Intermodal containers are large standard shipping containers, designed and built for intermodal freight transport, which means they can be used in various modes of transport - from ship to train to truck - without unloading and reloading their cargo. Intermodal containers are primarily used for storing and transporting materials and products efficiently and securely in global inter-container goods transport systems, but smaller quantities are also used at the regional level. This container is known by a number of names, such as container container , cargo or submission , container ISO , , sea or sea container, van container box or (Conex) , sea can or < b> c can .
Intermodal containers exist in many types and standard sizes, but ninety percent of the global container fleet is called "dry containers" or "general purpose", long-lasting and sealed steel boxes, mostly from twenty or forty feet (6.1 or 12.2 m) standard length. The general altitude is 8 feet 6 inches (2.6 m) and 9 feet 6 inches (2.9 m) - the latter known as High Cube or < b> Hi-Cube container.
Just like cardboard boxes and pallets, this container is a tool for packing loads and stuff into larger unit loads, which can be easily handled, moved, and stacked, and it will be packed tightly on ships or yards. Intermodal containers share a number of key construction features to withstand intermodal delivery pressures, to facilitate their handling and enable stacking, and can be identified through their unique ISO 6346 reporting alerts.
In 2012, there are about 20.5 million intermodal containers in the world with different types to suit different cargoes. Containers largely replace the traditional bulk cargo - in 2010, containers accounted for 60% of the world's marine trade. The dominant alternative transport method brings bulk cargo - whether it is gas, liquid or solid - ie. by aircraft carrier or tanker, tanker or truck. For air shipments, a lightweight defined IATA unit load device is used.
Video Intermodal container
History
In the 1830s, trains on several continents brought containers that could be transferred to other modes of transport. Liverpool and Manchester Railway in the UK is one of them. "A simple four-square wooden box, four into trucks, they are used to carry coal from Lancashire collieries to Liverpool, where they are transferred to a horse-drawn carriage with a crane." Early versions of standard containers were used in Europe before World War II. The construction of this container has a steel frame with wooden walls, floors, roofs and doors.
The first international standard for containers was established by the International Bureau of Contemption et du Transport Intermodal (B.I.C.) in 1933, and the second in 1935, primarily for transport between European countries. American containers are currently not standardized, and these initial containers have not been stacked - either in the US or in Europe. In November 1932, the world's first container terminal was opened by Pennsylvania Rail Road Company in Enola, PA. The development of containers was made in Europe and the United States as a way to revitalize railway companies after Wall Street Crash in 1929, in New York, resulting in economic collapse and decline of all modes of transportation.
In April 1951 at the ZÃÆ'¼rich Tiefenbrunnen railway station, the Swiss Transport Museum and the Bureau International des Containers (BIC) held a demonstration of a container system for representatives from a number of European countries, and from the United States. A system was selected for Western Europe, based on the Dutch system for consumer goods and waste transport called Laadkisten (lit. "Loading trash"), used since 1934. The system uses roller containers for transportation with trains and boats, in various configurations up to 5,500 kg (12,100 pounds) capacity, and up to 3.1 by 2.3 by 2 meters (10 ft 2 in ÃÆ' â € "Ã, 7Ã, ft 6 < span> Ã, / 2 in ÃÆ' â € "Ã, 6Ã, ft 6 3 / 4 Ã, in) in size. This became the first standard post-World War II European train of the International Union of Railways - UIC-590 , known as "pa-BehÃÆ'¤lter." It was implemented in the Netherlands, Belgium, Luxembourg, West Germany, Switzerland, Sweden and Denmark.
The use of standard steel delivery containers began in the late 1940s and early 1950s, when US commercial and military shipping operators began to develop these units. In 1948 the US Army Transportation Corps developed a "Transporter", a rigid and corrugated steel container, capable of carrying 9,000 pounds (4,100 kg). The length is 8 ft (2.59 m), width of 6 ft3 in (1.91 m), and 6 ft. Ft in (2.08 m) high, with double doors at one end, mounted on down, and has raised rings above four corners. After proving successful in Korea, Transporter was developed into the Container Express (CONEX) box system at the end of 1952. Based on Transporter, Conex's size and capacity are almost the same, but the system is made modular , with the addition of a smaller half-size unit from 6 ft 3 in (1.91 m) long, 4 ft 3 in (1.30 m) wide and 6 ft 10 1 / 2 at (2.10 m) high. CONEX can be stacked three high, and protect the contents of the element. In 1965 the US military used about 100,000 Conex squares, and more than 200,000 in 1967. making it the world's first intermodal container application. Their discovery made a major contribution to the globalization of trade in the second half of the 20th century, which dramatically reduced the cost of freight transport and therefore long-distance trade.
