Super Continent: The Logic of Eurasian Integration
by Kent E. Calder · 28 Apr 2019
, have deepened sharply since the 2008 global financial crisis. China’s growth, a common—and complementary—Sino-European focus on manufacturing, a revolution in intermodal logistics that is synergistic with that manufacturing emphasis, improved transcontinental infrastructure, and streamlined border-clearance procedures have all played important roles in deepening this historic
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2017 alone, with over thirty trains per week moving transcontinentally in each direction.31 This deepening and well-used infrastructure, capitalizing on the revolution in intermodal logistics provoked by the digital revolution, is turning Eurasia into an increasingly interactive political-economic playing field. Integrated rail, road, air, and maritime transport,
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passage, the ports of Aktau and Turkmenbashi are used. Considerable progress on the Middle Corridor Initiative, which benefits greatly from the rising technical efficiency of intermodal transport, has already been made. One of its crucial components, the Baku-Tbilisi-Kars (BTK) Railway, was inaugurated in October 2017. The Lapis Lazuli
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Piraeus, the port of Athens in Greece, link the BRI initiatives closely to China’s deepening relationship with Europe as well. Reflecting recent advances in intermodal transport technology and customs clearance, there are important prospective synergies between two distinct elements of the BRI: the overland Belt and the maritime Road.
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the application of digital technology, in the way goods are transported and distributed. This transformation greatly simplifies, speeds up, and cheapens the cost of intermodal travel, thereby magnifying synergistically the impact of other geo-economic factors. The Logistics Revolution has uniquely powerful implications for Eurasia, for at least four reasons
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centers, for which logistical connections have heretofore been chronically underdeveloped, are much shorter than sea routes. Second, Eurasian transport involves an unusual variety of intermodal transfers, leading to a distinctively sharp decline in transport costs due to recent technological change. Third, Chinese domestic infrastructure—a critical variable as close to
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(1999), naturally encouraged such logistical advances as well. The rich geography of European transport, involving complex transfers among rail, road, river, and sometimes air, made intermodal transport innovation a high priority. Digitalization has synergistically amplified the potential efficiency gains available through trade liberalization. These gains showed up first within the European
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use of transponders, combined with AI advances, are allowing computers to automate and track logistics as never before. These developments have especially dramatic consequences for intermodal transport and storage, making it possible for firms to effortlessly track shipments and to anticipate delivery. Blockchain technology can also enhance this predictability, by
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Europe and China lie across the Eurasian continent from one another, allowing them to benefit disproportionately from gains to both land-based and intermodal trade. Much of this intermodal trade will combine maritime and land-based elements. Finally, Europe and Asia lie on a continent where autarky and overregulation have been especially
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from China to the EU by around 4,500 kilometers, and the total duration of transcontinental transport by about 8 –12 days.45 Streamlining of intermodal connections and customsclearance procedures are key elements in making this Land-Sea Express Route possible, efficiently linking China and Europe. China’s Domestic Transport
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minister Lee Hsien Loong, China and Singapore have been pursuing the Chongqing Connectivity Initiative, building an IoT industrial base in Chongqing that has a strong intermodal logistics dimension, inspired by BRI.52 China is also working on IoT projects oriented to improving BRI logistics with French affiliates of Foxconn, the
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–2020,” released on October 17, 2016. The Logic of Integration 91 As transit times decline, especially on the shorter yet heretofore impractical overland and intermodal routes, the cost of such overland travel comes closer and closer to that of slow and circuitous yet cost-effective routings by sea. Rail transport
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and Kazakhstan. They generally transit small portions of Russia, but there are alternate southern options through Azerbaijan and Turkey as well, including rail-road-maritime intermodal variants traversing the Black and Caspian Seas, that give Chinese and European logistics firms increasing leverage in relation to Russia. 92 chapter 4 China
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between Northeast Asia and Europe than ever before. These disruptive changes are occurring in three interrelated areas: (1) geographical locus of production chains, (2) intermodal transport logistics, and (3) e-commerce. In the aggregate, they are drawing the manufacturing- oriented political economies of China and central Europe together as never
