heavy-duty service for transport of containers, chassis intermodales and operations of terminel portuaria. Built for loads maximums and conditions harsh of yard.
The drayage is the transportation of short distance of maritime containers between ports, terminals ferroviarias, distribution centers and warehouses. Is the first-rate and theest mile critical of the intermodal supply chain, connecting the cargo maritime and the shippings rail a its destius finales. If bien the trips drayage are short, often of less of 80 km, the demands to the tires are among the more severe of the transportation commercial. Each cargo is to the weight vehicular bruto legal maximum or near of he. The surfaces of the yards of port are rough, fillss of debris and repletas of tight turns around containers stacked. The tires of the chassis remain inactivas per days or weeks, losing pressure, and then se cargon to the maximum without inspection.
The tire failures in operations drayage no only are costly of reparar. Createsn delays in caseach through the supply chain. A tire burst in a chassis in a terminel portuaria blocks a carril, retrasa the processing in the puerta and can resultar in loads by demora that exceed the cost of the tire same. The economand per shift in drayage is adjusted, and each minuto that a truck is waiting a cambio of tire is a shift no completedo. Drayage operators that invest in tires of quality and maintenance proper exceed consistently a quienes searchn the cost per unit more under, because the downtime preventsdo and the service stops in highway more that compensan the higher purchase price.
The Hanksugi tires address the demands specific of the operations drayage and port operations with tires engineered to maximum load capacity, resistce to punctures and reliability in surfaces rough. The tire all-position HS64+ KRATO MIX maneja the needs steer and all-position of the tractores drayage with a compound resistant a cracks that rechaza the debris of the port. The tire of traction HS84 usa a compound resistant to cuts and tears constnoise for the conditions mixtas of surface of highway and terminel that the trucks drayage face daily. The tire of trailer HS86T, with four steel belts to resistce to punctures, is the option correct for chassis intermodales that transporso containers of weight maximum.
The operations drayage cover three environments distintos, and each one ataca the tires of way different. Comprender the hazards specific of each environment help to fleet managers a select tires that sobrevivan to the cycle of work complete, no only a parte.
Tires all-position, of traction and of trailer selected for the demands specific of the transportation of containers, service in terminel portuaria and applications of chassis intermodal.
Compound resistant a cracks with traction superior for service steer drayage and all-position. Maneja debris of port and surfaces rough of terminel without compromising the performance in highway in routes of containers.
Drive tire resistant to cuts and tears with features of defensa against stones. Built for the conditions mixtas of highway and terminel portuaria that find the trucks drayage. Tread Pattern deep for life extended under heavy loads.
Four steel belts deliver maximum resistce to punctures for chassis of containers and positions of trailer intermodal. The low rolling resistance keeps diesel efficiency in transit on highways between port and center of distribution.
The specification more important for a tire drayage is its load rating. The containers arrivesn of the extranjero loadeds to the weight maximum allowed, and the tire should support its us of that weight without fail. Equivocarse in this has consecuencias that van from premature wear of tires up to blowouts catastrophics in the highway.
A container standard of 40 pies can weigh up to 20.000 kg when is fully loaded. Combined with the weight of the chassis of approximately 4.500 kg and the weight of the tractor of 7.300 a 9.100 kg, the weight bruto combined regularly excede the 31.800 kg and can anearrse to the limit federal of 36.300 kg. Each tire in the chassis should support its us providesl of the weight of the container more the weight of the chassis. In a chassis standard of two axles with four tires per axle, each tire supports approximately between 2.500 and 3.200 kg depending on the distribution of the cargo.
Always select tires with cargo ratings that matchn or excedan the weight maximum of the axle that the chassis will transport. For chassis intermodales standard, this typically means tires Load Range G (14PR) or Load Range H (16PR) in the measurements 11R22.5 or 295/75R22.5. The tires with rating inenough operating a weight maximum of container will generateste heat excessive and will fail prematurely. The tire of trailer HS86T is available in cargo ratings adsuitabledas to the demands of chassis of containers fully loadeds, with four steel belts that provide the reinforcement structural necessary for transport heavy loads kilometer tras kilometer.