From 1949 onward, engineer Keith Tantlinger repeatedly contributed to the development of containers, as well as their handling and transportation equipment. In 1949, while at Brown Trailers Inc. from Spokane, he modified their 30-foot aluminum leather design, to fill orders of two hundred and thirty to eight times 8.5 feet (9.14 m² - 2.44 m ÃÆ'â € "2.59 m) stackable containers two tall, for Alaska-based Ocean Van Lines . Steel casting in the upper corner provides for the hoisting and securing of points.
In 1955 Malcolm McLean's truckman purchased the Steam Pan-Atlantic Company, to form a container shipping company, which came to be known as Sea-Land. The first container was supplied by Brown, where McLean met Keith Tantlinger, and hired him as vice president of engineering and research. Under the supervision of Tantlinger, the new container 35Ã, ft (2.67 m) x 8Ã, ft (2.44 m) x 8Ã, ft. 6Ã, in (2.59Ã,Â) Sea-Land was developed, the length determined by the maximum length The trailer is then allowed on the Pennsylvanian highway. Each container has a frame with eight corner castings that can withstand piling loads. Tantlinger also designs automatic dispersers to handle containers, as well as a twistlock mechanism that connects with corner castings.
Two years after the first McLean container ship, Ideal X started shipping containers on the US East Coast, Matson Navigation followed suit between California and Hawaii. Like the Pan-Atlantic container Matson is 8 feet (2.44 m) wide and 8 feet (2.59 m) tall, but due to different California traffic codes, Matson chose to make a 24-foot (7.32 m ). In 1968, McLean started a container service to South Vietnam for the US military with great success.
ISO standards for containers were published between 1968 and 1970 by the International Maritime Organization. These standards enable more consistent loading, transport and dismantling of goods in ports around the world, saving time and resources.
The International Convention for Safe Containers is a 1972 law by the Intergovernmental Maritime Consultation Institute on safe handling and transport of containers. It states that every internationally-traveled container is equipped with a CSC Safety Approval Platform. It stores important information about the container, including its age, registration number, dimensions and weight, as well as its maximum stacking strength and ability.
Longshoremen and related unions around the world are struggling with this revolution in the delivery of goods. For example, in 1971 the clause in the International Longshoremen's Association (ILA) contract stipulated that the "fill" or "stripping" (emptying) of a container within 50 miles of the port should be done by ILA workers, or if not done by ILA, that the sender needs to pay royalties and penalties to the ILA. Unions for truck drivers and consolidators argue that ILA rules are not a valid work preservation clause, since the work of stuffing and disposing of containers from docks is not traditionally done by ILA members. In 1980, the United States Supreme Court heard of this case and decided against the ILA.
Maps Intermodal container
Description
Ninety percent of the global container fleet consists of "dry transport" or "general purpose" containers - both of standard and special size. And although the length of the containers varies from 8 to 56 feet (2.4 to 17.1 m), according to two container census reports of 2012, about 80% of the world's containers are standard twenty or forty feet long boxes of dry transport designs. These containers are usually rectangular, closed-box models, with doors mounted at one end, and made of corrugated weathering steel (commonly known as CorTen) with plywood floors. Although corrugated sheet metal used for sides and roofs contributes significantly to the stiffness and strength of container buildup, such as in corrugated iron or in cardboard boxes, the undulating side causes aerodynamic drag, and a fuel economy loss of up to 10% in roads or rail transport, with a smooth-side van.
The standard container is 8-feet (2.44 m) wide by 8 ft (2.59 m) tall, although the height of the "High Cube" or "hi-cube" unit measuring 9 feet 6 inches (2.90 m) has become very common in recent years. By the end of 2013, 40 × ct high containers represent almost 50% of the world's maritime container fleet, according to the Drewry Container Census report.
