通关物流教学课件：水陆集装箱联合运输(英文版)

1、Intermodal freight TVR J.B. CornsDefinitionStrictly-speaking, Intermodal freight refers to goods which can be shipped by more than two modes of transport. Most intermodal traffic travels in large boxes, or containers, which may be conveyed by road, rail or seaIntermodal freightBackgroundRailway comp

2、anies in Britain and America developed containers in the 1920s. These were bi-modal rather than intermodal because they were mainly conveyed by rail or road.Intermodal freightThe first container ship was operated in 1956, but the containers were non-standardContainerisation only matured in 1965 when

3、 the ISO defined standard box sizesISO standard containersThe International Standards Organisation defined standard box sizes in 1965, based on 10 ft (3m), 20 ft (6.1m), 30 ft (9.1m) and 40 ft (12.2m) lengths. The standard width was 8ft (2.44m) and the standard height was 8ft 6in (2.59m). 20 ft and

4、30 ft containers were seldom usedIndustry measures container capacity in twenty foot equivalent units or TEUsIntermodal freightNon-standard international containersThe demand for greater cubic capacity led to the development of longer and higher containers.The ISO recognises 45ft super high-cubes. T

5、he most common extra-length box is the Preferred Forty-Five 45 ft (13.7m) container48ft (14.64m) containers are also usedBoth types are high-cube containers, which are 9ft 6in (2.97m) highIntermodal freightHigh-cube 40ft containers TVRIntermodal freightHung Hom, KowloonContainers for domestic traffi

6、cSeveral countries developed intermodal traffic either before ISO standards were adopted, or independently of the ISO. These containers cannot circulate internationally. A few examples include: Chinas 1-tonne, 5-tonne and 10 tonne boxesDomestic 2.5m-wide boxes used in Europe24ft (7.3m) containers us

7、ed on sea voyages from the USA West Coast to HawaiiExtra-long 53ft (16.1m) boxes in the USAIntermodal freight TVRIntermodal freightIndian Railways developed and used non-standard containersSpecialised containersWhereas the most common form of ISO boxes are the standard 20ft and 40ft containers, seve

8、ral varieties have been developed for special loads, including: Refrigerated boxes for perishable trafficFlat-rack bulkhead containers for extra height loads Tank containers for liquids Curtain-sided and roller-shutter boxesIntermodal freightFlat-rack bulkhead container TVRIntermodal freight20ft tan

9、k container G.R. CockleIntermodal freightSecuring containers in positionAll ISO containers (plus the 53ft containers used for domestic traffic in the USA) feature stacking posts and lashing points in standard positions so that they can be locked onto road trailers and rail wagons, onto ships, and on

10、to each other. On ships and in container storage yards it is commonplace for containers to be stacked seven to nine boxes highIntermodal freightContainers stacked at Yantian TVRIntermodal freightNote 45ft boxesContainers on the roadWhen travelling by road most containers are mounted on articulated s

11、emi-trailers which are coupled to tractor units. In most countries the capacity limit is two 20ft boxes or one 40ft/45ft containerAxle-load or gross vehicle weight restrictions in some countries may prevent containers from being loaded to their maximum weight (typically 30 tonnes for a 40ft containe

12、r)Intermodal freight40ft container on a semi-trailer TVRIntermodal freightYantian TVRIntermodal freightTwo 20ft boxes on a lorry in LondonContainers on railwaysWhen travelling by rail, there are various lengths of wagon that can accept containers, ranging from single 40ft boxes to two 40ft boxes on

13、long flat wagons. In some countries height restrictions prevent the movement of high-cube containers by trainConversely, double-stacking is widely practised in the USA, Canada and AustraliaIntermodal freight Richard SavoryIntermodal freightIn Britain low-height railway wagons have been devised to ac

14、cept high-cube containersSingle- and double-stacked containers on a train in Canada TVRIntermodal freightNote depressed floor of wagon to lower overall heightHeight limitations to double-stackingDouble-stacking can only be practised where the clear height above the rails is very generous. A double-s

15、tacked high-cube container on a specially-designed railway wagon stands over 6 metres above the rail. Where ordinary flat wagons are used the height is 7.3 metres (Australia).Hence very few countries can take advantage of double-stackingIntermodal freightPhotographer unknownAustralian double-stacks

16、are the worlds tallest trainsIntermodal freightEfficiency of double-stackingDespite the limitations of double-stacking, it is the most efficient way of moving containers over land. Intermodal freightThe Union Pacific Railroad runs container trains from Los Angeles to Chicago comprising 140 wagons wi

17、th a capacity of 560 TEUs (or 630 TEUs with 45ft containers) per trainThe longest double-stack trains now comprise 175 wagons (up to 787 TEUs) TVRTehachapiSanta Fe intermodal train with double-stack containersIntermodal freightBenefits of double-stacking The financial benefits of double-stacking are

18、 very convincing: it is claimed to save railway wagon costs by 60% and train operating costs by 40%. Intermodal freightSeveral railway routes in the eastern states of the USA have been modified with greater vertical clearances to accept double-stack container trainsTracks have been lowered in tunnel

