What is IICL qualified?

t is an industry standard concerned mostly with estimating and repairs to lessor owened or managed container

This may help....

from www.iicl.org:

The Institute of International Container Lessors (IICL), organized in 1971, is the trade association for the international container leasing industry. It is active in governmental, regulatory, safety, technical, electronic communication, and environmental fields throughout the world. The members of IICL are engaged in leasing marine cargo containers to ship operators and others on a broad international basis. These members represent 90% of the leasing industry and account for the ownership of approximately fifty percent of the world's leased containers.

REQUIREMENTS FOR CERTIFICATION The examination is open to anyone interested in becoming IICL-certified as a container inspector. IICL certification is awarded to all candidates who pass the examination and is valid for five years. An inspector must pass the examination again before certification is reissued. Certification does not authorize an individual to represent IICL in any manner. Certification may be revoked by IICL for any of the following reasons: willfully falsifying information on the registration form, making unauthorized material available to others, or misuse of certification.

Containers for Military use

BEFORE

As early as World War II, the US Army began experimenting with using containers for shipment of supplies to war zones. Cargo was delayed at ports due to time required to load and offload ships. The Army was losing money because of pilferage and in-transit damage. In 1948, pilot models were developed and the US Transportation Corps adopted the "Transporter, Household Goods, Shipboard," commonly referred to as the "Transporter." In late 1952, the Transportation Corps developed the Container Express (CONEX), replacing the "Transporter." A shipment that normally took about 55 days to deliver was reduced to 27 days.

The 20 foot long by 81/2 foot high by 8 foot wide ANSI and ISO container is the primary size container for unit equipment shipments. Larger containers may be used in contingency or mobilization operations. The ISO container is already a standardized part of the world’s commercialized shipping and transportation system and the 20' size are mainly used in 90 % of the applications.

NOWADAYS

CONTAINERTECH is committed to quality, with design capabilities that supply the military, government institutes, and private companies worldwide.

CONTAINERTECH has in short time become a very competent and innovative manufacturer of special container solutions, based upon experience and close contact with our customers, CONTAINERTECH offers custom-tailored reliable solutions, such as our multi-function container with platform system, for one or both sides of the container.
The unit can be made is several versions based on customers’ requirements and are much cost efficient, the system deploys very fast.
CONTAINERTECH also delivers several other types of military containers, including:
• Office and command post containers
• Special workshop containers
• Ammunition and explosives containers according Norwegian DSB regulations
• Pump and filter units
• EMP protected communication and electrical workshop containers
• Hook lift containers according STANAG 2413
• Medical containers including EX proof cooling units



PROTECTIVE CONTAINER SYSTEMS AND SPECIAL CONTAINERS
CONTAINERTECH specializes in the production of high-quality Expandable Shelter Platform systems that meet the demands of remote site rapid deployment, quality and safety certifications for military, disaster relief efforts, wild-land fire fighters, and regular camps.
We design and manufacture protective container systems and special containers for military and civil purposes. All container systems like mobile shelter and the protected accommodation container, as well as ballistic protectors for camps and the medical rescue container, will be certified after rebuilding in our own testing facilities, see here for more information.

PROTECTIVE THREE-IN-ONE CONTAINER
CONTAINERTECH has developed a new three-in-one container designed for military and civil purposes. The system is extremely easy to handle and absolutely reliable. It can be used as an emergency room or for other medical installations, as a training facility, a kitchen container, or a mission control centre. It can be protected according to STANAG standard.

STANAG 2413 hook lift container
The 20ft ISO STANAG 2413 hook lift container can be deployed by hook lift trucks with no need for forklift or crane. The containers can be delivered as standard 1CC 20ft x 8ft x 8.6ft or 1C 20ft x 8ft x 8ft for transport in a Hercules C-130 transport plane.

FOR ALL CONTAINERS
Container option packages can be provided for military and peacekeeping missions throughout the world and include various configurations such as:
• Structural options
• Electrics and Plumbing
• Power generators
• Climate control
• Interior features
• Deployment tools
• Communication systems
• Different accessories

All Containertech containers are CSC approved.


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CSC Container Inspection/Certification

Containertech has certified container inspectors according IICL. (see below).

We are able to arrange inspection worldwide so its possible for your company to have the containers in service.

From the container was original certified when it was new its has to be recertified after 5 years. 

Containertech issue a original certificate with new ACEP sticker on the container that has an unique number that corresponds with the written certificate.