Approximately 90% of the world's containers are 20 feet (6.1 m) or 40 feet (12.2 m) in size, although the United States and Canada also use longer units of 45Ã, ft (13,7 m), 48Ã, ft (14.6 m) and 53 ft (16.15 m). The ISO containers have castings with openings for twistlock fasteners in each of the eight corners, to allow gripping boxes from top, bottom, or side, and they can be stacked up to ten units high. Regional intermodal containers, such as European and US domestic units, are generally transported by road and rail, and often can only be stacked up to three high load units. Although both ends are quite stiff, the containers are somewhat flexible during transport.
Container capacity is often expressed in twenty-foot equivalent units ( TEU , or sometimes teu ). A twenty-foot equivalent unit is a measure of the cargo capacity of a container equivalent to a standard 20-foot (6.1 m) standard container. This is an approximate measure, where box height is not considered. For example, the height of the cube 9Ã, ft 6Ã, in (2.9 m), as well as the 4-foot-3-inch half-height (1,3Ã.m) 20-foot (6.1 m) container are equally calculated as one TEU. Similarly, an extra 45-foot (13.72 m) extra container is usually designated as two TEUs, no different from the standard 40-foot (12.19 m) unit. Two TEUs are equivalent to one equivalent unit of forty feet (FEU).
By 2014 the global container fleet grew to a volume of 36.6 million TEUs, based on the Consigned Container Drewry Consumption Shipping. In addition, in 2014 for the first time in the history of 40-foot high container cube accounted for the majority of boxes in service, measured in TEU.
Manufacturing prices for regular dry cargo containers typically range from $ 1750- $ 2000 per CEU (container equivalent unit), and about 90% of the world's containers are made in China. The average age of the global container fleet is slightly over 5 years from the end of 1994 to the end of 2009, which means the container remains in use for shipping for over 10 years.
Type
In addition to standard, general purpose containers, many variations exist for use with different cargo. The most prominent is the cooling container (a.k.a. reefer s) for perishable goods, which make up six percent of the world's shipping boxes. And the tank in the frame, for bulk liquid, covers the other 0.75% of the global container fleet.
Although these variations are not of the standard type , they are mostly containers ISO standards - in fact the ISO 6346 standard classifies the broad spectrum type of containers in great detail. Apart from the various sizes size , the most important container types are:
- General dried vans, for boxes, cartons, boxes, sacks, bales, pallets, drums, etc., customized interior spaces, such as:
- roller floor containers, for hard-to-handle cargo
- garmentainers , for delivery of clothes on hangers (GOH)
- Ventilated containers. Basically dry van, but passively or actively ventilated. For example for organic products that require ventilation
- Temperature controlled - either isolated, cooled, and/or heated containers, for perishables
- Tank containers, for liquids or gases. Often this is a dangerous item, and in case of gas one unit of delivery may contain several gas bottles
- Bulk containers (sometimes bulktainers ), either closed models with roofs, or open-top units are hard or soft for top loading, for example for bulk minerals. Container containers and bin-liners (containers designed for efficient road and train transportation from municipal waste to recycling and disposal) are used in Europe.
- Open-top and open-side containers, for example to facilitate loading of heavy machinery or large pallets. The open side is also used for ventilating perishable durable materials such as apples or potatoes.
- Containers by platform such as:
- flat shelves and bolster containers, for heavy or large barrels, drums, crates and cargo, such as machinery, semi-finished or processed wood. Empty empty shelves can be stacked or shipped sideways in other ISO containers
- Folded containers, from flushfolding flat-racks to fully enclosed ISO and CSC units with roofs and walls when installed.
Containers for offshore use have several different features, such as an eye pad, and must meet additional strength and design requirements, standards and certifications, such as DNV2.7-1 by Det Norske Veritas and European standards EN12079: Offshore containers and Associated Appointment Set .
Various equipment, such as generators, have been installed in containers of various types to simplify logistics - see packaging equipment for more details.
Swap body units usually have the same lower-angle fixtures as intermodal containers, and often have folding legs under their frames so they can be moved between trucks without using a crane. But they often do not have a top fitting corner of an ISO container, and can not be stacked, nor can they be lifted and handled by ordinary equipment such as reach-stacker or straddle-carriers. They are generally more expensive to get.