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small and medium-sized) manufacturers and robotics firms as well.61 German logistics firms like DHL and DB Schenker Logistics, as well as massive Chinese intermodal transport conglomerates like COSCO and China Railway Corporation, compete to control railways and ports, with the BRI conferring major strategic advantages on the Chinese.62
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transcontinental infrastructure, deregulation, and the digitalization of logistics have all accelerated this process. Since the 2008 global financial crisis, overland transit trade as well as intermodal combined rail/air/maritime transport have begun to grow explosively. Total Kazakhstan rail freight trade, for example, totaled 12.6 million tons in 2008,
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tons. Half of rail transit trade in 2020 will likely be westbound trade from China—nearly three times the share recorded in 2012.87 And intermodal trade, exploiting the cost- effectiveness of maritime transport, as well as the geographic efficiencies of overland, is expanding also. The Logic of Integration 99
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, the Maldives, and Pakistan, but whether it will have substantial impact on actual BRI connectivity efforts remains to be seen. Deepening energy ties, improved intermodal transport, and new financial institutions are thus enhancing prospects for Eurasian political-economic interdependence. New transcontinental political-economic networks are also facilitating that process. In
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European and Central Asian destinations.75 Transcontinental manufacturing supply chains in electronics, auto parts, and precision machinery are likewise growing increasingly intense, as overland and intermodal transport grows increasingly convenient, as infrastructure improves, and as logistical costs steadily decline. The China of the early Four Modernizations— dynamic in light industry
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well as a 67 percent stake in the Piraeus complex as a whole.47 The complex itself, thanks to refurbishing and the rising importance of intermodal trade from China via the Suez Canal and Indian Ocean, is now the seventh busiest container port in Europe and the thirty-eighth busiest
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EU, and the western reaches of the continent in the Iberian Peninsula are close to a thousand miles further still. Despite the raw distance, however, intermodal transit trade from China, across Eurasia, to Western Europe and back has begun to accelerate rapidly since around 2013, following its inauguration in 2011.
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locations.64 Yet until recently the land alternative was little used. What one really needs to ask is why the recent growth of overland and intermodal transport between Europe and China— or from Europe to Northeast Asia more generally—is at last occurring. This has five central aspects. First, transport
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technology is changing, radically reducing the cost of intermodal transport, which can include a cost-effective combination of overland and maritime. Second, customs clearance is growing more transparent and efficient due to computerization.
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streamlined China-Kazakh border and the frontier between Belarus and the EU.66 This administrative simplification enhances still further the efficiency of transcontinental land and intermodal transport. With increased investment, facilitated by rising economic attractions and improved relations between China and Europe, the quality of both rail and road The
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rise of China and the collapse of the former Soviet Union. Important changes in manufacturing logistics, rooted in revolutionary cost reductions in land, sea, and intermodal transport, are making Europe-China production networks ever more cost-efficient, even as transcontinental energy dependence rises, and financial flows accelerate. These economic trends
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of new infrastructure and logistics innovations for economic growth. Economic growth in strategic areas of the Eurasian continent, fortuitously synergistic with technological changes such as intermodal transport that sharply reduce freight costs, have been sharply increasing the functional importance of new infrastructure for much of Eurasia over the past decade.
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distances are shorter, (2) deregulation is making the cross-border procedures involved in land transport less onerous, and (3) digitalization of logistics is making intermodal transport via river, rail, road, and air dramatically faster and cheaper than ever before. A core problem with land routes across Eurasia has always been
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the transportation field.25 These developments have created a powerful new logic to land transport where quality infrastructure is available. That logic applies particularly to intermodal transport by land, sea, or air, which before the days of digitalization was woefully complex. These sweeping political and technical changes are opening prospects