19、s and over-bridges have been rebuilt TVRGallitzin, Pennsylvania, 1992Double-stack traffic is lucrative enough to justify rebuilding tunnels in the eastern USAIntermodal freightGallitzin tunnel todayIntermodal freightPhotographer unknownDouble-stacking for China? In principle, the Chinese railways co

20、uld accept double-stack containers because the loading gauge is approximately the same as in the USA. Intermodal freightChina Railways has revealed that it is developing a double-stack wagon for this type of trafficOf course, container hubs would have to be developed to handle such trainsContainer h

21、andling at rail yards The need for specialised handling facilities at railway yards designed to handle container trains depends on the volume of traffic to be handled. Intermodal freightMajor rail container facilities are essentially inland ports, and require sufficient equipment to handle large vol

22、umesAt small container yards a reach-stacker may be sufficient TVRIntermodal freightAn early rail container yardGlasgow, 1968 TVRIntermodal freightRail container yard and loading equipmentNorth London, UKReach-stacker TVRIntermodal freightHung Hom, Kowloon2017年全球Top20集装箱港口吞吐量预测排名2017排名2016排名港口所属国家集装

23、箱吞吐量同比(万TEU)（%）11上海港中国382038502.93.722新加坡港新加坡325032805.26.134宁波-舟山港中国2470248014.51543深圳港中国245024701.62.455香港港中国205020704.45.567广州港中国194019604.45.576釜山港韩国19201940-1.2-0.288青岛港中国184018602.23.399迪拜杰贝阿里港阿联酋153015503.44.71010天津港中国149015002.83.41111巴生港马来西亚134013601.73.31212鹿特丹港荷兰126012701.72.51313高雄港中国107

24、010802.33.31414安特卫普港比利时102010301.62.61515厦门港中国100010104.25.21616大连港中国9709801.12.21718洛杉矶港美国9109202.73.81817汉堡港德国890900-0.111919丹戎帕拉帕斯港马来西亚790800-4.6-3.42020林查班港泰国7607805.17.920052014年深圳港集装箱吞吐量年份集装箱吞吐量（标准箱/TEU）200516,197,170200618,468,900200721,099,000200821,413,888200918,250,000201022,510,000201122,

25、750,000201221,728,000201323,278,000201424,037,000201524,200,000Containers at seaThe third mode of travel for ISO containers is by ship. Specialised ships have been developed for container transport. Intermodal freightContainer ships have progressively increased in size during the last four decades a

26、nd are often defined in terms of the maximum size that can pass through particular waterwaysSmall first-generation container ship for short sea crossings TVRFelixstowe, UKSea freight TVRMV Hanjin Praha at SeattleIntermodal freightOcean-going container ship Hapag-LloydIntermodal freightConfigurations

27、 of contemporary container shipsPanamax, Suezmax and MalaccamaxThe Suez Canal, Panama Canal and the Straits of Malacca act as constraints on the maximum size of container vessels. Intermodal freightPanamax vessels: draught 13.5m, beam 32.25m, length 295m, capacity 4,800 TEUsSuezmax vessels: draught

28、15m, beam 57m, length 400m, capacity 12,000 TEUsMalaccamax vessels: draught 21m, beam 60m, length 400m, capacity 18,000 TEUsStatus of Suezmax and MalaccamaxNo Suezmax or Malaccamax ships have yet been built. However, there are many orders for new Post-Panamax vessels designed to hold about 8,000 TEU

29、s.Intermodal freightAs container ships become larger, ports must re-equip with new handling equipmentMajor ports aim to serve Suezmax shipsPorts which cannot accept large vessels will be relegated to the status of feeder portsIntermodal freight Xinhua News AgencyA Post-Panamax vessel: the MV Hong Ko

30、ng Express, 7,500 TEUs, 320 metres long, 106,000 tonnesToo many large ships?Although larger ships improve efficiency, in early 2003 there were doubts about the rapid purchase of post-Panamax ships: 22 such ships were ordered in just two months between late December 2002 and late February 2003.Interm

31、odal freightThe aim was to take advantage of low prices in Korean shipyardsBut there is surplus capacity on existing fleetsThe container portAll container ships must load and discharge their cargo at specialised container ports. Container ports raise numerous complex issues, including:Intermodal fre

32、ightChanging priorities amongst portsHandling equipmentPort productivity Land-take and back-up capacity Road and rail accessHubs, gateways and feedersThe growth in the size of container ships is having an effect on the status of container ports. Modern deep draught ships cannot berth at all ports, w

33、ith the result that container ports are becoming more specialised. Container ports are increasingly classified in three groups:Intermodal freightHub portsGateway portsFeeder portsHub ports (1)Hub ports are the key ports along shipping routes where the largest container ships can berth.Intermodal fre

34、ightTranshipment is mainly from large ships to small ships, not necessarily to land transport Route patterns are typically hub and spokeHub ports do not necessarily have significant hinterlands. Examples include Singapore, Malta Freeport, Algeciras (Spain) and Colombo (Sri Lanka)Hub ports (2)The gro

