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CIMC Intermodal Equipment maintains an ample supply of chassis parts and container parts for CIMC chassis and containers at our facility in South Gate, California and ship daily to all points in the United States to accommodate needed repair parts for CIMC chassis. CIMC Intermodal Equipment at our facility in South Gate, California provides complete repairs for CIMC containers that need repair due to use shipping or depot damage. Also we offer used container cranes, new and used container chassis and bomb carts, container delivery trucks, plus specialty container handling products and container handling spreaders and attachments. From water to road, from track to water or from road to track and vice versa: for cost-effective operation of inter and multimodal terminals, handling equipment that reacts flexibly to changing requirements is required.
Besides gantry cranes, our high-performance reach stackers can also be used for intermodal applications. Thanks to their cantilever design, our rail-mounted gantry cranes are ideally suited for use in intermodal terminals. Our automated stacking cranes (ASCs) allow fully automated management of container stackyards in intermodal terminals with high density, short access times and excellent performance. Previously hauliers could collect both their designated container plus the trailer on which to haul it from the same source, needing only to provide truck and driver.
No problem with our comprehensive product range and our know-how for the most diverse of handling scenarios. They provide high stacking density, serve vessels waterside and transfer onto road trucks or trains landside.

Terex reach stackers are particularly robust and can be used extremely flexibly as they can be equipped with various load handling attachments – including piggy-back spreaders and an all-in-one spreader that can serve a wide range of container standards.
Whether reach stackers, empty or full container handlers – all machines excel thanks to innovative drive technology, operator-friendliness and high reliability.
You are *required* to use the date.timezone setting or the date_default_timezone_set() function. These drayage operations meant that the cartage company could run smaller fleets of trailers enabling them to keep costs down.
In case you used any of those methods and you are still getting this warning, you most likely misspelled the timezone identifier. The hire cost of the trailer was built into each individual delivery or collection and the maintenance of the chassis was mainly the responsibility of the owners.
Now with the new rules being implemented several of the larger shipping lines have ceased providing chassis or skeletal trailers as they are known, citing the stringent safety and bookkeeping requirements necessary under the regulations.
Atlantic Container Line (ACL), Orient Overseas Container Line (OOCL) and CMA CGM have all stopped providing the service already or are in the process of doing so, and more companies may follow. The legislation insists on a pre-trip inspection of the entire rig by the driver plus written reports covering the condition of brake and steering mechanisms, lights, wheels and tyres, horn, wipers, mirrors, 5th wheel coupling etc. The providers of intermodal equipment must have a system in place to receive and act upon these reports who have even more paperwork and responsibilities.

The equipment provider must have systems in place to deal with the drivers report plus they must clearly identify each piece of equipment and establish a systematic inspection, repair, and maintenance program to assure the safe operating condition of each intermodal chassis. More details can been seen HERE.In other US trucking news, the FMCSA have finally managed to implement the first stage of introducing the unwilling trucking industry to the joys of the tachograph.
From 1st June 2012 truck and bus companies who have seriously breached Hours of Service (HOS)regulations will have to fit tacho’s to all their vehicles.
The tachograph is an on-board recorder attached to commercial vehicles that automatically record the number of hours drivers spend operating the vehicle and are the norm in Europe for all large commercial vehicles as opposed to log books. Under the legislation carriers found with 10 percent or more HOS violations during a compliance review will be required to install tachos in all their vehicles for a minimum of two years. The rule also provides new technical performance standards for the tachographs installed in commercial motor vehicles, including requirements for recording the date, time and location of a driver's duty status.

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