The Institute of International Container Lessors (IICL) was organized in 1971 and presently maintains its headquarters in Washington, DC. IICL is active in governmental, regulatory, customs, tax, educational, technological and environmental fields.

IICL was instrumental in the development of the International Convention for Safe Containers (CSC), the international agreement for maintaining containers in safe condition, the Approved Continuous Examination Programmes (ACEP), and of the Harmonized Interpretation of the CSC with the International Maritime Organization.

IICL has taken a leadership role in the container standards activities of the International Organization for Standardization (ISO) and its national affiliates, most recently in development and maintenance of codes used in electronic and transmission of maintenance and repair of containers.

IICL’s technical publications have received worldwide acceptance. Nearly 100,000 copies of 43 titles have been published since 1971 and distributed to over 4,000 companies in more than 75 countries throughout the world.

The IICL Inspectors’ Certification Programs were developed in cooperation with Educational Testing Service of Princeton, New Jersey, to encourage high standards of inspection in the container and chassis industries.

IICL has developed the Container Inspection Examination program to further promote important industry wide matters of proper inspection, repair, maintenance and operational issues.  The exam, which is based upon various IICL manuals, allows the student to understand technical aspects and the complexities of maintaining and operating various equipment types.  In preparing for the exam the applicant will be asked to study 6 IICL publications as well as a technical bulletin which is the bases for all questions contained in the exam.  Individuals who pass the IICL container inspection examination will have a sound foundation for continuing their education in the container industry and allow them to move on to more specialized industry related issues.

More than 3,600 container inspectors, in 69 countries, are currently certified by IICL, and more than 1200 companies and company branches employ IICL-certified container inspector's.

20 Foot Intermodal Container Sizes

The following tables are summarized as follows:

• 20 foot external container dimensions (metric)
• 20 foot internal container dimensions (metric)

Standard External Sizes (Metric)

Container Length (metres)	Container Width (metres)	Container Height (metres)	Inside Capacity (cubic metres)	Floor Area (sq metres)	Container Weight (tonnes)	Door Width (metres)	Door Height (metres)
6.06	2.44	2.59	32.85	13.93	2.44	2.28	2.26

Standard Internal Sizes (Metric)

Container Length (metres)	Container Width (metres)	Container Height (metres)	Inside Capacity (cubic metres)	Floor Area  (sq metres)	Container Weight (tonnes)	Door Width (metres)	Door Height (metres)
5.87	2.33	2.35	32.85	13.93	2.44	2.28	2.26

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20 Foot Shipping Containers – Dimensions

The 20 foot shipping container dimensions are categorised as follows:

• 20 foot external container sizes (imperial)
• 20 foot internal container sizes (imperial)

External Dimensions (Imperial)

Intermodal Length (feet)	Intermodal Width (feet)	Intermodal Height (feet)	Inside Capacity (cubic feet)	Floor Area (sq feet)	Container Weight (tonnes)	Door Width (feet)	Door Height (feet)
19’10″	8’0″	8’6″	1,160	150	2.4	7’6″	7’5″

Internal Dimensions (Imperial)

Intermodal Length (feet)	Intermodal Width (feet)	Intermodal Height (feet)	Inside Capacity (cubic feet)	Floor Area (sq feet)	Container Weight (tonnes)	Door Width (feet)	Door Height (feet)
19’3″	7’7″	7’9″	1,160	150	2.4	7’6″	7’5″

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10 Foot Intermodal Sea Container– Metric Sizes

The following tables summarise the following data:

• 10 foot external container dimensions (metric)
• 10 foot internal container dimensions (metric)

External Dimensions (Metric)

Container Length (metres)	Container Width (metres)	Container Height (metres)	Inside Capacity (cubic metres)	Floor Area (sq metres)	Container Weight (tonnes)	Door Width (metres)	Door Height (metres)
3.05	2.44	2.59	15.89	6.69	1.52	As Required	As Required

Internal Dimensions (Metric)

Container Length (metres)	Container Width (metres)	Container Height (metres)	Inside Capacity (cubic metres)	Floor Area (sq metres)	Container Weight (tonnes)	Door Width (metres)	Door Height (metres)
2.80	2.33	2.35	15.89	6.69	1.52	As Required	As Required

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10 Foot Intermodal Container – Imperial Dimensions

The following measurements are categorized as follows:

• 10 foot external container sizes (imperial)
• 10 foot internal container sizes (imperial)

