Series 1 freight containers — Specification and testing — Part 3: Tank containers for liquids, gases and pressurized dry bulk — Amendment 1: Testing of the external restraint longitudinal dynamic.
Series 1 freight containers — Specification and testing — Part 4: Non-pressurized containers for dry bulk. Series 1 freight containers — Specification and testing — Part 4: Non-pressurized containers for dry bulk — Technical Corrigendum 1. Series 1 freight containers — Specification and testing — Part 5: Platform container. Series 1 freight containers — Specification and testing — Part 5: Platform and platform-based containers. Series 1 freight containers — Specification and testing — Part 5: Platform and platform-based containers — Amendment 2.
ISO C Series 1 freight containers — Specification and testing — Part 6C: Platform based containers, open-sided, with complete superstructure. Series 1 freight containers — Specification and testing — Part 7: Air mode containers. Series 1 freight containers — Handling and securing — Amendment 1. Series 1 freight containers — Handling and securing — Amendment 1: Twistlocks, latchlocks, stacking fittings and lashing rod systems for securing of containers.
Series 1 freight containers — Handling and securing — Amendment 2: Vertical tandem lifting. Series 1 freight containers — Handling and securing — Amendment 3: Double stack rail car operations. Series 1 freight containers — Handling and securing — Amendment 4: 45 ft containers.
Freight containers — Coding, identification and marking — Amendment 1. Freight containers — Coding, identification and marking — Amendment 3. Freight containers — Coding, identification and marking — Amendment 4. Series 1 freight containers — Interface connections for tank containers. They could offer door-to-door rates to customers by integrating rail services and local truck pick up and delivery in a seamless network.
To achieve this, they leased trains, managed rail terminals, and in some cases, purchased trucking firms. In this way, they could serve customers across the country by offering door-to-door service from suppliers located around the world. The move inland also led to some significant developments, most notably the double-stacking of containers on rail cars.
This produced imp ortant competitive advantages for intermodal rail transport and favored the development of inland terminals.
It also required various forms of transloading between maritime and domestic container units. Skip to content Authors: Dr. Jean-Paul Rodrigue and Dr. Brian Slack Intermodal transportation concerns the movements of passengers or freight from an origin to a destination relying on several modes of transportation. From a functional and operational perspective, three components are involved in intermodalism: Intermodal transportation. Integrated Transport Systems: From Fragmentation to Coordination Major Steps in Intermodal Integration The Four Revolutions of Containerization Intermodal Transportation as an Integrative Force Intermodalism, Multimodalism and Transmodalism Intermodal and Transmodal Connectivity Intermodalism involves using at least two different modes in a trip from an origin to a destination through an intermodal transport chain , which permits the integration of several transportation networks.
This system is organized around the following conditions : The nature and quantity of transported cargo.
Intermodal transportation is usually suitable for intermediate and finished goods in load units of less than 25 tons. The mode with the lowest capacity usually defines the intermodal load unit. As such, intermodal transportation is constrained by the trucking load unit.
The sequence of transportation modes being used. Intermodal transportation is organized as a sequence of modes, often known as an intermodal transport chain. The dominant modes supporting intermodalism are trucking, rail, barges, and maritime.
Additionally, load units used by air transportation are not readily convertible with other modes. The origins and destinations. Distances play an important role as the longer the distance, the more likely an intermodal transport chain will be used. Distances above km longer than one day of trucking usually require intermodal transportation. The value of the cargo. Suitable for intermediate cargo values.
Low and high-value shipments are usually less suitable for intermodal transportation. High-value shipments will tend to use the most direct options such as air cargo , while low-value shipments are usually point-to-point and relying on one mode such as rail or maritime.
The frequency of shipments. Intermodalism functions well when cargo flows need to be continuous and in similar quantities. Forms of Intermodalism Intermodalism originated in maritime transportation , with the development of the container in the late s, and has since spread to integrate other modes. Containerization The box container is what makes the world go round. The Benefits of Containerization Panamax Containership at the Port of Le Havre Foot Containers Doublestacked on a Rail Car Hybrid Container Chassis Driving Forces of Containerization and Intermodalism The development of intermodal transportation and containerization are mutually inclusive, self-strengthening, and rely on a set of driving forces linked with technology, infrastructures, and management.
Containers can be designed to carry a wide range of goods, which involves a level of specialization around five main types: Standard container. Containers that are designed to carry a wide variety of general cargo. They are often labeled as dry containers because they carry dry goods either in breakbulk most common or bulk less common. Tank container. Containers designed to carry liquids chemicals or foodstuff. It is composed of a tank surrounded by a structure making it the same size as a standard foot container, including its four latching points.
Open top container. A container with an open roof designed to carry cargo is too large to be loaded through standard container doors, such as machinery.
The container is loaded from the top with a tarpaulin used to cover its contents. Flat container. A container having an open roof and sides designed to carry heavy and oversized cargo. The cargo transported is left exposed to outdoor conditions. Refrigerated container. Also known as a reefer , it is a container designed to carry temperature-controlled cargo, often around or below freezing point.
It is insulated and equipped with a refrigeration plant maintaining the temperature constant. Shifts in Containerized Maritime Transportation Carrying Capacity of Containers in cubic feet Composition of the Global Fleet of Containers, Number of Units and Weight of Standard Consumption Goods that Can be Carried by a 20 Foot Container A significant share of international containers is either owned by shipping lines that tend to use them as a tool to help fill up their ships or by leasing companies using containerized assets for revenue generation.
