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admin | Category: Shipping Container Construction | 19.09.2014
Once upon a time, you had to buy passage on a freight ship headed out to sea in order to see a stack of containers piled high to the sky all around you. His own home, for example is constructed out of eight used shipping containers stacked on a residential lot. At the more conventional end of the container home design spectrum is this modern-style house that combines concrete, stone, glass, metal and a set of multicolored shipping containers at its core. Creative contemporary domestic designs, from unique home architecture to custom interior, furniture & DIY design ideas.Find inspiration via plans & pictures of compact modular mini-houses, small-space apartments, all-in-one bathroom & bedroom projects & more.Upcycled cargo shipping container houses, to space-saving furniture, ultra-modern interiors & futuristic homes! MaxLoad Pro is a cargo load planning, container loading, freight calculation and cube optimization software. MaxLoad Pro comes pre-defined with a database of vehicle types including commonly used trucks and sea containers.
MaxLoad Pro supports a variety of load types including direct floor loads, unit pallet loads and mixed pallet loads. MaxLoad automatically calculates optimal solutions, but you may want to adjust the solution slightly to meet your requirements.
The 3-D editor in MaxLoad allows users to manually customize placements in a tote, pallet or within a truck or container. In the wake of Japan’s cascading disasters, signs of economic loss can be found in many corners of the globe, from Sendai, on the battered Japanese coast, to Paris to Marion, Ark. At this juncture, it’s useful to categorize the various effects emanating from this shock to the Japanese economy (the article actually covers oil and sovereign debt shocks as well). At Shin-Etsu Chemical, the biggest maker of silicon wafers used for microchips, production was halted because of quake damage at its main plant. Toshiba, the world’s second-largest maker of computer chips used in devices like smartphones, tablets and digital cameras, has closed some production lines.
What are the implications of a fragmented production process, combined with lean production, for the propagation of shocks throughout supply side?
A more interesting question is what the shock, combined with other trends, has for the future of vertical specialization.
In contrast, the cost of seaborne transportation, as measured by the Baltic Dry Index, remains far below peaks achieved in 2008.
Seaborne freight costs are apparently less affected by fuel costs, and more influenced by the stock of available ships (ships ordered in 2007-08 are now coming into service); the latter has been increasing putting downward pressure on transport costs. To the extent that production fragmentation relies upon just-in-time inventory management, a reversal of the trend in decreasing air freight to sea freight costs would induce a deceleration of the process of production fragmentation, or perhaps even a reversal. Harrigan (2010) also notes that the pattern of comparative advantage for trade in final goods should also change.
However, if the costs relevant for vertical specialization change at the same time as relative factor prices and the geographical location of demand sources change, one trend that we might see would be an overall flattening out of the trend toward vertical specialization.

The global supply chain made sense when most of it pointed in the same direction — from Asian producers to western consumers. That is likely to mean a return to regional production centres, with Chinese factories switching from exporting to producing for Asian consumers and new factories making goods for the US being sited in Latin America.
That will simplify those complex supply chains, helping companies to cope with shocks like the one inflicted by Japan’s earthquake. Supply chain shocks are non-linear, they build up form scratch over 1-2 weeks time to a total constipation in the system, creating queues which may be months long.
So , in the end, the effects are unpredictable and long to overcome when many such lean chain disruptions coincide in time and space.
One thing that happens is that everyone along the chain starts to build up safety stocks, further amplifying the initial small deviation of supply interruption. Note that the Baltic Dry Index measures the cost of dry bulk transportation and as such only captures certain raw materials transportation markets, primarily grains, bauxite, iron ore and coal.
I would think that finished goods transportation costs using containerized methods is a much better proxy; furthermore, container shipping rates should show a much higher correlation to oil prices than the Baltic Index. The actual bad news is that companies will move production from Japan to spread their risk. Part of the run-up in seaborne freight costs was due to the demands of the military crowding out private sector trade. Nowadays more and more architects and builders are finding used free or for sale cargo containers at discount prices to construct all kinds of houses, homes and office structures. On top of that he has come up with all kinds of engaging cargo home plans and designs that range from simply, sturdy and easy-to-construct to complex, conceptual, whimsical and nearly impossible to build.The above sequence of shipping container housing structures sits somewhere in the middle. While they bear little resemblance to their freight-bearing cousins of the sea, each container unit still stands out within the overall design.What if you heard there was a new condo space for sale, but that you had to bring your own condo with you once you buy it?
Once the data is inside MaxLoad, getting an optimized loading solution is just a mouse click away. Configure system defaults including measurement unit, language format, labeling, and other display options.
First, there is the aggregate demand shock, as Japanese spending either falls or rises over time; there is a composition of spending effect, as spending shifts, perhaps toward investment and away from consumption. Bems, Johnson and Yi (2009) discuss vertical specialization, and the implications for the propagation of shocks, while Tanaka (2009) notes that Japan is a particularly sensitive to shocks to the supply chain. The cost of energy comes into play in the sense that some of the fragmentation of the supply chain has been induced by reduced transportation costs, trade liberalization, and the development of information and communication technologies over the past two decades. The change in the relative costs of transport modes should have some interesting implications.
To the extent that higher energy prices are offset by greater supply of sea freight capacity, we shouldn’t expect a big impact on transportation costs for final (as opposed to high-value intermediate) goods, so the insulating effecs I conjectured in this post would probably not come to pass.

As Asia and Latin America join the consuming bandwagon it will make more sense for multinationals to site production and assembly close to their customers, which has the side effect of cutting transport costs. One spin-off advantage will be an increase in production flexibility for companies essentially making the same product in two or more global locations. Especially in just in time manufacturing with minimized buffer stocks along the chain or cumulatively in the chain.
Byers start to compete for scarce supply to protect their supply chain and thus sharply increase the aggregate demand in time when their buying in fact should be rationed.
That will be driven by end buyers who are now more aware of earthquake risk and of course by the producers themselves responding to customer demands. The press is recently replete with stories about slow-steaming, that is, about ship operators reducing steaming speeds to conserve oil.
The supply curve for seaborne shipping is relatively inelastic and in normal times there isn’t a lot of excess shipping capacity.
There are significant economies of scale in port handling, but economies of scope are a more difficult matter.
However, lest you think you need to go the route of hiring a professional, you should know that some do-it-yourself designers like Keith Dewey are making do with their own shipping container home plans. Built around standard sizes, these buildings use a combination of the container cores and conventional wood framing, metal shed roofs and other inexpensive and conventional building materials and construction approaches. Talk about an extreme DIY project, this shipping container tower design is a great concept for futuristic portable and modular housing. The second and third factors are still in play, but transportation costs are closely linked to energy prices. While about 90% of freight is moved by sea by weight, a much higher proportion of the value of freight is moved by air. If you need more days to get there due to high oil prices, the day rate might not be the best metric. While it would be by no means a free ride to a new home, these standard components combined with used containers would help bring down the costs considerably. But five or six years ago the military started to bid up shipping costs in order to deliver materiel to the Gulf. This was something that the Army’s Responsible Retrograde Task Force (R2TF) had to consider as the US draws down troops from Iraq.
I remember that at one point the US Army had over 160,000 TEU CONEX containers sitting in theater, with many of those being commercial containers.

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Comments »

  1. | Skarpion — 19.09.2014 at 17:20:42 New containers because old boxes require too and I was past the.
  2. | Lerka — 19.09.2014 at 10:18:32 Understand how the site location and design.