Standard External Sizes (Imperial)

Container Length (feet)	Container Width (feet)	Container Height (feet)	Inside Capacity (cubic feet)	Floor Area (sq feet)	Container Weight (tonnes)	Door Width (feet)	Door Height (feet)
10’0″	8’0″	8’6″	560	72	1.5	As Required	As Required

Standard Internal Sizes (Imperial)

Container Length (feet)	Container Width (feet)	Container Height (feet)	Inside Capacity (cubic feet)	Floor Area (sq feet)	Container Weight (tonnes)	Door Width (feet)	Door Height (feet)
9’2″	7’7″	7’9″	560	72	1.5	As Required	As Required

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World’s largest container ship

The largest container ship in the world, the CMA CGM Marco Polo, arrived for the first time in the port of Rotterdam on the night of Saturday 15 December. The ship has a capacity of 16,000 TEU (20-foot container units) and was loaded and unloaded at ECT Delta Terminal on the Maasvlakte. The ship, 396 metres long, 54 metres wide, draught 16 metres, was built by Daewoo Shipbuilding and Marine Engineering in South Korea.


The ship sails the FAL 1 Asia-Europe service of the French shipping company CMA CGM and replaces one of the 11,000 TEU ships on that route. The CMA CGM Marco Polo is the first of three 16,000 TEU ships. It left Ningbo (China) early in November 2012 and will return there on 23 January 2013 after stops in Shanghai, Xiamen, Hongkong, Chiwan, Yantian, Port Kelang, Tanger, Southampton, Hamburg, Bremerhaven, Rotterdam, Zeebrugge, Le Havre, Malta, Khor Al Fakkan and Jebel Ali.



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container models

Summary and Conclusions

The Integrated Container Inspection System (ICIS) comprised of a Portal VACIS, Radiation Portal Monitor (RPM), OCR Automated Container Identification, radioisotope identification, material specific inspection using neutron interrogation and an integrated data display and analysis system shows considerable promise for significantly enhancing capability to detect nuclear weapons and nuclear and other radioactive material in containers. The VACIS and RPM have complementary capabilities since VACIS can detect the attempt to shield a radioactive source using dense materials by imaging the dense material anomaly.
The VACIS product line continues to evolve into new applications and to adapt to changing user requirements. The automated empties system provides a commercial platform that will ultimately reduce costs and improve safety and performance at container terminals. The next generation of high-resolution detectors provides significantly enhanced spatial resolution for low-attenuation objects while maintaining system throughput.

Image Reconstruction

The data binning and manipulation required to reconstruct an image at maximum spatial resolution is substantial, and is still a work in progress. The parallax observed by each pixel is significant relative to the pixel size. We have achieved success correcting for this parallax manually by aligning the data for thin objects, and are working on automated techniques to handle complex, thick objects.
Results
A detector array consisting of up to 20 block detectors is operating on an engineering VACIS unit, providing nearly 130 cm of active imaging height. This prototype array has been used to characterize performance and gather test data. Figure 11 shows an image of a test object scanned with an existing VACIS-II platform and the new detectors. Although this represents the best-case improvement expected, additional testing with thick, dense loads still indicate significant improvement.

VACIS High Resolution System

Introduction
While the VACIS systems are well-suited to the original goal of narcotics detection, there is opportunity to improve the performance with respect to new priorities such as locating bombs, etc. To this end, one parameter of interest is improved spatial resolution. Fundamental simultaneous design constraints include maintaining or improving system throughput, minimizing the scope of the changes, and, of course, minimizing cost.
After analyzing many different possible techniques and detectors to achieve these design goals in the VACIS product line, we have decided to use block detectors, of the type used in nuclear medicine PET studies. This provides a high-resolution option (patent pending) for the VACIS product line. These detectors, with associated image reconstruction software, will enable an improvement in spatial resolution of approximately a factor of three while maintaining throughput. VACIS systems are photon limited by design, so thehighest resolution will only be achieved with low-attenuation objects. As attenuation increases, it is planned that the software will re-bin the data into larger virtual pixels to achieve a step-wise tradeoff between pixel count density and spatial resolution.
Configuration
A series of analytic models, ray-tracing code runs, and Monte Carlo code runs indicate that for the VACIS product line, a pixel size of approximately 6 mm is ideal for achieving maximum resolution. Factors that preclude smaller pixels include out-scattering from the pixels (effectively reducing contrast), source brightness and scan timeA significant amount of work was performed to design the block detector unit as a nearly self-contained, field replaceable unit (see Figure 10). Integral to the detector housing is the HV power supply, analog preamplifier, ADCs, an FPGA and an embedded micro-controller. The block detector inputs are low-voltage DC power and two master control lines on a single DB-15 connector. The output is an Ethernet data stream on a standard RJ-45 connector.

