intermodal terminal operations statistics

intermodal terminal operations statistics

Introduction.

Proper arrangement of freight within the 42,500 lbs weight limitation facilitates the accommodation of as many containers in ships and rails for Intermodal drayage. Moreover, arranging cargo in the form of pallets heightens the process of packing and offloading different types of freight hence avoiding time wastages. Cargo or freight in intermodal containers attracts single insurance policies and covers, thereby increasing the efficiency of indemnity during instances of marine risks. Computation of customs and port expenses is levied depending on the trans-loaded details of cargo, thereby increasing the efficiency of intermodal containers. Furthermore, the loading of the intermodal container onto an international shipping vessel ought to maintain container dimensions and weight limitations to eliminate marine risks and losses. Intermodal containers ideally 40ft or 53ft long can be used for ship, rail, and truck transport in the process of facilitating Intermodal drayage in accordance with the International Organization for Standardization (ISO).

intermodal terminal operations statistics

The International Organization for Standardization (ISO) estimates that 25 million containers are ferried daily through intermodal terminal operations hence facilitating local and international marine trade (Kuzmicz, & Pesch, 2019). The same organization estimates that intermodal freight transportation would grow to accommodate a rising demand for foreign products. In 2019, the International Organization for Standardization (ISO) affirmed that intermodal terminal operations would advance at a CAGR rate of 7%, meaning that leading ports have to adopt modern heavy-duty equipment for handling a huge container and cargo traffic. Similarly, the ISO organization predicts trucking to grow by more than 51.7 percent in the handling of intermodal terminals and drayage, thereby requiring a reduction in gatekeeping to facilitate the processing of customs and forwarding bureaucracies.

Potential growth of freight by 43.6 percent in intermodal terminal operations ought to correspond with the proper arrangement of cargo in the containers to minimize structural limitations and gate-processing requirements. An increase of pipeline reliance on intermodal terminal operations by 37.1 percent informs of transportation of fluids indicating oil tankers as the source of multimodal products (Qu, Bektaş, & Bennell, 2016). Handling of pipeline commodities through intermodal ports ought to be efficient due to limited storage capacities and dangers associated with the transportation of fluids across international routes. Cargo or freight in intermodal containers attracts single insurance policies and covers, thereby increasing the efficiency of indemnity during instances of marine risks. The consideration that waterborne capacities in intermodal terminal operations could grow by 29.0 percent indicates a rise in shipping demand hence requiring streamlining of intermodal terminal operations to reduce marginal costs of transportation by final consumers.

Arranging cargo in intermodal containers with an upper weight limit of 42,500 lbs facilitates the structural integrity of freight and avoiding losses during shipment. With a maximum capacity of 42,500 lbs, Intermodal Shipping requires the allocation of extra cargo in different containers hence fostering standardization of marine shipment. Arranging loading in 20ft and 40ft containers facilitate standardization of freight for local and international shipment. Guidance from the International Organization for Standardization (ISO) limits excess container capacities and describing the proper utilization of heavy-duty equipment operators in the handling of intermodal cargo.

Aspects of intermodal transportation

Intermodal has demerits since inexperienced drivers cause inefficiencies in solving problems in ports and in processing customs duty requirements. The scope and size of products in intermodal containers vary depending on importers and exporters, leading to varying documentation in customs (Yildiz, Paternotte, & Karasan, 2019). For instance, mixing medical equipment and children’s toys in intermodal containers attracts different taxes and customs duties, hence requiring drivers to be aware of the contents in the containers. Proper arrangement of freight within the 42,500 lbs weight limitation facilitates the accommodation of as many vessels in ships and rails for Intermodal drayage. The level of bureaucracy in processing customs and taxation requirements by new carriers cause inefficiencies in problem resolutions at major ports across the globe.

Congestion as a demerit of intermodal transportation derives from Intermodal drayage since some international shippers, including Maersk, require purpose-built chassis to transport their cargo and containers (Crainic, Perboli, & Rosano, 2018). Congestion deriving from intermodal drayage leads to wastage of time transferring containers from ships into chassis devised by specific shippers. Intermodal containers ideally 40ft or 53ft long can be used for ship, rail, and truck transport in the process of facilitating Intermodal drayage in accordance with the International Organization for Standardization (ISO) (Kuzmicz, & Pesch, 2019). For instance, Maersk owned chassis is prioritized in facilitating intermodal container shipment, hence leading to bureaucracies at major ports. Moreover, congestion could be a result of heavy-duty equipment operators that are required to shift containers from intermodal ports into inland ports that is also cost-inefficient.