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and services cannot be efficiently delivered, new physical infrastructure is meaningless. A synergistic combination of deregulation and technical change, driven by digitalization and innovations in intermodal transport, leveraged by Chinese market growth, has revolutionized the economics of Eurasian transcontinental commerce over the past few years, reducing transportation costs and intensifying pressures
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. The first crucial logistical development, which laid the technical basis for efficient transcontinental commerce, was the advent of containerized shipping. This allowed in turn for intermodal freight transport, with potential for ultimately linking road, river, rail, and air. Containerization began around 1956. During 1968 –1970, at the height of the
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, thus exposed inland as well as port cities to transcontinental commerce and simultaneously facilitated transcontinental supply chains.31 A concrete example of this trans-Eurasian intermodal dynamic in operation is the production, distribution, and marketing of personal computers and their components between China and central-southern Europe. COSCO Logistics, a
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also owned by Foxconn. The final products are ultimately sold by HP all across Europe.32 COSCO Logistics has been instrumental in setting up this intermodal operation, including establishment of a cross-docking center at Piraeus for HP products. Because HP is the client, this new transport corridor has been
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continentalist dynamic also. The synergies between China and Europe— especially its central and eastern regions—are deepened by technological and financial change, centering on an intermodal transport revolution. Together, these changes, played out on an increasingly interactive Eurasian chessboard, have potential to create a Super Continent. It is, of course,
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the westward advance of China. The growing scale of consolidated Chinese and European markets, combined with a technical revolution in logistics, opened new prospects for intermodal road, rail, and maritime transport, not to mention e-commerce. Those innovations are profoundly reconfiguring commercial ties and supply chains across the continent. Three
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dwell. China’s connectivity initiatives, epitomized in BRI, are playing a major role in making transcontinental transactions easier, stimulating growth. Meanwhile, the revolution in intermodal logistics is radically reducing the costs of trans-Eurasian manufacturing interdependence, just as e-commerce is Prospects and Policy Implications 237 magnifying the potential returns
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G-20. These could include: (a) Codification of international standards for high-quality infrastructure; (b) a coherent response to the digital dimensions of BRI, including intermodal logistics, 5G communications; and B2B e-commerce; (c) assistance to developing countries in developing analytical capabilities to objectively evaluate BRI projects; and (d) systematic
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. 58. See Greg Knowler, “Huge Subsidies Keep China-Europe Rail Network on Track,” Journal of Commerce, May 23, 2018, https://www.joc.com/rail-intermodal/huge-subsidies -keep-china-europe-rail-network-track_20180523.html. 59. Chu Daye, “Blueprint for Continental Cargo Train to Open Markets in Eurasia,” Global Times
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-billion-deal-1539233722. 68. See “China-Europe Rail Has Air Cargo in the Crosshairs,” Journal of Commerce, July 28, 2015, http://www.joc.com/rail-intermodal/international-rail/china-europe-rail-has -air-cargo-crosshairs_20150728.html. 69. See “S. Korea, Norway to Bolster Cooperation in Ships, Arctic Region Use,” Yonhap
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Made the World Smaller and the World Economy Bigger (Princeton, NJ: Princeton University Press, 2008), especially chapter 9. 29. Michel Beuthe, “Intermodal Freight Transport in Europe,” in Globalized Freight Transport: Intermodality, E-Commerce, Logistics and Sustainability, ed. Thomas R. Leinbach and Cristina Capineri (Northampton, MA: Edward Elgar, 2007), 78. 30. Michael
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Laruelle, Marlene. Russian Euroasianism: An Ideology of Empire. Baltimore, MD: Johns Hopkins University Press, 2008. Leinbach, Thomas R., and Cristina Capineri, eds. Globalized Freight Transport: Intermodality, E-Commerce, Logistics and Sustainability. Northampton, MA: Edward Elgar, 2007. Levinson, Marc. The Box: How the Shipping Container Made the World Smaller and the World
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57– 60, 77– 84, 143 –144, 247–248; finance and, 93 –97, 106; Four Modernizations and, 117–120; Logistics Revolution and, 84 –93, 213 –218 Intermodal transport: and Chinese domestic infrastructure, 44, 89; and Logistics Revo lution, 15, 85 – 88, 182 –183, 214; overland routes, 91, 214 –215, 216 –217;
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George, and AIIB, 96 Ottomans, 40, 41 Overland routes, 73m, 89 –91, 90m, 98, 181, 182, 183, 214, 246 Pacific Railroad Act, xiv PACT (EU intermodal initiative), 217 Pakistan: “debt trap,” 20, 99, 106, 187, 199; ethno-religious conflicts, 192, 193; geopolitical importance of, 72 –74; and India, 61, 229;
