Army Transportation Container Operations
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Army Container Operations
FM 55-80 ARMY CONTAINER OPERATIONS DISTRIBUTION RESTRICTION: Approved for public release; distribution is unlimited. HEADQUARTERS, DEPARTMENT OF THE ARMY FM 55-80 FIELD MANUAL HEADQUARTERS No. 55-80 DEPARTMENT OF THE ARMY Washington, DC, 13 August 1997 ARMY CONTAINER OPERATIONS TABLE OF CONTENTS Page PREFACE.......................................................................................................................... iv CHAPTER 1. INTRODUCTION TO INTERMODALISM .......................................... 1-1 1-1. Background.................................................................................... 1-1 1-2. Responsibilities Within the Defense Transportation System............. 1-1 1-3. Department of Defense ................................................................... 1-2 1-4. Assistant Deputy Under Secretary of Defense, Transportation Policy............................................................................................. 1-2 1-5. Secretary of the Army..................................................................... 1-2 1-6. Supported Commander in Chiefs..................................................... 1-2 1-7. Army Service Component Commander............................................ 1-2 1-8. Commanders .................................................................................. 1-2 1-9. United States Transportation Command .......................................... 1-3 1-10. Military Traffic Management Command ......................................... 1-3 1-11. Procurement and Leasing -
Railcars at Rocky Flats Community Final 11-04-04.Indd
Rocky Flats Fact Sheet Transporting low-level radioactive waste from Rocky Flats using railcars Transporting low-level radioactive waste from Rocky Flats using railcars The Rocky Flats Closure Project is one of the largest environmental cleanup operations in the world. Rocky Flats, located approximately 15 miles northwest of Denver, produced plutonium and uranium components for the U.S. nuclear weapons program from 1953 until 1989. The operations left a legacy of radioactive and hazardous waste contamination. Cleanup operations began in earnest in 1995. As part of closure, all radioactive and hazardous waste will be shipped from Rocky Flats to waste disposal sites in other states. No waste will be permanently stored or disposed of on site. Currently, all low-level radioactive waste leaving Rocky Flats is transported by truck. As the Rocky Flats Closure Project Cleaning up Rocky Flats will return thousands of acres to the citizens of Colorado. The nears completion, demolition of former site will become a national wildlife refuge. manufacturing buildings signifi cantly increases the volume of low-level radioactive waste. To improve effi ciency and worker safety, the project will use railcars to ship very low-level waste to the Envirocare disposal facility in Utah. Using rail may eliminate as many as 5,000 truck shipments. Background The complex job of cleaning up and closing down Rocky Flats involves removing massive quantities of radioactive waste. To date, after nine years of shipping, Rocky Flats has safely shipped approximately 260,000 cubic meters (65 percent) of the projected 400,000 cubic meters of radioactive waste that will be generated during closure. -
Intermodal Chassis Availability for Containerized Agricultural Exports
INTERMODAL CHASSIS AVAILABILITY FOR CONTAINERIZED AGRICULTURAL EXPORTS A Case Study of the Ports of Los Angeles, Long Beach, and Oakland Cyrus Ramezani, Ph.D. [email protected] Chris Carr, J.D. [email protected] Orfalea College of Business California Polytechnic State University 1 Grand Avenue San Luis Obispo, California 93407 Report Prepared for USDA-AMS USDA Cooperative Agreement No. 19-TMTSD-CA-0003 25 February 2021 ACKNOWLEDGMENTS This research was supported by Cooperative Agreement Number 19-TMTSD-CA-0003 with the Agricultural Marketing Services (AMS) of the U.S. Department of Agriculture (USDA). The opin- ions and conclusions expressed here are those of the authors and do not necessarily represent those of USDA or AMS. The authors