Specifications
The basic dimensions and permissible gross weight of intermodal containers are strongly determined by two ISO standards:
- ISO 668: Cargo container Series 1 2013 - Classification, dimensions, and ratings
- ISO 1496-1: Series 1 cargo container 2013 - Specifications and testing - Part 1: General cargo container for public use
The most common weight and dimensions of standard container types are given below. The values ​​vary slightly from manufacturer to manufacturer, but must remain within the tolerances specified by the standard. Empty weight ( tare weight ) is not specified by the standard, but by container construction, and therefore indicative, but it is necessary to calculate the net load figure, by subtracting it from the maximum permissible gross weight.
Container buildup
At the load-bearing location, the 40-foot container is the standard length unit, and 45Ã,ft, 48Ã, ft, and 53Ã, ft all the stacks at 40-feet clutch width. Other units can be stacked over 20 ft units only if there are two in a row (40 ft wide couplings) but 20 ft units can not be stacked above 40 feet, or other larger containers.
The clutch hole requires a male double-knob to unify the stacked container safely.
Non-standard and unusual sizes
pallet width container
Pallet Width Containers have about 4 inches (10.2cm) wider internal floor than standard containers to accommodate more Euro-pallets, common in Europe. This container usually has an internal width of 2.44 m ( 96 1 / 8 at), to be able to load two or three of the 1.2 m ( 47 1 / 4 in) 0.8 m long ( 31 1 / 2 in the wide palette side by side. Many sea shipping providers in Europe allow this as an overhang on sufficient standard containers and they fit in ordinary interlock spaces (or with the same floor panels with side pallet-wide container sockets embossed outside instead of being printed on the inside).
The 45-foot (13.72 m) tall cube container has received a very large reception, as it can replace 13.6 m (44Ã, ft 7 3 / 8 inside) swap bodies common to truck transport in Europe. The EU has started standardization for pallet container container in the European Intermodal Loading Unit (EILU) initiative.
The Australian RACE container is also slightly wider to optimize it for the use of the Australian Standard Pallet.
48-foot container
The 48-foot container (14.63 m) is a High Cube container with a height of 9Ã, ft 6Ã, (2.90 m) on the outside. It is 8Ã, ft 6Ã, in (2.59Ã, m) wide which makes it 6 inches (15Ã,®) wider than ISO standard containers. This measure was introduced by APL container shipping company in 1986, and is used domestically in North America on the road and rail, and can be transported on the deck by ship. This size being 8 feet (2.44 m) longer and 6 inches (15 centimeters) wider has a volume capacity of 29% more than the standard 40-foot High Cube, but the cost to move it by truck or train is almost the same.
53-foot container
The general purpose 53-foot container (16.15 m) was introduced in the United States in 1989, and is used both in the US and Canada, primarily for domestic road and rail transport. They are considered high-cube, based on their 9Ã, 6 ft deep (2.90 m) high ISO standard. Their width is 8Ã, ft 6 in (2.59 m) but makes them 6 inches (15 cm) wider than ISO standard containers. These large boxes have a capacity of 60% more than standard containers as high as 40 feet (12.19 m), allowing the shipper to consolidate more cargo into fewer containers.
Generally, 53-foot North American containers were not built strong enough to withstand the rigors of sea transport, but in 2007 APL carrier Container introduced the first 53-foot marine container capable. All 53-foot new boxes are built exclusively for international trade and are designed to hold ocean voyages on South-to-Los Angeles Chinese services. But by 2013, APL stops offering space ships for 53-foot containers on trans-Pacific vessels. Nevertheless, In 2015 both Crowley and TOTE Maritime each announced the construction of each second combined container and roll-on/roll-off vessel for Puerto Rican trade, with a special design to maximize cargo capacity by carrying cargo 53-foot, 102-inch wide container (2.591 mm). In Canada, Oceanex offers a 53-foot-ocean ocean container service to and from the island of Newfoundland. The five foot three-foot container is also used on some of Asia Pacific's international shipping routes.
60-foot container
In May 2017, Canadian Tire and Canadian Pacific Railway announced the deployment of the first 60-foot intermodal container in North America. Containers allow Canadian Tires to increase the volume of goods shipped per container by 13%.
Small container
The United States military continued to use small containers, strongly reminiscent of their Transporter and Conex boxes in the 1950s and 1960s. This conforms to ISO standard dimensions, or is a direct derivative thereof. The current terminology of the US armed forces calls these small containers Bicon, Tricon and Quadcon, which conform to ISO 668 standards of 1D, 1E and 1F respectively. It comes to an 8 foot (2.44 m) tall container, and with either a one-quarter (Bicon), a third (Tricon) or a quarter (Quadcon) size of a standard 20-foot standard, a TEU container.