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integration, 77, 84 –93, 98 Trans-Pacific Partnership (TPP), 203, 212, 224, 234 Transportation networks, China–Southeast Asia, 130 Transport technology, 182. See also intermodal transport Trans-regionalism, 170 Trans-Siberian Railway, 31–32, 34, 48, 49, 70, 151 Treaty of Maastricht, 86, 166 –167 Treaty of Rome, 86 Triangulation
Arriving Today: From Factory to Front Door -- Why Everything Has Changed About How and What We Buy
by Christopher Mims · 13 Sep 2021 · 385pp · 112,842 words
more time, money, and energy than building a comparable structure anew.) Shipping containers are what are known as “intermodal” transports, which means they can be carried by two or more means of transport. Intermodality and containerization are quite old. It’s a bit obscure at what point the plain old box became
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an intermodal “container,” but as early as the late eighteenth century, wooden boxes of coal were being transported by barge in England, then transferred to horse-drawn
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containers are carried into the container yard, the place where they idle between being taken off a ship and being put on some sort of intermodal transport, like a train or truck. (The Port of Hamburg is exploring using a Hyperloop, the ultrafast transport system proposed by Elon Musk, as a
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form of intermodal transport, but such a system would be hugely expensive and take decades to complete.) Not far from where the autostrads picked up their containers, they
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steel boxes are, if you think about it, a buffer between container ships and the trucks and trains they must hand off their goods to. Intermodality at this scale wouldn’t work otherwise. Having a big buffer of containers allows the quayside cranes—the scarcest resource in any port—to operate
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warehouse or even its final destination, these yellow totes are the default transactional unit within Amazon’s supply chain. They are, like shipping containers, an “intermodal” means of protecting and transporting goods, one that makes their passage markedly easier than trying to move a diverse hodgepodge of individual items. Another way
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applies a shipping label. The box is finally on its way to its last destination within the fulfillment center. This box is now its own intermodal container. Unlike the steel shipping container its contents came so far in, this one is made of cardboard. It travels on conveyors by itself, rather
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compared to, 163; dimensions, strength, and structure, 18–19, 70–71; dwell time in ports, 83–84; e-commerce and development of, 14–15; as intermodal transport systems, 19; loading and transport process, 19–23; order of stacking containers, queuing theory, and grooming, 81–83; reefers (refrigerated containers), 34–35; scale
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, 92, 94, 212, 214–15 injury. See accidents, injuries, and dangers in the workplace Instacart, 217 Instagram, 259 Institute for Women, 104 Intel, 153, 154 intermodal transport systems, shipping containers as, 19 International Regulations for Preventing Collisions at Sea (COLREGs), 38–39 intersection of humans and automation: longshoremen, 69, 70–71
The Box: How the Shipping Container Made the World Smaller and the World Economy Bigger
by Marc Levinson · 1 Jan 2006 · 477pp · 135,607 words
to hook up chassis and haul away containers that have just come off the ship. Trains carrying nothing but double-stacked containers roll into an intermodal terminal close to the dock, where giant cranes straddle the entire train, working their way along as they remove one container after another. Outbound container
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that moved entirely by land. As ship lines built huge vessels specially designed to handle containers, ocean freight rates plummeted. And as container shipping became intermodal, with a seamless shifting of containers among ships and trucks and trains, goods could move in a never-ending stream from Asian factories directly to
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. Railroads, truckers, and freight forwarders had grown familiar with switching trailers and containers from one conveyance to another to move what was now being called “intermodal” freight. Regulators were cautiously encouraging competition so that carriers could pass some of the cost savings from containerization on to their customers. Only one crucial
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Laird, used the opportunity to push for a more centralized system of military logistics, run by the army and built around land-sea transportation of intermodal containers. The venerable Conex container, designed for the days when the cranes on oceangoing ships could lift only five tons, would be phased out. The
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, except on a handful of new toll roads. The Japanese National Railway was not equipped to carry containers longer than 20 feet. The type of intermodal transportation being practiced in North America and since 1966 in Europe, with containers transferred almost seamlessly from a ship to a truck or railcars to