gratefully acknowledge industry participants, including agricultural exporters, ship- pers, freight forwarders, chassis providers, motor carriers, and various Ports’ staff, for their input and data related to this research. Mr. Kevin Gard served as an outstanding graduate research assistant on this project. Any errors or omissions are the sole responsibility of the authors. Contents List of Tables 5 List of Figures6 Executive Summary7 1 Introduction and Problem Statement9 2 Objectives and Scope of the Study 11 3 Methodology 14 4 U.S. and California Agricultural Exports 15 4.1 Containerized Agricultural Exports.......................... 23 5 Containerized Agricultural Exports Through California Ports 25 5.1 Port of Los Angeles.................................. 27 5.2 Port of Long Beach.................................. 36 5.3 Port of Oakland.................................... 45 6 The Rise of Mega Ships and Chassis Shortages 54 6.1 Mapping Container Volume to Chassis Demand and Supply............. 61 6.2 Chassis Supply at California Ports......................... -
Inu- 7 the Worldbank Policy Planningand Researchstaff
INU- 7 THE WORLDBANK POLICY PLANNINGAND RESEARCHSTAFF Infrastructure and Urban Development Department Public Disclosure Authorized ReportINU 7 Operating and Maintenance Features Public Disclosure Authorized of Container Handling Systems Public Disclosure Authorized Brian J. Thomas 9 D. Keith Roach -^ December 1987 < Technical Paper Public Disclosure Authorized This is a document publishedinformally by the World Bank The views and interpretationsherein are those of the author and shouldnot be attributedto the World Bank,to its affiliatedorganizations, or to any individualacting on their behalf. The World Bank Operating and Maintenance Features of Container Handling Systems Technical Paper December 1987 Copyright 1987 The World Bank 1818 H Street, NW, Washington,DC 20433 All Rights Reserved First PrintingDecember 1987 This manual and video cassette is published informally by the World Bank. In order that the informationcontained therein can be presented with the least possibledelay, the typescript has not been prepared in accordance with the proceduresappropriate to formal printed texts, and the World Bank accepts no responsibilityfor errors. The World Bank does not accept responsibility for the views expressedtherein, which are those of the authors and should not be attributed to the World Bank or to its affiliated organisations. The findings,-inerpretations,and conclusionsare the results of research supported by the Bank; they do not necessarilyrepresent official policy of the Bank. The designationsemployed, the presentationof material used in this manual and video cassette are solely for the convenienceof th- reader/viewerand do not imply the expressionof any opinion whatsoeveron the part of the World Bank or its affiliates. The principal authors are Brian J. Thomas, Senior Lecturer, Departmentof Maritime Studies,University of Wales Institute of Science and Technology,Cardiff, UK and Dr. -
Reference Projects
REFERENCE PROJECTS Project Locations around the World © HPC Hamburg Port Consulting GmbH On the following pages, you will find a comprehensive list of the projects HPC has conducted ever since our foundation in 1976. 22/07/2021 HPC Hamburg Port Consulting GmbH 1/94 REFERENCE PROJECTS Project Title Client, Location Start Date Construction Supervision for Six Automated Victoria International Container Terminal 2021 Container Carriers in Melbourne, Australia Ltd. PR-3241/336003 Melbourne; Australia Application for Funding of 5G Campus HHLA Hamburger Hafen und Logistik AG 2021 Network Hamburg; Germany PR-3240/331014 Simulation Analysis Study for CTA with Fully HHLA Hamburger Hafen und Logistik AG 2021 Automated Truck Handover Hamburg; Germany PR-3238/331013 Initial Market Study for a New "Condition EMG Automation GmbH 2021 Monitoring & Predictive Maintenance" Wenden; Germany PR-3239/332005 Business Model Support with Funding Applications for the B- HHLA Hamburger Hafen und Logistik AG 2021 AGV System at Container Terminal Hamburg; Germany PR-3233/331011 Burchardkai HPC Secondment BHP Safe Mooring IPS Aurecon Australasia Pty Ltd 2021 Melbourne; Australia PR-3236/336002 Brazil, Sagres Implementation of OHS Sagres Operacoes Portuarias Ltda 2021 Recommendations Cidade Nova Rio Grande RS; Brazil PR-3234/334002 IT Management Support for a German CHI Deutschland Cargo Handling GmbH 2021 Cargo Handling Company Frankfurt/Main; Germany PR-3235/332004 PANG Study on the Ability of Ports on the Puerto Angamos 2021 Western Coast of Latin America to Handle -