At a nominal length of 10 feet (3.0 m), two Bicons are combined together lengthwise matching an ISO 20-foot container, but the height of 6 inches (15 cm) is shy of the more commonly available 10- The ISO foot container is called high standard , which is 8ft tall (2.59m). Tricons and Quadcons must however be combined transverse - either three or four in a row - to be stacked with twenty feet of container. The length of their is 8 feet (2.44m) in accordance with width of the standard 20-foot container, which is why there is a forklift bag at the end, as well as on the sides of these boxes, and the door has only one locking bar each. The smallest of these, the Quadcon, is in two altitudes: 96 at (2.44 m) or 82 in (2.08 m). Only the first complies with the ISO-668 standard (size 1F).
Reporting
Each container is allocated a standard ISO 6346 reporting mark (proprietary code), four long letters ending either U, J or Z, followed by six digits and check digits. The ownership code for intermodal containers is issued by the Bureau International des Containers (international container bureau, abbr. BIC) in France, hence the name BIC-Code for the intermodal container of the reporting mark. So far there are only four letters BIC-Code ending in "U".
Placement and registration The BIC Code is standardized by TC104 and TC122 commissions at JTC1 ISO dominated by shipping companies. The shipping containers are labeled with a series of identification codes that include manufacturer codes, proprietary codes, usage classification codes, UN placards for dangerous goods and reference codes for additional transport controls and safeguards.
Following the extensive use of pallet-wide containers in Europe the EU initiated the Intermodal Loading Unit (ILU) initiative. This shows the advantages for intermodal transport of containers and swap bodies. This led to the introduction of ILU-Codes defined by the EN 13044 standard that has the same format as the previous BIC-Codes. The International Container Office BIC agrees to issue only a proprietary code terminated by U, J or Z. The new allocation office of UIRR (International Railway Aviation Company) agrees to issue only ownership reporting entries for the swap entity ending in A, B, C, D or K - companies that have BIC-Code ending in U can allocate ILU-Code terminated with K having the same previous letter. Since July 2011, new ILU codes can be registered, starting July 2014 all intermodal ISO containers and intermodal exchange agencies must have ownership codes and by July 2019 they all must have standard placards.
Handling
Containers are moved between trains, trucks, and ships with container cranes at container terminals. Forklifts, reach stackers, straddle carriers, and cranes can be used to load and unload trucks or trains outside container terminals. Swap bodys, sideloverers, tilt deck trucks, and hook trucks allow transfer to and from trucks without additional equipment.
ISO standard containers can be handled and removed in various ways with their corner fixtures, but 45 feet (type E) container structure and strength limits their tolerance of side lift, nor can it be forklifted, based on ISO 3874 (1997).
Transport
Containers can be transported by container ships, trucks and freight trains as part of one trip without unpacking. Units can be secured in transit using the "twistlock" points located at each corner of the container. Each container has a unique BIC code that is painted on the outside for identification and tracking, and is capable of carrying up to 20-25 metric tons. The cost of transportation is calculated in twenty-foot equivalent units (TEU).
Rel
When carried by train, the container can be carried on a flat train or a good car. The latter is specially designed for container transport, and can accommodate double-stacked containers. However, the rail-loading gauge may limit the mode and type of container shipments. Smaller loading gauges often found in European trains will only accommodate single-stacked containers. In some countries, such as Great Britain, there are some parts of the rail network that can not be traversed by high cube containers, or simply passable on good cars. On the other hand, the Indian Railway runs a double-stacked container on flatcars below 25 kV above the power lines. The cable should be at least 7.45 meters (24Ã, ft 5Ã, in) above the track. China Railway also runs double-stacked containers under the overhead cable, but must use a good car to do so, because the cable is only 6.6 meters (21Ã, ft 8Ã, in) above the track.
Ship
Approximately 90% of non-bulk cargo worldwide is transported by containers, and the largest container ships can carry over 19,000 TEUs. Between 2011 and 2013, an average of 2,683 containers were reported missing at sea. Other forecasts are up to 10,000; of 10% is thought to contain toxic chemicals for marine life.