Chassis capacity shortfalls in intermodal shipment refer to the limitation of rare weight that specific shippers prioritize. For example, Maersk owned chassis are designed to carry 40 tonnes of weights for 40ft containers, thus limiting the maximum cargo to being ferried. 20ft containers have 20 to 25 tonnes of weight limitations leading to further delays and congestions in intermodal terminals (Qu, Bektaş, & Bennell, 2016). The process of chassis handling at intermodal terminals and ports is rough, causing structural limitations that cause destruction of cargo and other facilities. Moreover, arranging cargo in the form of pallets heightens the process of packing and offloading different types of freight hence avoiding time wastages. Therefore, intermodal containers handlers and terminals dictate kind of handling and transportation, including the reliance on heavy-duty equipment operators that is costly and capital intensive.

Gate-processing delays in the handling and processing of intermodal containers emanate from security and customs procedures. Scanning of intermodal containers is essential to limit the proliferation of illicit and contraband items through marine transportation (Yildiz, Paternotte, & Karasan, 2019). As such, leading ports and intermodal terminals across the globe have adopted gate processing scanning and cargo authentication protocols that are time wasting but essential. Computation of customs and port expenses is levied depending on the trans-loaded details of cargo, thereby increasing the efficiency of intermodal containers. A case in point is the scanning o cargo being transited through the Middle East nations to limit human trafficking through intermodal containers, thereby reducing the cost of life despite massive delays in gate processing. Maersk owned intermodal containers undergo factory gate processing scanning and proper arrangement of cargo to limit instances of local and international fraud.

Bureaucracies cause long queue times in intermodal terminals in clearing and forwarding processes. Intermodal terminal operations ought to facilitate authentication of cargo and vehicle details with minimal time wastages to avoid long queue times in local and international terminals (Crainic, Perboli, & Rosano, 2018). Despite proper arrangement and authentication of cargo, intermodal containers attract lengthy processing times to accumulation of varying customs and tax remittances, leading to delays. Furthermore, the loading of the intermodal container onto an international shipping vessel ought to maintain container dimensions and weight limitations to eliminate marine risks and losses. As such, leading intermodal terminals across the European Union and in South East Asia are adopting state of the art technologies to limit the processing of customs and avoiding long queue times.

Truck arrival times have evolved to time wasting activities that limit the efficiency of intermodal terminal operations. A case in point is port terminals in east Africa port of Mombasa that is inherent in large truck arrival compared to the maximum gate capacity (Kuzmicz, & Pesch, 2019). An excess of trucks compared to Gate-processing size and delays leads to operational and shipping inefficiencies causing losses of value and property. Short-term gate capacity attributes to lacing infrastructure in scanning and authentication of cargo details in Gate-processing processes, hence requiring modern intermodal terminal operations. In leading ports across the world, such as in Schneider and XPO Logistics, truck arrival rates are matched with Gate-processing operations to limit bureaucracies that facilitate financial losses.

Dispatch and booking errors are an additional challenge derived from poor handling of containers in intermodal terminals. Lack of information management systems (IMS) at intermodal terminals in leading ports, including Schneider and XPO Logistics, may inhibit the process of dispatching cargo and chassis information (Qu, Bektaş, & Bennell, 2016). For instance, the J.B. Hunt Intermodal utilizes a smart cargo and passenger tracking system to ensure cargo details match with the intermodal containers and the chassis of the transporting vehicle. Hub Group attributes dispatch and booking errors to lacking infrastructure and auxiliary services, including security checks at intermodal terminal operations. Training of port staff could limit dispatch and booking errors making intermodal ports to become inefficient.

Gate closure for periodic breaks is a source of intermodal terminal operation challenges. In a similar system that futures trading functions, intermodal ports ensure regular breaks for staff and updating systems periodically. However, despite the functional essence of the periodic breaks, logistical challenges arise, causing time, effort, and financial implications (Yildiz, Paternotte, & Karasan, 2019). Gate closure could be an essential tactic of regulating the number of trucks arriving at an intermodal port, but ought to ensure seamless operations in handling and transportation of freight into the intermodal yard. Gate closures also attract logistical delays in information management systems (IMS), since the processing of cargo ought to be delayed correspondingly.

Congestion in container terminals could attribute to a higher number of offloading of freight compared to the transportation of cargo into Intermodal drayage. In leading ports, the principle of first in first out facilitates seamless intermodal terminal operations and eliminating bureaucracies that causes time wastages (Crainic, Perboli, & Rosano, 2018). Adoption of high tech and heavy-duty equipment operators in offloading and transportation of cargo into Intermodal drayage minimizes congestion and offers ample parking for incoming shipments.

Conclusion.

Intermodal terminal operations influence the handling processing and documentation of freight arriving in intermodal ports and terminals based on weight limitations and dimensions of containers. The standardization of containers as 20ft and 40ft by the International Organization for Standardization (ISO) improves intermodal terminal operations efficiency and avoiding delays and congestions associated with authenticating products and manifest details. Having intermodal containers manifests on the nature and scope of products eliminates Gate-processing scanning and product authentication, thus saving time and effort. The U.S. Department of Transportation requires ports and terminals to deploy Intermodal drayage as a means of decongesting the port and reliance on heavy-duty equipment operators to handle 20ft and 40ft containers.