Institutional Challenges to Intermodal Transport and by Jason Monios

By Jason Monios

Whereas the operational realities of intermodal delivery are quite renowned, the institutional demanding situations are much less good understood. This ebook presents an summary of intermodal shipping and logistics together with the coverage heritage, rising traits and educational methods. constructing the 3 key gains of intermodal delivery geography as intermodal terminals, inland logistics and hinterland corridors, Jason Monios takes an institutional method of figuring out the problems of profitable intermodal shipping and logistics. Key components of research comprise the coverage and making plans heritage, the jobs of private and non-private stakeholders and the id of rising method conflicts.Substantial empirical content material situates the theoretical and sensible matters in real-world examples through 3 particular case learn chapters (covering america, united kingdom and Europe), making the ebook worthy to scholars in addition to practitioners wanting an realizing of the way intermodal shipping and logistics paintings in perform. The pointed out demanding situations to intermodal delivery and logistics are used to illustrate how competing port and inland recommendations can inhibit the mandatory techniques of integration required to underpin winning intermodal delivery. The publication concludes with a glance on the way forward for institutional version that could improve the capability of freight actors to interact with intermodal shipping advancements.

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Containers and Intermodality Unitised transport refers to the movement of freight in a standardised loading unit, which may be a single consignment of goods or may be a groupage load of smaller consignments managed by a freight forwarder. The unit in question, often referred to as an ‘intermodal transport unit’ (ITU) or ‘intermodal loading unit’ (ILU) may be an ISO maritime container, a swap body or a semi-trailer. ISO containers are the strongest loading unit, as well as being stackable. They are, therefore, the most versatile.

6 Again, these can be rigid or curtain-sided or whatever formation is suitable for the cargo. ISO containers, swap bodies and semi-trailers can also carry temperature-controlled goods, with their own integrated refrigerating units (requiring a regular power source). Road vehicles can also be carried on rail wagons in their entirety (as in the Channel Tunnel). This is referred to as ‘piggyback’, and is less common than utilising a container (Lowe, 2005; Woxenius and Bergqvist, 2011). Despite the impression that intermodal transport is a seamless journey from origin to destination, a massive amount of effort is required to underpin this apparent integration between land and sea transport.

2010), which generally means a large amount of production or consumption nearby with a suitable distance to origin or destination to support regular longdistance trunk hauls where rail or barge is the natural mode. Various break-even distances have been suggested in the literature (usually averaging at around 500 km), but the reality is that it depends on operational considerations. The longer the distance, the more likely that the increased handling costs of changing mode from road to rail/barge will be offset by the cheaper per-unit transport cost.

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