Episode 19: Intermodal transport

Combined transport is a frequently used word in logistics, but often you find that not everyone knows exactly what is hidden behind it.

The weight 44to is often linked to this as a general rule. However, it is not that simple.

If you look closely, you will see that this is an EU regulation with an unwieldy name:

COUNCIL DIRECTIVE 92/106/EEC
from December 7, 1992
on the establishment of common rules for certain transport operations in the
combined freight transport between member states

Episode 19: Intermodal transport

This makes it clear that this regulation mandatorily requires the crossing of a national border within the EU.

A container transport from Munich to Hanover with 44to is therefore basically inadmissible, because the German national border was not crossed.

Unfortunately, it is often the case that the communication between the carrier and the shipper is not clear. This can be seen from the fact that the shipper bases the weight planning on 44 tons, but the carrier provides a team consisting of a two-axle tractor + container chassis.

However, such a team is only allowed up to 42 tons.

Depending on how the container is built and equipped or what steel was used, the payloads differ depending on the tare weight.

In principle, this problem is only of interest to those shippers whose cargoes weigh so much that the container tends to become too heavy before it is fully loaded. Shippers who stow goods where the container is full before it becomes too heavy tend not to be affected.

It is therefore important to know the weight of the combination, consisting of tractor + chassis + container, and to determine the maximum weight of the load + stowage material, based on a weight of 40to, 42to or 44to.

The link https://www.ekb-containerlogistik.com/de/datenund-fakten/bestimmungen/ provides average values, but explicitly states that the company should be consulted directly for detailed calculations.

Here is an excerpt from this table

Unfortunately, only the 44to variant is mentioned there, which explicitly requires a three-axle tractor. However, by far the greater part of the combinations consists of two-axle tractors and may therefore weigh a maximum of 42to.

A combination with a two-axle tractor must not weigh more than 42,000kg.

A combination with a three-axle tractor must not weigh more than 44,000kg.

Taking the figures from the table above, this would give a net cargo weight (cargo + securing equipment) for the following combinations:

However, practice shows that there can be significant deviations from the above and therefore overcharging is more likely than not.
Companies that stow containers themselves and want to use the payload to the fullest extent possible should therefore obtain precise information from the carrier about the type and weight of the combination and ensure that it is complied with.

For companies that have truck scales, there is also an opportunity to determine the maximum weight of the load by weighing.
Weigh the empty combination on entry and subtract this value from the total weight of 40to, 42to or 44to. This gives the maximum load for each type of container.

The disadvantage of this method is the fact that this information is only available shortly before loading and reductions in the weight or
the quantity of the load are no longer so easy to realize.

The solution is to define a maximum load weight in consultation with the carrier and his specifications at which, including the stowage means, an overload is rather unlikely. This plan specification can serve the sales department as a guideline for the offers to the customer and at the same time as a specification of which container type must be requested for the specific transport.

Trusting that the carrier will draw the right conclusions about the design of the container team from the information on the cargo weight is extremely risky and should be avoided.

Your Sigurd Ehringer.