Analysis and Prospects of Container and Rail Transport
MATEC Web of Conferences 329, 01014 (2020) https://doi.org/10.1051/matecconf/202032901014 ICMTMTE 2020 Analysis and prospects of container and rail transport Sergey Vakulenko1,*, Pyotr Kurenkov1, Dmitry Romensky1 , Kirill Kalinin1, and Jozef Gašparík2 1Department of Transport business management and intelligent systems, Russian University of Transport, Moscow, Obraztsova str., 9, building 9, 127994. Russia 2Faculty of Operation and Economics of Transport and Communications, Zilina, Univerzitná 8215/1, 010 26, Republic of Slovakia Abstract. The article studies the main trends in the market of container transportation in rolling stock of various types, considers the process of transporting large-capacity containers in open wagons. The operational and economic aspects of removing administrative restrictions on the implementation of this type of transportation are noted. The dynamics of rental rates for rental of gondola cars and platforms in 2019-2020 is present. The summary characteristics of the gondola car fleet and fitting platforms on the Russian Railways network have been study. The analysis of the market share of the largest owners of gondola cars and fitting platforms was carry out. The advantages and disadvantages of using the technology of container transportation in open wagons are list. Solutions are propose to create a competitive environment in the container transportation segment of the transport services market. 1 Introduction Currently, containers are transport on fitting platforms, but theoretically, according to international rules, they can also be transport in open wagons: 40-feet - horizontally per piece, 20-feet - two each, and empty 20-feet - even three. From December 1, 2014, the local technical conditions (LTC) for the placement and fastening of universal containers in gondola cars with unloading hatches were cancel. -
Cargo-Handling Equipment on Board and in Port
Unit 16 CARGO-HANDLING EQUIPMENT ON BOARD AND IN PORT Basic terms cargo-handling equipment front/side loader cargo gear van carrier handling facilities transtainer lifting gear container crane / portainer conveyor belt transit shed elevator warehouse pumping equipment cranes: derrick dockside crane, fork lift truck quay crane, mobile crane container crane straddle carrier gantry crane, tractor deck crane tug-master (ship’s) cargo gear The form of cargo-handling equipment employed is basically determined by the nature of the actual cargo and the type of packing used. The subject of handling facilities raises the important question of mechanization. BULK CARGO HANDLING EQUIPMENT So far as dry bulk cargoes are concerned, handling facilities may be in the form of power-propelled conveyor belts, usually fed at the landward end by a hopper (a very large container on legs) or grabs, which may be magnetic for handling ores, fixed to a high capacity travel1ing crane or travel1ing gantries. These gantries move not only parallel to the quay, but also run back for considerable distances, and so cover a large stacking area, and are able to plumb the ship's hold. These two types of equipment are suitable for handling coal and ores. In the case of bulk sugar or when the grab is also used, the sugar would be discharged into a hopper, feeding by gravity a railway wagon or road vehicle below. Elevators (US) or silos are normally associated with grain. They may be operated by pneumatic suction which sucks the grain out of the ship's hold. SHIP UNLOADERS FRONT LOADER BELT CONVEYOR HOPPER HOPPER SILO / ELEVATOR GRAB TYPE UNLOADERS LOADING BOOM LIQUID CARGO HANDLING EQUIPMENT The movement of liquid bulk cargo , crude oil and derivatives, from the tanker is undertaken by means of pipelines connected to the shore-based storage tanks. -