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on Operations, February 2, 1956, Meyner Papers, Box 44; Paul F. Van Wicklen, “New York—The Port That Gave Containerization Its Oomph” in Containerization and Intermodal Institute, “Containerization: The First 25 Years” (New York, 1981); “Tanker to Carry 2-Way Loads,” NYT, April 27, 1956. The conversion of the C-2s
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Committee, June 23, 1966; letter, Hall to Tantlinger, November 1, 1966; Harlander interview, COHP; L. A. Harlander, “The Role of the 24-Foot Container in Intermodal Transportation,” submitted to ASA MH-5 committee, June 1966; Statement of Michael R. McEvoy, president, Sea-Land Service, in House Merchant Marine and Fisheries Committee
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–71; Harlander interview, COHP. 36. Minutes, combined meeting of MH-5 Load and Testing and Handling and Securing Subcommittees, November 30, 1966; Leslie A. Harlander, “Intermodal Compatibility Requires Flexibility of Standards,” Container News, January 1970, p. 20; Minutes of MH-5 committee, January 29 and May 20–21, 1970; L. A
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. Harlander, “Container System Design Developments,” p. 368. 37. Marad, “Intermodal Container Services Offered by U.S. Flag Operators,” January 1973 (unpaginated). Chapter 8 Takeoff 1. New York figure estimated from PNYA data; West Coast figure
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national transportation policy declared in this Act.” “Coast Carriers Win Rate Ruling,” NYT, January 5, 1961; Robert W. Harbeson, “Recent Trends in the Regulation of Intermodal Rate Competition in Transportation,” Land Economics 42, no. 3 (1966). The case was finally decided in the railroads’ favor by a unanimous Supreme Court, ICC
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particular load are, fortunately, beyond the scope of this book. 16. Holcomb, “History, Description and Economic Analysis,” p. 220; Bernard J. McCarney, “Oligopoly Theory and Intermodal Transport Price Competition: Some Empirical Findings,” Land Economics 46, no. 4 (1970): 476. 17. Five of the ten leading users of the New York Central
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, to managers, July 10, 1964, in Penn Central Archives, Hagley Museum and Library, Wilmington, Delaware, Accession 1810/Box B-1872/Folder 15. Alexander Lyall Morton, “Intermodal Competition for the Intercity Transport of Manufactures,” Land Economics 48, no. 4 (1972): 360. 18. ICC, “Piggyback Traffic Characteristics,” pp. 6 and 58–60; Forgash
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, Dockers, p. 152; Fairplay, July 18, 1968, p. 9. 31. Morrison interview, COHP; “UK Dockers Accept Pay Offer,” JOC, March 23, 1970; Edward A. Morrow, “‘Intermodal’ Fee Stirs a Dispute,” NYT, April 8, 1968; “Shipping Events: Inquiry Barred,” NYT, July 26, 1968. 32. Hoare, “British Ports,” pp. 35–39; D. J
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, JOC, September 16, 1992. 25. R. M. Katims, “Keynote Address: Terminal of the Future,” in National Research Council, Transportation Research Board, Facing the Challenge: The Intermodal Terminal of the Future (Washington, DC, 1986), pp. 1–3. Chapter 13 The Shippers’ Revenge 1. Comment of Karl Heinz Sager cited in Broeze, The
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A. Gómez-Ibañez, William B. Tye, and Clifford Winston (Washington, DC, 1999), p. 515. Number of contracts appears in Wayne K. Talley, “Wage Differentials of Intermodal Transportation Carriers and Ports: Deregulation versus Regulation,” Review of Network Economics 3, no. 2 (2004): 209. Clifford Winston, Thomas M. Corsi, Curtis M. Grimm, and
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–1995, chap. 6, available online at www.fobnr.org/bnstore/ch6.htm; Kuby and Reid, “Technological Change,” p. 282. Paul Stephen Dempsey, “The Law of Intermodal Transportation: What It Was, What It Is, What It Should Be,” Transportation Law Journal 27, no. 3 (2000), looks at the history of regulations governing
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intermodal freight. 40. Robert C. Waters, “The Military Sealift Command versus the U.S. Flag Liner Operators,” Transportation Journal 28, no. 4 (1989): 30–31. 41.
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of Transportation, 1994–2004. U.S. Department of Transportation, Maritime Administration. United States Port Development Expenditure Report, 1946–1989. Washington, DC: Office of Port and Intermodal Development, 1989. U.S. Economic Stabilization Program, Pay Board. “East and Gulf Coast Longshore Contract.” May 2, 1972. U.S. General Accounting Office. American Seaports
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, 1954. _. Transportation of Subsistence to NEAC. Washington, DC: National Academy of Sciences 1956. U.S. National Research Council, Transportation Research Board. Facing the Challenge: The Intermodal Terminal of the Future. Washington, DC: Transportation Research Board, 1986. Other Government Documents Arthur D. Little, Inc. Community Renewal Programming: A San Francisco Case Study
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. “Containerisation on the North Atlantic.” London: National Ports Council, 1967. AOTOS Awards, program, 1984. Association of American Railroads. Carloads of Revenue Freight Loaded. Containerization and Intermodal Institute, “Containerization: The First 25 Years.” New York, 1981. Downtown-Lower Manhattan Association. “Lower Manhattan.” 1958. First National City Bank. “The Port of New York