Advantages and Challenges of Containerization Among the numerous advantages related to the success of containers in international and hinterland transport, it is possible to note the following. Standard transport product A container can be manipulated anywhere in the world as its dimensions are an ISO standard. Flexibility of usage A container can transport a wide variety of goods ranging from raw materials coal, wheat , manufactured goods, and cars to frozen products.
Economies of scale Relatively to bulk, container transportation reduces transport costs considerably, about 20 times less. Container Shipping Costs and Cargo Value d. Operational velocity Transshipment operations are minimal and rapid, which increases the utilization level of the modal assets and port productivity. Warehousing and security The container is its own warehouse and limits damage risks for the goods it carries because it is resistant to shocks and weather conditions.
Site constraints Containerization implies a large consumption of terminal space. Infrastructure costs and stacking Containerization is a capital-intensive endeavor.
Thefts and losses While many theft issues have been addressed because of the freight anonymity a container confers, it remains an issue for movements outside terminals where the contents of the container can be assessed based upon its final destination.
Empty travel Maritime shippers need containers to maintain their operations along with the port networks they service. Illicit trade By its confidential character, the container is a common instrument used in the illicit trade of counterfeit goods, drugs, and weapons. Intermodal Transport Costs A relationship between transport costs, distance, and modal choice has for long been observed. DeBoer, D.
Donovan, A. Fremont, A. Notteboom and J. Hayuth, Y. Levinson, M. Muller, G. Slack B. Hoyle and R. Spychalski, J.
Shipping containers are labelled with a series of identification codes that includes the manufacturer code, the ownership code, usage classification code, UN placard for hazardous goods and reference codes for additional transport control and security.
This showed advantages for intermodal transport of containers and swap bodies. Since July the new ILU codes can be registered, beginning with July all intermodal ISO containers and intermodal swap bodies must have an ownership code and by July all of them must bear a standard-conforming placard. Containers are transferred between rail, truck, and ship by container cranes at container terminals.
Forklifts, reach stackers, straddle carriers, and cranes may be used to load and unload trucks or trains outside of container terminals. Swap bodies, sidelifters, tilt deck trucks, and hook trucks allow transfer to and from trucks with no extra equipment. ISO-standard containers can be handled and lifted in a variety of ways by their corner fixtures, but the structure and strength of foot type E containers limits their tolerance of side-lifting, nor can they be forklifted, based on ISO Containers can be transported by container ship, truck and freight trains as part of a single journey without unpacking.
Units can be secured in transit using 'twistlock' points located at each corner of the container. Every container has a unique BIC code painted on the outside for identification and tracking, and is capable of carrying up to 20—25 metric tons.
Costs for transport are calculated in twenty-foot equivalent units TEU. When carried by rail, containers may be carried on flatcars or well cars.
The latter are specially designed for container transport, and can accommodate double-stacked containers. However, the loading gauge of a rail system may restrict the modes and types of container shipment.
The smaller loading gauges often found in European railroads will only accommodate single-stacked containers. In some countries, such as the United Kingdom, there are sections of the rail network through which high-cube containers cannot pass, or can pass through only on well cars. On the other hand, Indian Railways runs double-stacked containers on flatcars under 25 kVoverhead electrical wires.
The wires must be at least 7. China Railway also runs double-stacked containers under overhead wires, but must use well cars to do so, since the wires are only 6. Between and , an average of 2, containers were reported lost at sea.
Containers can also be transported in planes, as seen within intermodal freight transport. However, transporting containers in this way is typically avoided due to the cost of doing such and the lack of availability of planes which can accommodate such awkwardly sized cargo. There are special aviation containers, smaller than intermodal containers, called Unit load devices.
There are many established methods and materials for stabilizing and securing intermodal containers loaded on ships, as well as the internal cargo inside the boxes. Conventional restraint methods and materials such as steel strapping and wood blocking and bracing have been around for decades and are still widely used.
Polyester strapping and lashing, and synthetic webbings are also common today. Dunnage bags also known as 'air bags' are used to keep unit loads in place. Flexi-bags can also be directly loaded, stacked in food-grade containers. Indeed, their standard shape fills the entire ground surface of a 20' ISO container.
Intermodal containers which contain valuables can be the target of break-ins and burglary when left unattended. In these cases, the container may be fitted with a security system consisting of a motion detector and panel inside the container. The panel can trigger a siren, strobe, or light to deter intruders, or use a radio signal to alert security guards.
Items that were packed incorrectly may come loose and cause a false response from an inside motion detector. If criminals break in by cutting through a wall of the container, the obstructed motion detector becomes useless. Tomographic motion detectors work well in intermodal containers because they do not require a line of sight to detect motion.
The entire container is covered by a volumetric sensing mesh that is not blocked by equipment or inventory. Tomographic motion detection is not prone to misdetection due to dirt buildup as is the case for beams and infrared sensors.
Container-sized units are also often used for moving large pieces of equipment to temporary sites. Specialised containers are particularly attractive to militaries already using containerisation to move much of their freight around.
Shipment of specialized equipment in this way simplifies logistics and may prevent identification of high value equipment by enemies. Such systems may include command and control facilities, mobile operating theatres [87] or even missile launchers [88] such as the Russian 3M Klubsurface-to-surface missile.
Complete water treatment systems can be installed in containers and shipped around the world. Explore Podcasts All podcasts. Difficulty Beginner Intermediate Advanced. Explore Documents. ISO Container Standards.
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