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- Ref: RM70TR Mobile Container Truck 70 gallon (320 Litres) 1010 x 685 x 735mm
- Transport-container hygiene – how clean are food tanks?
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- The Repositioning of Empty Containers
Ref: RM70TR Mobile Container Truck 70 gallon (320 Litres) 1010 x 685 x 735mm
The growth in global trade and freight distribution has led to a demand for new containers. Each year, about 1. Production peaked to 3. Even so, the twenty foot container remains a prime transport unit, particularly for the shipping of commodities such as grain where it represents an optimal size taking account of weight per unit of volume capacity of containers, around 28 metric tons.
Considering that China has a positive trade balance, notably in the manufacturing sector which highly depends on containerization, it is a logical strategy to have containers manufactured there. This enables a free movement since once produced a new container is immediately moved to a nearby export activity factory or distribution center , then loaded and brought to a container port.
A long distance empty repositioning is therefore not required for the newly manufactured container. Every container utilization strategy must thus take into account production and location costs. The great majority of containers are either owned by maritime shipping companies or container leasing companies. With the beginning of containerization in the , a container leasing industry emerged to offer a flexibility in the management of containerized assets, enabling shipping companies to cope with temporal and geographical fluctuations in the demand.
Following a period of growth correlated with the ebbs and flows of global trade, the leasing industry went through a period of consolidation in the s, on par with the container shipping industry. An important trend in recent years has been the growing share of container ownership attributed to maritime shipping companies , which reached This growth can be explained by the following:.
Shipping and leasing companies often have contradictory strategies in the usage of their container assets. From the point of view of shipping companies, their containers are assets enabling a more efficient usage of their ships through a higher level of cargo control.
They consequently maximize their ship usage, which are their main assets and the container a tool for this purpose. From the point of view of leasing companies, containers are their main assets and the goal is to amortize their investments through leasing arrangements. These arrangements come into three major categories that differ in terms of length of the lease and who is responsible for the repositioning of empty containers.
In the past, maritime shippers relied extensively on leasing but recent trends underline their more active role in the management of container assets, particularly because a container spends a large share of its life span idle or being repositioned. Chassis fleets are also an important element of the market as they are necessary to carry containers by road and sometimes within terminals, particularly rail. Chassis pool enables to offer intermodal services such as moving containers in and out of stack and providing drayage operations.
A container is a transport as well as a production unit which moves as an export, import or repositioning flow. Once a container has been unloaded, another transport leg must be found as moving an empty container is almost as costly as moving a full container. Irrespective if it is loaded or not, a container consumes the same amount of space and therefore requires the same transport capacity. Shipping companies need containers to maintain their operations and level of service along the port network they call.
Containers arriving in a market as imports must eventually leave, either empty or full. The longer the delay, the higher the cost. In an ideal situation, an inbound container would be able to find an outbound load nearby once it has been unloaded.
Repositioning thus begins immediately after a container has been unloaded and it involves costs that must be assumed by the shippers. This cost is thus reflected by the costs paid by producers and consumers. Also, empty containers represent development opportunities for export markets as every disequilibrium tends to impose a readjustment of transport rates and can act as an indirect export subsidy.
Firms taking advantage of this may reduce, likely temporarily, their transport costs. An increasing number of containers are repositioned empty because cargo cannot be found for a return leg. The outcome has been a growth in the repositioning costs as shippers attempt to manage the level of utilization of their containerized assets.
The positioning of empty containers is thus one of the most complex problems concerning global freight distribution, an issue being underlined by the fact that about 2. The major causes of this problem include:. Container repositioning can take place at three major scales , depending on the nature of the container flow imbalances.
Each of these scales involves specific repositioning strategies:. Empty container repositioning costs are multiple and include handling and transshipping at the terminal, chassis location for drayage, empty warehousing while waiting to be repositioned, inland repositioning by rail or trucking towards a maritime terminal and maritime repositioning.
An empty container takes the same amount of space in a truck, railcar or containership slot than a full container. To cover these costs, shipping companies have imposed surcharges on full containers on a number of export routes.
The outcome is higher costs for imported goods, which is economically damaging for countries having a low level of income. Within large commercial gateways, containerized distribution and empty repositioning are facing numerous challenges:.
The fundamental reason behind the repositioning of a container is the search for cargo to insure the continuity of paid movements. A container is an asset which usage level is linked with profit and thus must constantly be in circulation.
Its velocity involves higher turnover rates and three main options are available to promote this velocity:. The case of the United States is particularly eloquent. For containers entering the United States, half will be repositioned empty to foreign markets. Of the 50 that remains, most return empty to port terminals awaiting for export cargo to become available. When so, the empty container is picked up from the port terminal to a distribution center to return to the terminal once loaded.
