ASK THE EXPERTS
I
n our Road & Rail issue, Wesley from Trans-Rak walked us
The overriding problem with all fixed systems, aside from the cost,
through the benefits of space optimisation in rail containers.
is that to accommodate a range of vehicle sizes, the containers are
This month Wesley returns to explain some different racking
irregular heights, meaning shipping costs are high and repositioning
options, and the pros and cons associated with each.
costs are unimaginable.
Last month I was talking about new and innovative ways in which
Next, we progress onto the cassette range of products. The idea
manufacturers and forwarders are using containers to transport
behind cassette type racks is that the vehicle is driven onto a pre-
vehicles around the globe. The reasons for this are manifold and vary
assembled frame and lashed. The racking is then lifted and pushed
widely between each route. In some cases, speed to market is a key
into a container using a forklift. The main benefit of these systems
factor, with the silk road rail route halving transit times between
is that there is no need to open the car door inside the container,
Europe and China. Using containers to transport cars also protects
which would make life difficult for the larger loaders amongst us!
the vehicles from numerous environmental hazards such as the
There are, however, some catches: their websites claim to load a
weather, dust and bird lime, on top of the obvious protection from
container in as little as five minutes. I imagine this figure refers to
theft and vandalism. One potential stumbling block with rail transport,
loading time after the metal structures are assembled and the cars
or putting cars in containers in general, is the perception that the cost
loaded, which would be the time-consuming part of the process.
is prohibitively high. Granted, the movement cost for a container is
The cassettes are often less versatile, as different systems are
fixed, so the best way to minimise the logistics cost per vehicle is to
required to load three large or four small vehicles. Another issue
maximise the space utilisation inside the container. This could be done
is the return loading: these are large and cumbersome systems,
by surrounding the vehicles with other cargo, but this raises issues of
meaning the price and weight is substantial. Typically, 10 to 20
damage, practicality and loading time. Therefore, it’s much better to
containers worth can be loaded into one container for return,
load more cars inside each container. Typically, two vehicles can be
meaning an additional 10 per cent in shipping fees.
loaded onto the floor of a 40ft container, but several solutions are now available which promise to safely fit three or even four cars inside a container, almost halving the logistics cost per vehicle. There are three main types of containerised car racking hardware available... The first are specialist, fixed systems with hydraulic lifting equipment typically hardwired into the container. Hydraulic systems require less manpower but are much more expensive to produce and carry high maintenance costs. One company has approached the challenge differently, by creating a 5’7� high structure, with the idea that two would stack one on top of the other. This framework cannot be used to move anything else, so unless there is a steady and even flow of vehicles in both directions, the shipping cost is doubled.
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FORWARDER magazine
December 2016