Results

Several sets of experimental tests were conducted to aid in development, to test the sensitivity of the algorithms, and determine accuracy and false alarm rate. By way of example, Figure 8 shows a container image which the algorithm correctly identified as non-empty. Figure 9 shows an image that was a false positive – the algorithm identified the container as non-empty when in fact it was empty.

We tested both algorithms with several thousand test images. The rule-based algorithm achieved an accuracy of 97.2% and false negative rate of 0.4%, while the statistical algorithm reached an accuracy of 96.5% and false negative rate of 2.3%. The false negative rates are considered most important by initial customers, so we are working hard to reduce them. There are still many fertile areas for improving performance and we are confident the false negative rates will continue to drop.

Image Analysis

Two independent algorithms were developed to automatically analyze the data and determine if a container is empty or not. One algorithm is rule-based and the other relies on statistical methods. The statistical algorithm can learn from operator feedback on uncertain cases. Because the algorithms tend to have different reasons for mis-identifying a container, we ultimately hope to create a voting scheme using both algorithms to reduce false alarm rates even further. Currently the algorithms are run independently for testing and characterization. For the remainder of this paper, only the rule-based algorithm will be discussed.
A critical first step in the automatic analysis of cargo scans is segmenting the image into various major portions, such as open space, trailer chassis, container floor/walls/roof, and cargo area. This step required a large amount of effort to teach the algorithms about slanted roofs (short trailers have an appreciable angle), walls that are not quite perpendicular, etc. Other real-world effects that had to be accounted for include container patches, tie-down hooks, and other routinely-encountered bits of hardware built-in to the container. Multiple trailer configurations are also common in some areas and the system control logic as well as the image analysis routines had to be programmed to handle them.

CONOPS (Concept of Operations)

Some of the operational aspects depend upon the business rules in use at a particular site. A generalized operational concept is discussed here.
The EmptyView portals are setup on the outbound lanes of a terminal. There is a gate and driver-activated button on an extended arm in the appropriate position to be reached from a truck cab when stopped at the gate. When the driver presses the button, the gate lifts, allowing the driver to proceed. As the driver pulls away, the EmptyView portal records the gamma-ray scan and vehicle speed.
An additional capability currently in testing is trying to eliminate the need for the driver to stop at all. A drive-thru capability uses a suite of sensors to detect the end of the driver’s cab and the beginning of the cargo area. Sensing this gap allows the system toknow when to open the source shutter to begin recording data. An additional capability that required development was a fast-acting shutter, since the original design had a relatively long cycle time with large variance. This design is complete and undergoing life-cycle testing. The combination of end-of-cab sensors and a fast-acting shutter, with appropriate control software updates, means that a drive-thru system is now possible.
After automated data acquisition, the system software sends the image to the analysis algorithm. The algorithm determines a result of GREEN (=empty=truck may leave), YELLOW(=software uncertain, operator verify), or RED (=truck not empty, divert for inspection). If the result is green, the truck is allowed to exit with no additional interference. If yellow, the image is sent to the operator’s booth for analysis, where the operator may determine that the container is empty and the truck may exit, or that the container requires further inspection and sends the driver to an inspection area. Finally, a red output is automatically sent to the inspection area.

Automatic Empty Container Verification System

                   Introduction


Many inter-modal terminals expend significant resources verifying that shipping containers designated “empty” are actually empty at terminal gates. Typically, truck drivers park in the gate lanes or in a dedicated inspection area, exit the truck, and open the rear doors so that an inspector near the truck or at a central video station can visually verify that the container is empty. This process can take a minute or more per truck,wasting hours of gate and inspector time every day and putting drivers and inspectors at risk in traffic.
We describe and show performance results for an automatic empty container verification system (patent pending) which provides a faster, safer solution. The system automatically scans closed containers as trucks drive through, detects objects inside, and alerts inspectors for non-empty containers. Gamma-ray scanning technology images the interior of closed containers moving at up to 10 mph (16 km/h) in 5–10 seconds. Automated software analyzes the container image to detect objects inside the container, including pallets and other wooden objects, cardboard boxes, even plastic wrap. When an object is detected, it issues an alert to inspectors or the terminal’s information system. The system has demonstrated a probability of detection of about 97%.