Only 5 of the 50 containers will be loaded with export cargo shortly after being unloaded of import cargo and without coming back empty first to the maritime terminal. Cargo rotation appears as a simple repositioning strategy but requires a fairly complex coordination. It can take place if import and export activities are located nearby and thus enable a quick rotation.
Otherwise, an intermediary stage implying the usage of an empty container depot is required. Thus, cargo rotation is an operational process for repositioning that can be supported by empty container depots, which are physical infrastructures. Those two elements require a management system where involved actors in supply chains interact to combine movements needs and the availability of containers.
Concepts have been brought forward to help connect the various commercial needs imports and exports with the availability of containers, such as the virtual container yard. This system implies an online market where information about container availability is displayed without the necessity for the container to be in a physical storage depot. The container can as well be in circulation or in a distribution center, but the important point is that its availability, both geographically and temporarily, for a new load is known.
The main goals of a virtual container yard are:. Firms that are the most likely to use a virtual container yard are of small and medium size. They generally have less logistical expertise and available resources in the management of containerized assets.
Large logistics firms and maritime shipping companies are less prone to use such a system since they already have substantial expertise and their own management systems. A strategy to involve all the actors in a platform where a market for the exchange of empties is emerging. Thus, repositioning strategies are important in the management of containerized assets, but effectiveness is a difficult goal to achieve.
Author: Dr. Jean-Paul Rodrigue The repositioning of empty containers is mainly the outcome of imbalances in trade flows. The Container Shipping Market The growth in global trade and freight distribution has led to a demand for new containers. This growth can be explained by the following: Containers are an asset that maritime shipping companies make available to service their customers. Providing containers help increase the utilization rate of containerships. A growing level of intermodal integration and control where maritime shippers are interacting with port terminal operators some directly operate port terminals such as APM as well as with inland transport systems such as railways and inland ports.
In such a context, controlling container assets enables a more efficient use of the transport chain. The rising cost of new containers, the repositioning of empties and systematically low freight rates along several trade routes, have made the container leasing business less profitable. Ocean carriers also have a greater ability to reposition empty containers since they control a fleet and can reposition their empty containers when capacity is available.
It is also not uncommon that a whole containership will be chartered to reposition empties. Empty Container Flows A container is a transport as well as a production unit which moves as an export, import or repositioning flow. The major causes of this problem include: Trade imbalances. They are probably the most important source in the accumulation of empty containers in the global economy. A region that imports more than it exports will face the systematic accumulation of empty containers, while a region that exports more than it imports will face a shortage of containers.
If this situation endures, a repositioning of large amounts of containers will be required between the two trade partners, involving higher transportation costs and tying up existing distribution capacities. Repositioning costs. They include a combination of inland transport and international transport costs.
If they are low enough, a trade imbalance could endure without much of an impact as containers get repositioned without much of a burden on the shipping industry.
Repositioning costs can also get lower if imbalances are acute as carriers and possibly terminal operators will offer discounts for flows in the reverse direction of dominant flows. However, if costs are high, particularly for repositioning container inland, shortages of container may appear on export markets. Revenue generation. Shipowners allocate their containers to maximize their revenue, not necessarily the economic opportunities of their customers.
In view of trade imbalances and of the higher container rates they impose on the inbound trip for transpacific pendulum routes, shipowners often opt to reposition their containers back to Asian export markets instead of waiting for the availability of an export load. Manufacturing and leasing costs. If the costs of manufacturing new containers, or leasing existing units, are cheaper than repositioning them, which can be possible over long distances, then an accumulation can happen.
Inversely, higher manufacturing or leasing costs may favor the repositioning of empty containers. Such a condition tends to be temporary as leasing costs and imbalances are correlated. Usage preferences. A large number of shipping lines uses containers as a way of branding the company name and to offer readily available capacity to their customers. Still, as demonstrated by the North American rail system TTX rail equipment pool , it is possible for transport companies to distinctly separate container assets from modal assets so that the efficiency such as the turnover rate can be improved.
Slow steaming. Excess capacity and rising bunker fuel prices have incited maritime shipping companies to reduce the operational speed of their containerships from 21 knots to 19 knots, a practice known as slow steaming. The resulting longer transoceanic journeys tie more container inventory in transit, incite transloading in proximity of port terminals and reduce the availability of containers inland.
Repositioning Scales Container repositioning can take place at three major scales , depending on the nature of the container flow imbalances.
These food grade container trucks are ideal for the storage and handling of products in many industries including catering and hospitality, textiles and pharmaceuticals. Applications: Hotels, restaurants, storerooms, leisure industry, schools, catering, laundry, sports equipment and food processing. How long does delivery take? If your items are in stock and depending on your location, most parcel deliveries will take days next day if placed the morning before — please inform us when placing your order that you would like your products the next day. For larger items or bulk quantities a pallet delivery may be required.
