AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

New report charts container growth

18th June 1971, Page 31
18th June 1971
Page 31
Page 31, 18th June 1971 — New report charts container growth
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

• There were I.2m inland movements of maritime containers in Britain in 1970, a figure which is expected to increase to 2m by 1975. Some 90 per cent of all maritime containers are moved, and will continue to move, to and from the ports by road. These are conclusions stated in a report Movement of Maritime Containers in Britain 1970/75 which has just been published price £5, by Freight Information Services, 17 Tarn Road. Formby, Liverpool L37 2JY.

It is also stated that although Freightliners will be competitive on certain routes, and with rates much lower than road, they are unlikely to increase their present 10 per cent share of this market.

The growth areas are in traffic to Europe and on the deep-sea routes, says the report, whereas containerization to Ireland is almost at saturation point. The Irish Sea "war" is expected to hot-up when British Rail/Freightliners and BdI introduce new purpose-built ships and depots in the autumn. This will probably bring a gradual redistribution of port traffic, with Liverpool and. Holyhead gaining at the expense of Preston.

Less casual hire of road hauliers is foreseen as the pace of containerization quickens and as the number of 40ft ISO containers increases; there is likely to emerge a class of road haulier specializing entirely in container movements, while the recent trend for shipping companies to acquire hauliers is thought unlikely to continue. freight (wheeled and container units) into and out of Gt Britain totalled 12.7m tons, of which 8.3m tons was carried in containers or on container flats. It is thought that the 1970 container tonnage was 9.5m and that 13m tons is a likely figure for 1973.

Freight Information Services emphasizes that deep-sea, short-sea and Irish container operations are distinct markets with different potential. The lack of balance in traffics is indicated by the fact that, of 112,650 loaded containers dealt with through British ports in 1969, only 41,309 were imports and 71,341 exports.

The present shipping pattern, especially for Atlantic traffic, commonly involves calling at up to three UK ports, which favours the use of road haulage because the inland distance is seldom much more than 100 miles. Where, however, there is only one port of call--Dart Line at Southampton, OCL /ACT at Tilbury, Manchester Liners at Manchester—the inland movements at and above 150 miles give the Freightliner a favourable cost basis.

The next five years will see a rapid growth of containerization of deep-sea traffic, with the biggest single development at Southampton where the Far East services starting in 1972 have an annual potential of 2m tons—or 170,000 20ft containers. On this new service, the 40ft container will predominate—and is already growing on the Atlantic routes.

The report provides extensive examples of the rates paid to hauliers for container movements and also of the Freightliner charges for 2011 containers between selected main points. These show, for example, that Freightliners charge £16 for a journey from Liverpool to Cardiff with a 20ft container on a regular daily Scale B basis, while a haulier may be paid £40 for a single trip with a 2011 container on this route.

A schedule of rates paid by a deep-sea container operator shows how small is the extra margin for 40ft containers. For example, for a round-trip mileage of 181 to 200, with allowances for loading and unloading time, a 20ft container will earn the carrier £33 up to 10 tons gross, £44 over 10 tons, while a 40ft container would earn £49.


comments powered by Disqus