Name: インターモーダルコンテナ (Intermodal container)
Uploaded: 2021-01-14T05:21:05.000Z
Duration: 16 min 33 s
Description: VoiceTubeの動画で発音を聞きながら英語表現を覚えよう！学べる英語：

An intermodal container is a standardized reusable steel box. They are used to store

and move materials and products in the global containerized intermodal freight transport

上級受動態

system efficiently and securely. "Intermodal" indicates that the container can be moved

from one mode of transport to another without unloading and reloading the contents of the

container. Lengths of containers, which each have a unique ISO 6346 reporting mark, vary

from 8 to 56 feet and heights from 8 feet to 9 feet 6 inches. There are about 17 million

intermodal containers in the world of varying types to suit different cargoes.

For air freight the alternative and lighter IATA-defined unit load device is used. Non-container

methods of transport include bulk cargo, break bulk cargo and tank cars, tank trucks or oil

The standardised steel shipping container has its origins in the 1950s when commercial

shipping operators and the United States military started developing such units. Shipping owner

Malcom McLean worked with engineer Keith Tantlinger to develop the modern intermodal container.

The logistics method employing these was named Container Express and was abbreviated ConEx.

That abbreviation evolved into a word within the American English lexicon.

ISO standards for containers were published between 1968 and 1970 by the International

Maritime Organization. These standards allow for more consistent loading, transporting,

and unloading of goods in ports throughout the world, thus saving time and resources.

The International Convention for Safe Containers is a 1972 regulation by the Inter-governmental

Maritime Consultative Organization on the safe handling and transport of containers.

It decrees that every container travelling internationally is supplied with a "CSC-Plate".

Description A typical container has doors fitted at one

end, and is made of corrugated weathering steel. Containers were originally 8-foot wide

by 8-foot high, and either a nominal 20-foot or 40-foot long. They could be stacked up

to seven units high. At each of the eight corners are castings with openings for twistlock

fasteners. The standard height is now 8 ft 6 in.

Taller units have been introduced, including "hi-cube" or "high-cube" units at 9 feet

6 inches and 10 feet 6 inches high. The United States and Canada often use longer

units at 48 ft and 53 ft. The "pallet wide" containers are about 2 inches

wider than standard containers to accommodate Euro-pallets, common in Europe. These containers

feature an internal width of 2,440 mm for easy loading of two 1,200 mm long pallets

side by side – many sea shipping providers in Europe allow these as overhangs on standard

containers are sufficient and they fit in the usual interlock spaces. Australian RACE

containers are also slightly wider to accommodate Australia Standard Pallets. Especially the

45 ft pallet-wide high-cube shortsea container has gained wider acceptance, as these containers

can replace the 13.6 m swap bodies that are common for truck transport in Europe. The

EU has started a standardization for pallet wide containerization in the European Intermodal

Loading Unit initiative. Container capacity is often expressed in twenty-foot

equivalent units. An equivalent unit is a measure of containerized cargo capacity equal

to one standard 20 ft × 8 ft container. As this is an approximate measure, the height

of the box is not considered; for example, the 9 ft 6 in high cube and the 4-foot-3-inch

half height 20-foot containers are also called one TEU. Similarly, the 45 ft containers

are also commonly designated as two TEU, although they are 45 feet and not 40 feet long. Two

TEU are equivalent to one forty-foot equivalent unit.

Swap body units use many of the same mounting fixings as Intermodal containers, but have

folding legs under their frame so that they can be moved between trucks without using

a crane. They are generally lighter in weight. The containers flex during transport.

Variations on the standard container exist for use with different cargoes, including

refrigerated container units for perishable goods, tanks in a frame for bulk liquids,

open top units for top loading and collapsible versions. Containerised coal carriers, and

"bin-liners" are used in Europe. Container types include:

Generator General purpose dry van for boxes, cartons,

cases, sacks, bales, pallets, drums in standard, high or half height

High cube palletwide containers for europallet compatibility

Insulated shipping container Refrigerated containers for perishable goods

Open top bulktainers for bulk minerals, heavy machinery

Open side for loading oversize pallet Platform or bolster for barrels and drums,

crates, cable drums, out of gauge cargo, machinery, and processed timber

Rolling floor for difficult-to-handle cargo Swapbody

Tank container for bulk liquids and dangerous goods

Ventilated containers for organic products requiring ventilation

Garmentainers for shipping garments on hangers Flushfolding flat-rack containers for heavy

and bulky semi-finished goods, out of gauge cargo. Empty flat-racks can be stacked or

shipped sideways in an ISO container. Specifications

Weights and dimensions of some common types of containers. Values vary slightly from manufacturer

Intermodal containers can be the target of break-ins and burglary when left unattended

since they often contain valuables. In these cases, a security system consisting of a motion

detector and panel can trigger a siren, strobe, or light to deter intruders. Many panels have

wireless communication so that security guards can be alerted if an alarm is triggered.

Motion detectors can be used as a security method. However, many break-ins occur by criminals

cutting through a wall of the container, so the obstructed sensor 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.

At stacking load-bearing locations, 40-foot containers are the standard unit length, and

45 ft, 48 ft, and 53 ft all stack at the 40 ft coupling width. Other units can be

stacked on top of 20 ft units only if there are two in a row and 20 ft units cannot be

stacked on top of 40 ft units, or any other larger container.

The coupling holes are all female and it takes a double male twist lock to securely mate

container stacks together. Larger containers

Introduced in 1989, the 53 ft shipping container is considered a High Cube container in that

it is 9 ft 6 in tall on the exterior. It is 1 ft taller than standard height containers.

It is 8 ft 6 in wide which makes it 6 in wider than standard containers. The bigger

boxes have 60% more capacity than standard 40-foot containers enabling shippers to consolidate

more cargo into fewer containers. The original domestic 53-foot box OTR containers were introduced

in 1989, but in November 2007 the first 53 foot ocean containers were introduced. All

new, reinforced 53-foot boxes are built specifically for international trade and designed to withstand

ocean voyages. According to APL, 53-foot containers could become the transport method of choice

for customers moving cargo. In March 2013 APL stated that it "no longer offers vessel

space for 53-foot ocean containers in its trans-Pacific services. It has struggled to

find sufficient amount of U.S. export cargo for them, while revenue on the eastbound leg

has not been sufficient to cover the costs of repositioning empties back to Asia."