You've read 1 of 2 free monthly articles. Learn More. Already, the ship was half empty. Cargo from Asia was stacked in neat rows of shipping containers on the dock. Fully loaded, it can carry 13, foot-long containers , the standard box used in commerce around the world. Laid end to end, that many boxes—each one containing anything from T-shirts to TVs to truck parts—would stretch for 50 miles.
Transport-container hygiene – how clean are food tanks?
All containers pretty much look the same and to a certain extent are the same. The fact is they all meet the same ISO standards making them interchangeable in intermodal transport. But what does ISO cover? In the case of containers they cover classification, dimensions and ratings. Basically anything related to size, load capacity calculations and fittings; which need to be interchangeable throughout fleets. We all know there are hundreds of ways to make beer — or cakes — using similar ingredients that will achieve similar results, but with some variations in the end product.
The growth in global trade and freight distribution has led to a demand for new containers. Each year, about 1. Production peaked to 3. Even so, the twenty foot container remains a prime transport unit, particularly for the shipping of commodities such as grain where it represents an optimal size taking account of weight per unit of volume capacity of containers, around 28 metric tons. Considering that China has a positive trade balance, notably in the manufacturing sector which highly depends on containerization, it is a logical strategy to have containers manufactured there. This enables a free movement since once produced a new container is immediately moved to a nearby export activity factory or distribution center , then loaded and brought to a container port. A long distance empty repositioning is therefore not required for the newly manufactured container. Every container utilization strategy must thus take into account production and location costs. The great majority of containers are either owned by maritime shipping companies or container leasing companies. With the beginning of containerization in the , a container leasing industry emerged to offer a flexibility in the management of containerized assets, enabling shipping companies to cope with temporal and geographical fluctuations in the demand.
Visit our factory in Norway
Specifically, these manufacturers produced 1, more trailers in than in First, the year saw a new top producer, as Hyundai Translead claimed the lead by building 10, more trailers in than they did in Builders also took advantage of the economic upswing; in fact, 16 manufacturers reported increased production in
We check that your order is complete and securely loaded into the container before shipment. This inspection is the final opportunity to confirm compliance with your requirements in terms of quantity, assortment, and packaging. This quality control inspection usually takes place at the factory as cargo is being loaded into the shipping container. The inspection and supervision process includes a condition evaluation of the shipping container, verification of product information, quantities loaded, packaging compliance, and overall supervision of the loading process. Once the container is loaded, an HQTS seal is applied to the container to reduce the risk of product substitution after loading. Any container loading supervision starts with a container inspection. While the loading of the container commences will the inspector verifies that the correct quantity of product is being loaded. Our inspector will continuously monitor the container stuffing to ensure the products will be handled with care. Lastly, an inspection report documenting the inspection and loading of the products will be issued. By sealing the container with our tamper evident seal the client can rest assured that no outside tampering of their products after our loading supervision occurs.
Our factory is located in the Akyazi region of Sakarya City, which is one of the major industrial zones in the Marmara Region. The factory covers Our factory is among the largest semi-trailer production factories in Turkey. Click for more information about our factory… Our plant is certified ISO and is among the most modern factories in the world. Our office building is located in Istanbul.
Company profile | NIPPON FRUEHAUF
Oglaend System moved to these premises in The buisness park has On a regular basis Oglaend System hosts training sessions and seminars for groups up to 30 persons. In our show-room we have all seminar facilities needed and a comprehensive exhibition of our Multidiscipline Support Systems for a truly "hands-on" experience. One of Oglaend System's 4 core values is Solution Focus, and we co-operate closely with our customers to create better and smarter solutions. This team places the production orders and is constantly co-ordinating between sales and production and supervises and manages our production capacity. Oglaend System is one of Norway's biggest users of stainless steel. We use app. The raw material comes as coils, plates and angle iron.
Manufacturing, Transport and Logistics Jobs
Shipping containers are everywhere! We see them on the back of trucks and trains and stacked high on container ships. They are used to transport many of the goods we import and export, and are commonly used for onsite storage, for offices, for homes and many other uses besides. There are already a number of estimates suggesting the global container fleet is anywhere between 5 million and million shipping containers.
The Repositioning of Empty Containers
The Salzgitter plant supplies the entire production network with central components ranging from crankshafts to non-driven axles, right through to special pipes. Furthermore, in the future all non-driven axles for Scania will be produced at Salzgitter.
Our residential container models are standardized, which makes them ideal if you are looking for a low-cost solution that is available immediately. Thanks to the Individual Line residential and sanitary containers, you can immediately obtain space for a variety of uses that fit your requirements. We manufacture individual modules of up to 12 meters in length as well as complete container assemblies of different shapes and purposes.
We currently offer 12 groups of products in more than configurations. Extensive range of semi-trailers, trailers and dump trucks.