Configuration
The system uses a Cs-137 source of photons. The gamma-ray energy of 662 keV provides good contrast for a wide range of materials, including small amounts of wood, cardboard, etc. The detector array is a single column of relatively large scintillation photon detectors to enable efficient photon detection and better counting statistics.
A change from the COTS version of the Portal VACIS is in the beam angle. COTS Portal VACIS systems are intentionally designed to offset the collimated source beam angle at about 10 degrees from perpendicularity to allow an oblique view through front and back walls of a container. This was a feature requested by operators since this is a favored location for false compartments, etc. and the oblique angle-of-incidence makes such compartments easier to detect. However, it was easier to develop automated algorithms to reliably detect front and rear walls with a truly perpendicular beam. This also significantly improves the ability to detect small objects placed against these walls.
A single operator’s booth can be used to monitor several lanes of outbound traffic. This is because the image analysis software operates essentially autonomously, and only requires operator intervention in the rare cases when the algorithm is uncertain of its results or if a container is actually non-empty.

ICIS Demonstration at Port of Hong Kong

SAIC is currently in discussions with the Hong Kong Container Terminal Operators Association (CTOA) regarding a fully integrated ICIS demonstration system. The goal of the project is to demonstrate to Customs authorities and the global port community that ICIS can scan all inbound export containers as part of the terminal’s normal operations without impeding traffic, and that the information it provides will help Customs authorities identify high-risk containers for further inspection. As currently envisioned, SAIC will install a prototype ICIS system (including one or more VACIS units, RPMs and OCR components) to scan export containers entering the terminal by truck or barge. With its high capacity, the system will handle the terminal’s full volume of up to 14,000 Twenty-Foot Equivalent Units (TEUs) per day. The information from the ICIS sensor components will be integrated by the ICIS Server for evaluation by Customs and others. SAIC intends to begin the demonstration project in Fall 2004.

ICIS Benefits

With these capabilities, ICIS offers significant benefits for Customs. ICIS systems installed at U.S. ports of entry would enable CBP to screen a large percentage of inbound containers to identify high-risk containers. And installed at foreign terminals around the world, ICIS would enable CBP to screen a large percentage of containers bound for the U.S. before they ever reach our shores. Terminal operators around the world have economic incentives to integrate ICIS systems into their operations because such systems would add value for their customers. Perhaps most important, ICIS scanning, as part of CBP security procedures, may help qualify containers for expedited processing, thereby reducing shipping costs. In addition, terminal operators can assure their customers that their terminals are less vulnerable to terrorist activity, and will reopen faster in the wake of an incident or threat at the terminal or elsewhere. SAIC anticipates that these economic incentives will promote the adoption of ICIS within the industry—accelerating the enhancement of security for CBP.

Integrated Display (ICIS Viewer)

Figure 7 shows ICIS at SAIC’s Rancho Bernardo (San Diego) facility and an integrated display of the VACIS gamma radiographic image with the Exploranium RPM trace (total counting rate and counting rates from energy windows as a function of position along the vehicle) properly registered. The RPM background level can be increased (impacting sensitivity) if the RPM is located close to the VACIS gamma-ray source. Thus, the RPM should be located at least 30 m from VACIS source unless additional shielding is used. Therefore, means for spatially correlating the RPM and VACIS data relative to the truck or container have been developed.

For added flexibility, the ICIS sensor subsystems are available in both fixed and mobile configurations. The mobile subsystem can be set up in minutes virtually anywhere in the terminal—ideal for inspecting containers on the quay. The mobile subsystem communicates with the ICIS Server over a high-speed wireless network. ICIS can also include other capabilities to streamline terminal operations, such as SAIC’s EmptyView system to automatically verify empty containers, and enhanced cameras and viewing software for online damage inspection

Material Specific Scanning using Neutron Interrogation

PELAN uses pulsed 14 MeV neutrons from a small neutron generator to excite
characteristic gamma-rays from nuclear reactions. Automatic analysis of the
resulting gamma-ray spectra provides a measure of elemental compositions of
carbon, oxygen, nitrogen and hydrogen which can verify the presence of
explosives or chemical agents. Figure 6 shows SAIC’s PELAN being used to
verify the presence of explosives in a van.