Planes
Containers can also be transported on planes, as seen in intermodal goods transport. However, transporting containers in this way is usually avoided because of the cost of doing so and the lack of availability of aircraft that can accommodate such awkward cargo.
There is a special flight container, smaller than the intermodal container, called the Unit load device.
Secure and security
Securing containers and content
There are many methods and materials that have been established to stabilize and secure the intermodal containers loaded onto the vessel, as well as the internal charge in the box. Conventional control methods and materials such as steel strapping and wood blocking and bracing have been around for decades and are still widely used. Polyester strapping and hitting, and synthetic webbings are also common these days. Dunnage bags (also known as "airbags") are used to keep unit loads in place.
Flexi-bags can also be directly loaded, stacked in food grade containers. Indeed, their standard form fills the entire soil surface of an ISO 20 'container.
Security
Intermodal containers containing valuables can be the target of burglary and theft when left unattended. In this case, the container may be equipped with a security system consisting of a motion detector and a panel inside the container. Panels can trigger sirens, strobe, or light to prevent intruders, or use radio signals to alert security guards.
Items that are not packaged properly can escape and cause a false response from the motion detector inside. If a criminal breaks in by cutting off a container wall, the unobstructed motion detector becomes useless. Tomographic motion detectors work well in intermodal containers because they do not require line of sight to detect motion. The entire container is covered by a volumetric sensing mesh that is not blocked by equipment or supplies. Tomographic motion detection is not susceptible to fault detection due to dirt buildup as well as for beams and infrared sensors.
Non-submission using
Dumped tools
Container-sized units are also often used to move large equipment to temporary sites. The special containers are very attractive to the military who are already using containers to move many of their items around. Delivery of specialized equipment in this way simplifies logistics and can prevent the identification of high-value equipment by the enemy. Such systems may include command and control facilities, mobile operating space or even missile launchers (such as Russian 3M-54 Club surface-to-surface missiles).
Complete water treatment systems can be installed in containers and shipped worldwide.
The electrical generator can be installed permanently inside the container to be used for portable power.
Repurposing
Half of the containers entering the United States are empty. Their value in the US is lower than in China, so it is sometimes used for other purposes. This is usually but not always at the end of their cruise life. The US military often uses Conex containers as on-site storage, or easily transferable homes for command staff and medical clinics. Almost all of the more than 150,000 Conex containers shipped to Vietnam remain in the country, primarily as storage or other cellular facilities. The placement of permanent or semi-permanent containers for storage is common. The usual forty-foot container has about 4,000 kg (8,818bb) of steel, which needs 8,000 kWh (28,800 MJ) of energy to melt. The repurposition of used shipping containers is increasingly a practical solution to social and ecological problems.
The shipping container architecture uses shipping containers that are used as the main frame of modular home design, where steel may be an integrated part of the design, or disguised as a traditional house. They have also been used to create temporary stores, cafes, and computer data centers, for example. , Sun Modular Datacenter.
Intermodal containers are not strong enough to be converted to underground bunkers without additional holds, because the walls can not sustain much lateral stress and will collapse. In addition, wooden flooring of many containers used may contain fumigation residues, making them unsuitable for confined spaces, such as for jail cells or bunkers. Cleaning or replacing wooden floors can make this container habitable, with proper attention to important issues such as ventilation and isolation.
See also
Note
References
Further reading
- George, Rose. Ninety Percent Everything: In Shipping, Invisible Industries That Place Clothing on Your Back, Gas in Your Car, and Food on Your Plate (2013), describes a search-only search and sea text search
- International Organization for Standardization (ISO), Cargo Container , Volume 34 ISO standard handbook, International Organization for Standardization, 4th ed., 2006. ISBNÃ, 92-67-10426-8
- Levinson, Marc. Box: How Container Delivery Makes Smaller World and World Economy Bigger , Princeton, NJ: Princeton University Press, 2006. ISBNÃ, 0-691-12324-1 quotes and text search
- Donovan, Arthur & amp; Bonney, Joseph "The Box That Changed the World", East Windsor, New Jersey, Commonwealth Business Media, 2006 ISBN 978-1-891131-95-0
External links
- International Convention for Safe Containers (Geneva, 2 December 1972)
- Track and track with Container Shipping
- Track and track Cargo Containers
- Container type and size summary
- Container Handbook - by GDV, collective German insurance company
Source of the article : Wikipedia
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