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Analysis of Cost and Supply Conditions in the Liner Shipping Industry.” Journal of Industrial Economics 31 (1983): 417–436. Dempsey, Paul Stephen. “The Law of Intermodal Transportation: What It Was, What It Is, What It Should Be.” Transportation Law Journal 27, no. 3 (2000). Devine, Warren D., Jr. “From Shafts to
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, and D. Caradog Jones. “Social Grading of Occupations.” British Journal of Sociology 1 (1950): 31–55. Harbeson, Robert W. “Recent Trends in the Regulation of Intermodal Rate Competition in Transportation.” Land Economics 42, no. 3 (1966). Harlander, L.A. “Container System Design Developments over Two Decades.” Marine Technology 19 (1982): 364
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the West Coast-Hawaiian Trade.” Transactions of the Society of Naval Architects and Marine Engineers 69 (1961). _. “The Role of the 24-Foot Container in Intermodal Transportation.” Paper for American Standards Association MH-5 Sectional Committee, June 1966. Helle, Horst Jürgen. “Der Hafenarbeiter zwischen Segelschiff und Vollbeschäftigung.” Economisch en Sociaal Tijdschrift
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. Martin, Will, and Vlad Manole. “China’s Emergence as the Workshop of the World.” Working Paper, World Bank, 2003. McCarney, Bernard J. “Oligopoly Theory and Intermodal Transport Price Competition: Some Empirical Findings.” Land Economics 46, no. 4 (1970). McDonald, Lucille. “Alaska Steam: A Pictorial History of the Alaska Steamship Company.” Alaska
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for the Study of Social Change, 1978. Mokyr, Joel. “Technological Inertia in Economic History.” Journal of Economic History 52 (1992): 325–338. Morton, Alexander Lyall. “Intermodal Competition for the Intercity Transport of Manufactures.” Land Economics 48, no. 4 (1972). Nelson, James C. “The Economic Effects of Transport Deregulation in Australia.” Transportation
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; smuggling of Impellitteri, Vincent Inchon, Korea independent carriers. See nonconference carriers India India House Indiana Indochina Indonesia Ingalls Shipyard innovation insurance: of containers; of trucks intermodal shipment International Container Bureau International Ladies’ Garment Workers International Longshoremen’s and Warehousemen’s Union; and automation debate; and 1956 contract; leadership of; Matson plans
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by; traditional work of. See also International Longshoremen’s and Warehousemen’s Union; International Longshoremen’s Association; Transport and General Workers Union Los Angeles, CA; intermodal traffic through; labor relations in; manufacturing in; objections to Sea-Land by; and port development; Vietnam War and Loveland, S. C., Co. Ludwig, Daniel K
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, Lesotho Massachusetts Port Authority Matson Navigation Company: adoption of containerization by; and containers; contrast of with Pan-Atlantic; and East Asia service; fleet of; and intermodal service; and Japan service; and military service; mistakes of; Oakland base of; and standardization; and union relations Mattel Corp. Maxton, NC Mayaguez, PR Meany, George
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shippers shippers’ councils Shipping Act of 1984 shipping costs: before containerization; with early containers; under contracts; data about; decline in; deregulation and; flat rates and; intermodal; and market concentration; in 1950s; in 1960s; in 1970s; in 1980s-1990s; in poor countries; rate wars; theoretic assumptions about; time and. See also conferences
One Less Car: Bicycling and the Politics of Automobility
by Zack Furness and Zachary Mooradian Furness · 28 Mar 2010 · 532pp · 155,470 words
creation of an analogous Mass Transit account was similarly postponed until 1983. another eight years would pass before the federal government signed off on the intermodal Surface Transportation Efficiency act (iSTEa), one of the first pieces of comprehensive legislation to call for the inclusion of national pedestrian and cycling plans in
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several U.S. bicycle advocacy groups in the early 1990s that tapped into the financial resources allotted to metropolitan planning and transportation networks through the intermodal Surface Transportation Efficiency act (iSTEa), thereby improving their capacity for activities like lobbying and public relations.49 The last decade has thus seen large advocacy
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–2005” (Washington, DC: The international Bank for reconstruction and Development/World Bank, 2007), xvii. ibid., 63. Walter Hook, “Wheels out of Balance: Suggested Guidelines for intermodal Transport Sector lending at the World Bank—a Case Study of Hungary” (new york: institute for Transportation and Development policy, 1996). G. H. pirie, “The
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Assault on Culture: Utopian Currents from Lettrisme to Class War. london: aporia press/Unpopular Books, 1988. Hook, Walter. “Wheels out of Balance: Suggested Guidelines for intermodal Transport Sector lending at the World Bank—a Case Study of Hungary.” new york: institute for Transportation and Development policy, 1996. “The Horse and the