35、wth of hub ports reflects the wider hub and spoke philosophy typical of transport and distribution today. However, Intermodal freightReturns to an operator are more marginal than for traffic to a national hinterland because tariffs for transhipment traffic are lowerHub ports therefore require propor

36、tionately more volume to produce any given revenueFloating hub ports have been suggested for the futureHub ports (3)More hub ports are likely to develop in future because:Intermodal freightMajor shipping lines are taking control of networks and alliancesIt will be either practically impossible or ec

37、onomically unattractive for them to serve as many ports as in the pastThey need ports to accommodate the most efficient ship sizeHandling equipmentContainer ports require complex and expensive handling equipment. Examples include:Intermodal freightQuay cranesRail and rubber-tyred gantry cranesStradd

38、le carriersReach StackersMast packersTerminal multi-trailersIntermodal freight TVR TVRQuay cranesGantry cranesContainer ports require sophisticated handling equipment TVRIntermodal freightMore handling equipmentReach-stackerRail quay crane TVR TVRDetail of gantry crane TVRIntermodal freightReach-sta

39、cker and container TVRIntermodal freightMulti-trailer vehicles and straddle carriers at Rotterdam Intermodal freightPhotographer unknownMulti-trailersStraddle carrierOpinions on equipment (1)Views about the best mix of equipment differ, for example between the merits of rail-mounted and rubber-tyred

40、 gantry cranes, and between straddle carriers and intra-terminal multi-trailers. However,Intermodal freightIt is clear that quay cranes for handling containers on and off ships must be able to span at least 22 rows of containers on a ships deckOpinions on equipment (2)Apart from the need to provide

41、quay cranes wide enough to span the widest Post-Panamax and Suezmax vessels, they must also be high enough to clear a lightly-loaded vessel at high tide. Intermodal freightThis is known in the industry as air draughtAir draught is as important to container port operation as the depth of water at low

42、 tide Port productivityThere are at least three definitions of productivity at container ports:Intermodal freightQuay face productivity per vessel in terms of moves per hour and ship turnaround time Quay face productivity in TEUs per year Yard productivity in TEUs per hectare per yearHourly quay fac

43、e productivity (1)Quay face productivity is the measure that is usually of the greatest interest to a shipping line. Intermodal freightProductivity per hour in TEUs per vessel depends on the ratio of 20ft to 40ft containersHence moves per hour is a more practical measureHourly quay face productivity

44、 (2)The number of moves depends on crane productivity and the number of cranes. Intermodal freightMost major ports can handle 30 moves per crane per hour, but the challenge now is to raise the number to 35 moves per hour on a continuous basisA 6,000 TEU ship needs four quay cranes Suezmax vessels wi

45、ll require five quay cranesHourly quay face productivity (3)Simply adding more cranes does not improve efficiency because closely-spaced cranes can obstruct one another. Intermodal freightDouble-lift cranes are used in Europe, but these are most effective where the ratio of 20 ft to 40 ft boxes is r

46、elatively highProductivity may be affected by other constraints that have nothing to do with cranes, such as blockages within the container yard or unionised labour practicesAnnual quay face and yard productivityAnnual measures of quay face and yard productivity are primarily of importance to port o

47、perators and financiers. Intermodal freightThe data for quay face productivity are measured in TEUs per metre of quay face per year (not per berth)The data for yard productivity are measured in TEUs per hectare per yearThe two factors interact and reflect the productivity frontier of any given portA

48、nnual yard productivityThere are significant differences in annual yard productivity according to location. In 1996 the following productivity in TEUs per hectare per year was recorded:Intermodal freightAsian ports: 25,000 TEU/ha/paEuropean ports: 10,000 TEU/ha/paNorth American ports: 10,000 TEU/ha/

49、paPort productivity frontiersEvery port contains one or more factors which constrain its potential productivity. Examples include:Intermodal freightCrane productivityYard capacityInternal routes within the yard, and to the quay and cranesExternal factors, such as congested hinterland roads on the ro

50、ute to the portYard capacity and land-takeContainer ports require extensive yards immediately behind the quays to stack containers awaiting embarkation and to hold containers lifted off ships. Adequate capacity and flexibility in yard facilities is critical to effective container port operation.Inte

51、rmodal freightThe requisite yard depth behind the quay can be very substantialSuezmax ships will need yards a kilometre deep behind the quay faceHow high the stack?It is commonplace for containers to be stacked seven-high in quayside container yards, and sometimes they reach nine-high. However,Inter

52、modal freightThe higher the stack, the more non-productive lifts will be needed to extract individual containers from a stack Hence there is a conflict and trade-off between yard area and container stack heightBack-up capacityContainer ports are easily congested by empty containers. Empty containers

53、 should be removed to a back-up storage yard separate (but not too distant) from the port. Note that:Intermodal freightEmpty containers reflect unbalanced trade, such as that between Asia and EuropeMost shipping lines have pooling arrangements to maximise the efficiency of container deploymentRoad and rail accessVirtually all container ports have road access, but relatively few are served by rail. Rail access is widely advocated, but it should be understood that containers are seldom transferred directly from ship to lorry or train, or vice