INTERMODAL TRANSHIPMENT INTERFACES Working Paper
Strategies to Promote Inland Navigation COMPETITIVE AND SUSTAINABLE GROWTH (GROWTH) PROGRAMME INTERMODAL TRANSHIPMENT INTERFACES Working Paper Project number: GTC2-2000-33036 Project acronym: SPIN - TN Project full title: European Strategies to Promote Inland Navigation Work Package/ Working Group: WG3 Intermodality & Interoperability Author: Institut für Seeverkehrswirtschaft und Logistik (ISL) Document version: 1.0 Date: 21st January 2004 Strategies to Promote Inland Navigation DISCLAIMER - The thematic network SPIN-TN has been carried out under the instruction of the Commission. The facts stated and the opinions expressed in the study are those of the consultant and do not necessarily represent the position of the Commission or its services on the subject matter. ,ontents .ontents Page Index of Tables III Index of Figures IV 1 Introduction 1-1 2 Current Situation 2-1 2.1 Quay-side technologies 2-1 2.1.1 Status: Operational 2-1 2.1.1.1 Container Gantry Crane/Ship to Shore Crane (trimodal) 2-1 2.1.1.2 Reach Stacker 2-2 2.1.1.3 Geographical distribution of ship-to-shore cranes and reach stackers 2-3 2.1.2 Status: Study 2-7 2.1.2.1 Barge Express 2-7 2.1.2.2 Rollerbarge 2-10 2.1.2.3 Terminal equipment: equipment to equipment conveyor 2-11 2.1.2.4 Terminal equipment: automatic stacking cranes 2-12 2.2 On-Board and Navigation Technologies 2-13 2.2.1 Status: Operational 2-13 2.2.1.1 RoRo barge transshipment 2-13 2.2.2 Status: Study 2-15 2.2.2.1 The shwople barge concepts 2-15 2.2.2.2 Floating container terminal 2-16 2.2.2.3 Riversnake 2-17 SPIN - TNEuropean Strategies To Promote Inland Navigation I Version 5 // p:\6627 - spin\texte\workingpaper_hs_2004-01-16.doc // Wednesday, 21. -
Development in Intermodal Equipment
ISSN 1052-7524 Proceedings of the Transportation Research Forum Volume 7 1993 35th TRF Annual Forum New York, New York October 14-16, 1993 High Speed Rail and Freight Railroads 107 Developments in Intermodal Equipment' Dean Wise, Moderator Vice President Mercer Management Consulting This panel topic is developments in double-stack — and talk about some of i ntermodal equipment. My name is the new developments. Dean Wise. I am a Vice President with Mercer Management Consulting based in Our speakers today are going to cover Boston. the view from the leasing industry. Charlie Wilmot is going to go first. Thinking back on this subject, one of the Then we are going to move to one of the first conferences I went to after I joined innovators in equipment, Larry Gross, Mercer (formerly Temple, Barker & who is President of RoadRailer. Then Sloan) was a conference where the we are going to go to the crazy idea edge subject was also intermodal equipment. by hearing from Dick Sherid, who is This was in 1982 or 1983. Back then, a with CSX. He is going to talk about the lead discussion was on whether we really Iron Highway, which is an idea that has needed to go from a 40-foot intermodal been around but that I think most trailer to a 45-foot trailer. people still aren't quite tuned in to. At the time, the motor carrier industry Our first speaker, Charlie Wilmot, is Was starting to standardize it at 48, so Vice President at XTRA Corporation. some people were saying,the competitors XTRA is one of the two leading leasing are already out eight feet and we are companies that provide intermodal thinking, do we need to go another five. -
Development of Design of Ship-To-Shore Container Cranes: 1959-2004
DEVELOPMENT OF DESIGN OF SHIP-TO-SHORE CONTAINER CRANES: 1959-2004 Nenad Zrni ü University of Belgrade, Faculty of Mechanical Engineering, Dep. of Mechanization 11000 Belgrade, 27 marta 80, Serbia and Montenegro E-mail: [email protected] Klaus Hoffmann Vienna University of Technology, Faculty of Mechanical Engineering Inst. for Engineering Design and for Transport, Handling, and Conveying Systems A-1060 Wien, Getreidemarkt 9, Austria E-mail: [email protected] ABSTRACT- The paper presents the historical development of mechanical and structural design of ship-to-shore (STS) container cranes, from 1959, when the first crane was built, up to now. The paper gives a short survey of the evolution of the container crane industry, the state of the art in modern