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, 59 institute for Transportation and Development policy (iTDp), 186–189, 193, 201. See also Bikes not Bombs instituto Juan XXiii, 186 interbike, 215–216, 292n55 intermodal Surface Transportation Efficiency act (iSTEa), 52, 121 international automobile Show, 62 international Bicycle Fund, 280n7 international Movement for an imagist Bauhaus, 84 istook, Ernest J
Stephen Fry in America
by Stephen Fry · 1 Jan 2008 · 362pp · 95,782 words
Arterials: these are highways in rural and urban areas which provide access between an arterial and a major port, airport, public transportation facility, or other intermodal transportation facility. The Strategic Highway Network (the Orwellian sounding STRAHNET): a network of highways important to the United States’ strategic defence policy providing defence access
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Strategic Highway Network Connectors: highways which provide access between major military installations and highways which are part of the Strategic Highway Network. Intermodal Connectors: these highways provide access between major intermodal facilities and the other four subsystems making up the National Highway System. The Eisenhower Interstate System. I have no idea what
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the foregoing means either. I wouldn’t know an ‘intermodal facility’ from a lettuce leaf. The important fact for our purposes is that there is a whole separate network within the main Highway System, the
Spain
by Lonely Planet Publications and Damien Simonis · 14 May 1997
is known as El Tubo. The major ‘T-junction’ of the modern city is south of the old town at Plaza de España. The Estación Intermodal Delicias train and bus stations are about 2km west of the old centre. Return to beginning of chapter INFORMATION Self-promotion is a Zaragoza speciality
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facility with cheap international calls, mobile charge point and faxing. There’s another branch (Paseo Calanda 27) close to the train and bus stations. Estación Intermodal Delicias (976 32 44 68; 9am-9pm Easter-Oct, 9am-8pm Nov-Easter) Tourist office, in the train station. Hellespontika (976 49 55 54; Plaza
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.aireuropa.com) flies to/from Palma de Mallorca. Bus Dozens of bus lines fan out across Spain from the bus station attached to the Estación Intermodal Delicias train station. The more-useful companies include: Alosa (976 22 93 43; www.alosa.es in Spanish) At least eight buses to/from Huesca
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.alsa.es) Frequent daily buses to/from Madrid (€14, 3¾ hours) and Barcelona (€13.50, 3¾ hours). Train Zaragoza’s futuristic if rather impersonal Estación Intermodal Delicias (Calle Rioja 33) hosts a helpful tourist office. Zaragoza is connected by almost hourly high-speed AVE services to Madrid (€50.90, 1½ hours
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renowned DJs and bands, who draw massive crowds at the event to Finca Les Peñetes, about 18km west of Fraga. * * * Bus 51 to/from Estación Intermodal Delicias begins/ends at Paseo de la Constitución, one block from Plaza de Aragón. Return to beginning of chapter SOUTH OF ZARAGOZA The A23 south
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a good restaurant. GETTING THERE & AWAY Up to six Therpasa (976 64 11 00; www.therpasa.com) buses run daily to/from Zaragoza’s Estación Intermodal Delicias (1¼ hours) and Soria (one hour). Around Tarazona Backed by the often snowcapped Sierra del Moncayo, the fortified Monasterio de Veruela (976 64
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pad for the Aragonese high country. Orientation & Information Old Huesca sits on a slight rise, with the bus and train stations sharing the modern Estación Intermodal, 500m south. There are several banks with ATMs along Calle de Zaragoza. Ask the tourist office for a copy of Radar, which has a run
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in the convivial bar or in the more restrained surroundings of the rear restaurant. Getting There & Away Bus and train stations are combined at the Intermodal, an airy structure at the end of Avenida de Teodomiro. Orihuela is on the Alicante–Murcia train line and has frequent services to both places
The Metropolitan Revolution: How Cities and Metros Are Fixing Our Broken Politics and Fragile Economy
by Bruce Katz and Jennifer Bradley · 10 Jun 2013
237 96. Helen Zimmern, The Hansa Towns (New York: G. P. Putnam’s Sons, 1889), p. 151. 97. Walter Zinn, “The Hanseatic League and the Intermodal Nature of Multinational Business,” Michigan State University, p. 92. 98. Lardas, “The Heritage of the Hansa”; Jennifer Mills, “The Hanseatic League in the Eastern Baltic
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/images/The%20Baltic%20States/hansa_ost.htm). 99. Mills, “The Hanseatic League in the Eastern Baltic.” 100. Ibid. 101. Zinn, “The Hanseatic League and the Intermodal Nature of Multinational Business,” p. 86. 102. Zimmern, The Hansa Towns, pp. 80–81. 103. “C40 Cities: Climate Leadership Group,” 2013 (www.c40cities.org); New
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on the American metropolitan landscape. As chairman of the U.S. Senate Committee on Environment and Public Works, he was the major architect of the Intermodal Surface Transportation Efficiency Act of 1991, which gave metropolitan areas greater powers over the allocation of federal transportation funds. States have also tended to distort
