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Containerization
Published in Alan E. Branch, Michael Robarts, Branch's Elements of Shipping, 2014
Alan E. Branch, Michael Robarts
The IMO type for chemicals involving hazardous cargo and a capacity ranging from 12,000 litres to 35,000 litres.Lightweight tanks offering reduced tare weight for increased payload. Designed for a range of chemical and bulk liquids with a capacity of 21,000 litres.Food grade tanks for edible cargo with a gross weight of 34,000 kg and tare weight of 3,300 kg.Insulated tanks for liquids which are non-heat-sensitive with a gross weight of 34,000 kg and tare weight of 3,345 kg.Special tanks for highly hazardous liquids and gases with a capacity ranging from 12,000 litres to 35,000 litres.
Intermodal transport equipment
Published in Jason Monios, Rickard Bergqvist, Intermodal Freight Transport and Logistics, 2017
Rickard Bergqvist, Jason Monios
The maximum gross mass for a 20 ft container is 30,480 kg, and for a 40 ft it is 34,000 kg. Allowing for the tare weight1 of the container, the maximum payload mass is therefore reduced to approximately 28,380 kg for 20 ft and 30,100 kg for 40 ft containers, meaning that two 20 ft containers can take more weight than one 40 ft container. Twenty-foot containers are favoured for heavier goods because weight limits would mean that the 40 ft container would reach its weight limit before filling the space, sometimes referred to in the industry as ‘weighting out’ before ‘cubing out’, that is, using up the cubic capacity or volume.
Traffic-based quantitative risk analysis of structural fire damage to roadway tunnel linings
Published in Structure and Infrastructure Engineering, 2023
Qi Guo, Spencer E. Quiel, Clay J. Naito
The gross vehicle weight (GVW) includes the tare weight (empty vehicle weight) and payload. The gross vehicle weight of a vehicle will range from the tare weight to the gross weight limit or beyond the gross weight limit depending on its payload. Table 5 shows the estimated ranges of GVW and tare weight for a wide range of vehicle types based on data published by the Transportation Research Board and National Research Council (National Research Council, 2010). The approximate GVW limit for buses and various types of HGV present in the prototype tunnel per Table 2 are summarized in Table 6. The fraction of high intensity fires in Table 6 is calculated based on the fire frequency of each truck class and the total fire frequency of all HGVs and buses. To conservatively maximize the potential payload capacity of each vehicle category, the lower bound tare weight and upper bound GVW are assumed for the analyses in this study. For HGVs, the GVW limits were based on regulations in the U.S. state of Pennsylvania (Pennsylvania Department of Transportation, 2019) while the limits for buses are obtained from Table 5 and other literature (MORR Transportation Consulting Ltd & CUTR University of South Florida, 2014).
Route/Modal choice analysis and tradeoffs evaluation of the intermodal transport network of Peninsular Malaysia
Published in Cogent Engineering, 2018
Adel Gohari, Abd Nasir Matori, Khamaruzaman W. Yusof, Iraj Toloue, Khin C. Myint, Abdulkadir T. Sholagberu
The amount of emission (in kg) on each segment of the network is a function of emission factor, and operations related factors such as distance of the path, number of containers and weight of loaded container. The total amount of CO2 is the total sum of emission generated in all links involved in the optimum route plus the transfer emission for modal changing at ports or intermodal points where applicable. The CO2 emission can be expressed by Equation (2). In this study, 20-foot dry container was chosen. Weight specification for the selected container includes cargo capacity of 2,1640 kg and tare weight of 2,360 kg. Hence, the total weight of the loaded container is approximately 24tons. An emission factor is a representative value that attempts to relate the quantity of a pollutants released to the atmosphere with an activity associated with the release of that pollutant. The emission factor was obtained from the (Greenhouse Gas Protocol, 2017) (Available at: http://www.ghgprotocol.org/) to estimate emission for different modes of transport as presented in Table 1.