container cranes, and focuses particular attention on mechanical design of trolleys and evaluation of the existing structures. The analysis of historical development and state of the art in modern container cranes enables us to analyze future trends in mechanical and structural design. KEYWORDS: History of STS container cranes, design, trolley, construction INTRODUCTION The method of handling ship cargo in the early 1950s was not very different from that used during the time of the Phoenicians, Figure 1 >6@. The time and labor required to load and unload ships increased substantially with the size of the ship, requiring more time in port than at sea, Figure 2 >6@. The problem “how to lift a load” is as old as humankind. From the earliest times people have faced this problem. The first written information on the use of hoisting mechanisms appeared around 530 BC, mainly concerning the construction of the first temple of Artemis in Ephesus >13@. -
Appendix I – Container/Equipment Description Codes
Customs Automated Manifest Interface Requirements – Ocean ACE M1 Appendix I Container/Equipment Description Codes This appendix provides a complete listing of valid container/equipment description codes. Code Description 00 Openings at one end or both ends. 01 Opening(s) at one or both ends plus "full" opening(s) on one or both sides. 02 Opening(s) at one or both ends plus "partial" opening(s) on one or both sides. 03 Opening(s) at one or both ends plus opening roof. 04 Opening(s) at one or both ends plus opening roof, plus opening(s) at one or both sides. 05 (Spare) 06 (Spare) 07 (Spare) 08 (Spare) 09 (Spare) 10 Passive vents at upper part of cargo space - Total vent cross-section area < 25 cm2/m of nominal container length. 11 Passive vents at upper part of cargo space - Total vent cross-section area > 25cm2/m of nominal container length. 12 (Spare) 13 Non-mechanical system, vents at lower and upper parts of cargo space. 14 (Spare) 15 Mechanical ventilation system, located internally. 16 (Spare) 17 Mechanical ventilation system, located externally. 18 (Spare) 19 (Spare) 21 Insulated - containers shall have insulation "K" values of Kmax < 0.7 W/(m2.oC). 22 Heated - containers shall have insulation "K" values of Kmax < 0.4 W/(m2.oC). Containers shall be required to maintain the internal temperatures given in ISO 1496/2. Series 1 freight containers – specification and testing - part 2: Thermal containers. 23 (Spare). 24 (Spare). 25 (Spare) Livestock carrier. CAMIR V1.4 November 2010 Appendix I I-1 Customs Automated Manifest Interface Requirements – Ocean ACE M1 Code Description 26 (Spare) Automobile carrier. -
Introduction to Intermodal Industry
Intermodal Industry Overview - History of Containers and Intermodal Industry - Intermodal Operations - Chassis and Chassis Pools TRAC Intermodal Investor Relations 1 Strictly Private and Confidential Index Page • History of Containers and Intermodal Industry 4 • Intermodal Operations 13 • Chassis and Chassis Pools 36 2 Strictly Private and Confidential What is Intermodal? • Intermodal freight transportation involves the movement of goods using multiple modes of transportation - rail, ship, and truck. Freight is loaded in an intermodal container which enables movement across the various modes, reduces cargo handling, improves security and reduces freight damage and loss. 3 Strictly Private and Confidential Overview HISTORY OF CONTAINERS AND INTERMODAL INDUSTRY 4 Strictly Private and Confidential Containerization Changed the Intermodal Industry • Intermodal Timeline: – By Hand - beginning of time – Pallets • started in 1940’s during the war to move cargo more quickly with less handlers required – Containerization: Marine • First container ship built in 1955, 58 containers plus regular cargo • Marine containers became standard in U.S. in 1960s (Malcom McLean 1956 – Sea Land, SS Ideal X, 800 TEUs) • Different sizes in use, McLean used 35’ • 20/40/45 standardized sizes for Marine 5 Strictly Private and Confidential Containerization Changed the Intermodal Industry • Intermodal Timeline: – Containerization: Domestic Railroads • Earliest containers were for bulk – coal, sand, grains, etc. – 1800’s • Piggy backing was introduced in the early 1950’s