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and distend metropolitan development through their interventions on governance, municipal taxation, school finance, land use, and zoning. See Richard F. Weingroff, “Creating a Landmark: The Intermodal Surface Transportation Act of 1991,” Public Roads 65, no. 3 (2001) (www.fhwa.dot.gov/publications/ publicroads/01novdec/istea.cfm). See also Myron Orfield, Metropolitics
The Docks
by Bill Sharpsteen · 5 Jan 2011 · 326pp · 29,543 words
Coast and the rest of the country by rail or interstate freeways. Beyond that, my eyes glaze over. Somehow, with all this geeky talk about intermodal point exchange, cross-dock this or that, and logistics something-or-other, I’ve lost the reason why I’m here in Dallas. I want
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by More than 25 Different Ports.” Press release. December 15, 2006. ———. “Goods Movement.” www.portoflosangeles.org/maritime/good_move ments.asp (accessed May 21, 2010). ———. “Intermodal Logistics and Port of Los Angeles/Port of Long Beach Rail Infrastructure.” Public rail workshop presentation, October 22, 2009. ———. “Los Angeles Harbor Commission Approves San
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Facility in Outer Harbor.” Press release. September 30, 2009. ———. No Net Increase Task Force. Minutes of meeting, October 27, 2004. ———. “Rail and Intermodal Yards.” www.portoflosangeles.org/facilities/rail _intermodal_yards.asp (accessed May 21, 2010). ———. “Report to Mayor Hahn and Councilwoman Hahn by the No Net Increase Task Force.” June 24
How the World Ran Out of Everything
by Peter S. Goodman · 11 Jun 2024 · 528pp · 127,605 words
, Union Pacific halted shipments of containers traveling east from West Coast ports. The railroad described this measure as unavoidable given “significant congestion at our inland intermodal terminals6, most notably in Chicago.” That move revealed the ruse. The action plan that had accompanied the railroad’s rhetorical reach for simplification, efficiency, and
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Worse. People Are Leaving,’” Railway Age, April 25, 2022, https://www.railwayage.com/regulatory/it-is-getting-worse-people-are-leaving/. 3. “streamline operations”: “Chicago Intermodal Simplification and Service Update from Kenny Rocker, EVP, Marketing & Sales,” announcement no. CN2019-28, Union Pacific, May 2, 2019, https://www.up.com/customers/announcements
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-28.html. 4. by one-fifth: Union Pacific Corp. Form 10-K, 2020, 32. 5. $2.6 billion in dividends: Ibid., 3–4. 6. “inland intermodal terminals”: Quoted in Ari Ashe, “UP Suspending USWC-Chicago Hub Services to Clear Global IV Boxes,” Journal of Commerce (July 15, 2021). 7. coming in
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, and strike threat, 218–20, 223–25 dwell time, 212–13 East Palestine (Ohio) derailment and, 225 Ford’s assembly line model and, 221–23 intermodal terminals for, 211 Norfolk Southern’s cost cutting and, 216–20 operating ratios, defined, 212 profits from Precision, 209–16, 219, 225–26 shippers and
The Stack: On Software and Sovereignty
by Benjamin H. Bratton · 19 Feb 2016 · 903pp · 235,753 words
the subsystems of one can interoperate with subsystems of another without necessarily referring to any metasystemic authority. Systems swap material in this way, such that intermodality and intramodality come to enable one another: no standards, no platform; no platform, no Stack. The design of protocols, platforms and programs can be as
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a system, all things may possess their worlds and be possessed by their worlds only to the extent that they possess the attributes necessary for intermodal communication with other platform systems. Whether for bits or atoms, numbers or nectarines, no impedance mismatch can disallow the activation of that
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intermodality, and so compatibility within a given scale as well as the interoperability between scales, becomes itself the critical vernacular definition of computability as an economic
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. Sakamura's model distributes operations among widely dispersed components sharing data directly or indirectly for separate uses (e.g., industrial, civic, interpersonal) and so lubricating intermodal communication between people and people, people and things, and things and things. Beer's and Sakamura's visions are asymptotic. Both sought to design a
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zones, duty-free zones, security screens, unsafe and quarantine zones, and other liminal jurisdictions and complementary policing programs. Looking at airports as a model for intermodal information exchange, we see that the global mobility of people and things is possible in part because of the protocological standardization of an interfacial network
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interface and for a specific User. Interfaces slice, cleave, and individuate. Each is open for some and closed to others. For software polities derived from intermodal networks, the provision of contact itself is condensed into these buttons and icons, menus and dashboards, familiar pathways and arresting surfaces. These are nodes along
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