The tires at maximum load require maximum inflation pressure. For a tire Load Range G at full capacity, that is typically 110 PSI. For Load Range H, is 120 PSI. There is no margin for low inflation at these weights. A tire operating even 10 PSI below the required pressure at maximum load generates dramatically more heat, and in drayage where each load is at maximum load, that excess heat builds up on every trip. Drayage operators should verify the pressures of tires before each dispatch and consider equipping chassis with automatic inflation systems or at least tire pressure monitoring. The few minutes spent verifying pressures pay off many times in tire prevented failures and service stops in highway.
The chassis of containers are teams compartidos in many port environments, which means that a chassis specific can be inactivo in a yard per days or weeks between dispatchs. During the time inactivo, the tires losesn pressure slowly by permeation natural. When the chassis finally is removesdo of the yard and loaded with a container of 20.000 kg, the tires can be between 20 and 30 PSI below of its pressure nominel. Cargor a container of weight maximum in a chassis with tires of low pressure is a receta for a blowout in the firsts kilometers. The bottoms of chassis should implement verifications systematic of tire pressure before the team between in service, and the drivers should verify the pressures of tires in each chassis to the that se engwiden before salir of the terminel.
Each position of axle in a truck drayage enfrenta different challenges. Select the tire correct for each position maximizes the life of each tire of the truck and prevents the costso desfase of poner a tire of highway in a position that demands a design of mixed service.
The steer tires drayage face a combination unique of driving in highway and maneuvering aggressive in yard. Need deliver steer thisble and predictable at highway speeds while sobreviven tight turns and the contact with edges of the operations of terminel. The HS64+ KRATO MIX maneja both environments with a compound resistant a cracks that resists the damage surface of the debris of the port without sacrificar the handling receptivo necessary in highway a cargo full. Its reinforced sidewall construction supports the scraping e impact that the steer tires drayage absorb daily in the terminals port operations.
The drive tires in the trucks drayage should transmitir the torque of the motor to the surface of the highway while withstand weights maximums of axle on every trip. The constant maniconstruction at low speeds in the yards of port wears the drive tires aggressivemente, and the stones of the surfaces rough of the terminel embed in the grooves of the tread pattern. The tire of traction of mixed service HS84 is engineered exactamente for this cycle of work. Its features of expulsion of stones prevent damage by puncture of stones, and the compound resistant to cuts and tears supports the surfaces rough cargodas of debris enagainstdas in port environments. A higher tread depth provides life extended even under the conditions of accelerated wear of the drayage service.
The chassis tires of containers viven the life harder in drayage. Cargon the weights more heavy, remain inactivas losing pressure, wheeln by campos of debris and often no reciben attention maintenance between dispatchs. The resistce to punctures is the priority main for chassis tires because a puncture in a terminel portuaria creates delays that costsn much more that the tire same. The HS86T with four steel belts provides the protection against punctures that the applications of chassis demand. Its construction is engineered to resist the fragmentos of nails, perus and twist-locks that ensucian the yards of port and cause most the punctures of chassis tires. For fleets that controlan its own chassis, implement a program programdo of verification of pressure is the investment in tires with higher return available.
The operations drayage consumes tires faster than almost any other application commercial. The combination of weights maximums, surfaces rough, exposure to debris and maneuvering aggressive means that the tires drayage can deliver only between 64.000 and 97.000 kilometers compareds with the 160.000+ kilometers that the same tire could reach in service long-haul. Acceptsr this actualidad and handlela is the key for controlar the costs of tires drayage.
The measurement of control of costs more impactante is maintain proper inflation pressure. In drayage, where each load is at maximum load, run with tires even slightly with low pressure accelerates the wear, generates heat excessive and increases dramatically the chance of a failure catastrophic. A only blowout of tire in a chassis in the port can coastr between USD 500 and USD 1.000 in loads of service on the highway, more hours of productilifed lost and possibles loads by demora. That only incidente costs more that the difference of price between a tire premium and a economic oview the course of all a juego. Invierta in tire pressure monitoring or automatic inflation systems, e incorpore verifications of pressure in its procedures of dispatch.
Tracks the costs of tires per shift instead of per kilometer. In drayage, the metric relevant is how much spends of tires each movement of container, no how many kilometers delivery each tire. A tire that costs 20% more but lasts 40% more and prevents a stop of service on the highway is much more economic per shift that a cheap tire that failure halfway through the route. Use our cost calculator to model the economand specific of its drayage, or contact a our team of fleet solutions for a tire cost analysis tailored a its mix of port and routes.
For the management of chassis tires, thisblezca a protocolo of inspection of entersda that check the tires before the chassis entren in service. Mida tread depth, check the inflation pressure and inspect for detectsr debris embeddeds and damage in the sidewall. Marque the chassis with tires below of the depth minimum of tread pattern or with damage visible, and dirigalos a maintenance before regresen a service. This approach proactivo captura problems before cause failures and ensures that each chassis that sale of the yard is about tires safes and properly inftheeds. The program of retreading of Hanksugi allow to the operators to extend the life casings of quality, reducing even more the cost per shift of tires for operations drayage.
Questions common about tires drayage, chassis of containers and choice of tires for truck of port.
A truck drayage tractor is a heavy-duty service tractor used to transport maritime containers over short distances between ports, rail yards, distribution centers and warehouses. The operations drayage typically cover less than 160 km per trip, but involve loads of maximum legal weight on every trip. The trucks spend significant time in terminals port operations and yards of containers where the surfaces of the roads are rough, the debris are common and tight turns around containers stacked are a constant hazard.
The most of the tractores drayage in Cameroon use tires 11R22.5 or 295/75R22.5 in the axles steer and traction. The chassis of containers typically use tires 11R22.5 or 285/75R24.5 depending on the manufacturer and configuration of the chassis. The measurement of the tire is less important that the load rating in applications drayage, because the containers almost always se cargon to the maximum legal weight.
The tires drayage wear faster because the trucks operate to the weight vehicular bruto maximum in practically each trip loaded, the yards of port have surfaces rough with debris that acceleratesn the wear of the tread pattern, and the cycle of work of short distance implica frequent acceleration, braking and tight turns that createsn more pressure of the tread pattern per kilometer that the driving in highway. Combineds, these factors meansn that the tires drayage can hardr only between 64.000 and 97.000 kilometers compareds with 160.000+ kilometers for the same tire in a truck long-haul in highway.
The tire failures in chassis of containers are causeds primarily by low inflation, overload and deterioro by aging. The chassis tires often remain without use for periods extendeds, losing pressure of air gradualmente. When a chassis is removesdo of the yard with low tire pressure and loaded with a container of more of 18.000 kg, the tire with low pressure generates heat end that can causesr a blowout in few kilometers. The debris in yards of port also cause punctures. Verificar the pressure and been of the tires of the chassis before each dispatch is the measurement more effective to prevent failures.
To the select tires for chassis of containers intermodales, prioritize load capacity, the puncture resistce and the reliability about the life of the tread pattern. The chassis tires spend most of their kilometers a maximum legal weight, so the tire should be clasifieach for the heaviest axle load. The four-steel-belt construction provides the puncture resistce necessary for environments port where the debris are common. The Hanksugi HS86T with its four steel belts is suitable for applications of chassis.
Yes, the tires tractor drayage can be retreaded if the casing passes inspection. However, the harsh operating conditions of drayage service causes more casing damage than highway applications, so the retread acceptance rate is typically lower. To maximize retread potential, remove the tires before wear down to the wear indicators, maintain proper inflation pressure throughout the life of the tire and inspect the casings quickly after removal. Visit our page of retreading for more information.