Easyfresh Newsletter 07091520.pdf

More documents

Recommendations

Info

“Seek your connection and stay connected” Key determinants of container shipping, port and country connectivity The position of a port or a country within the global liner shipping industry is very dependant on following factors: Its geographical position, its captive or local cargo flows, its port facilities and the legal framework for liner shipping: Geographical position : Lying close to the main shipping routes or next to a large trading nation makes it easier for a port to attract liner companies and become a port of call. The Caribbean islands, for example, are closer to the main East–West and North–South routes than most SIDS in the Indian Ocean or the Pacific. Port characteristics : Shipping lines will be more inclined to connect a country’s ports to their global liner network if they can rely on modern infrastructure and efficient operations. This issue is also closely linked to the determinants of various transport cost. If the port is considered to be costly from the carrier’s perspective ,the carrier will also skip it and not call, or increase its freight charges to the shipper. Shipping rules and local legal issues : By liberalizing the cabotage, reducing bureaucratic barriers, and simply easing access, shipping lines will trend to call at those more “friendly” ports. Reefer trades in South America , an overview “What happens is not as important as how you react to what happens” There has been impressive growth in the demand for reefer exports from the west and east coasts of South America since 1995, and today, they export 30% of the global reefer trade. The export volume for the two coasts is the same, but the export composition differs. The export value for the east coast was 40% higher than that of the west coast due to its high share of meat exports. However, the export value for the west coast is expected to increase due to the recent recovery in exports of fish, a promising market with a high demand from Russia and the Far East. The most rapid increase in reefer exports since 1995 was observed on the east coast, where export volumes have grown three times as fast as those on the west coast, and Peru and Brazil are the fastest growing exporters. At present, Peru’s share of overall reefer exports is insignificant, but it is still important to bear in mind the country’s potential for growth in perishable production. The main export destination for both of the subregions is Northern Europe. Chile and Brazil, however, are the least dependent on this market. They have higher export shares in Asia and the Far East, regions which are becoming more important, because of the rapid growth of their populations and the increasing demand for perishable goods. 2
The east coast is more dependent on these emerging markets, while the west coast relies more on markets that are closer to home, that is to say, in America. The most activity takes place on the west coast, with a marginally lower frequency of port calls than Africa. Ecuador has the strongest market presence and highest volume shipped by conventional reefer vessels in South America, but even this market is facing a drop in market shares because of container lines. The container capacity on the principal trade lanes from South America has grown significantly since 2000 and the main destination is Asia. The east coast offers a higher capacity on the Europe trade routes compared to the west coast, while the latter offers a larger capacity to North America. Services from the north coast have the smallest capacity, but have seen a growth in reefer slot shares, particularly on the trade lane to Europe. Despite the old debate over conventional reefer and containerized vessels, both modes are essential for reefer exports and cold chains in South America. They should aim to complement each other rather than compete. This should ensure the flow of the cold chain and improve export competitiveness in the region. With the opening of the widened Panama Canal , the capacity of vessels on the west coast is expected increase. In the future, vessels are expected to be the same size, or perhaps even bigger, as the vessels operating on the east coast. “ An investment in knowledge pays the best interest” Food processing and nutrition The nutrient value of food can be changed by the way it is processed, transported, cooked and stored. Food processing can destroy the water-soluble B-group and C vitamins. However, processing and cooking can also make it safer. Almost all food is processed in some way before it is eaten. Commercially, the main reasons to process food are to eliminate micro-organisms (which may cause disease) and to extend shelf life. Some vitamins are more stable (less affected by processing) than others. Fat-soluble vitamins are more stable (K- A-D) during food processing, transportation and storage. In fact a variety of things can happen during the growing, harvesting, carriage, etc of food that can affect its nutritional content. Processes that expose foods to high level of heat, light or oxygen cause the greatest nutrient loss. Professional dealing with cargoes at coldstores, crossdocking stations or container or truck loadings are utmost important. Use expertise in reefer logistics when shipping your foodstuffs !! For more info contact info@easyfresh-logistics.com “The best supply chains are not just fast and costeffective. They are also agile and adaptable” What is the supply chain under temperature controlled environment ? The cold chain is the flow of fruit, vegetables, seafood, etc from their point of origin to the factory, packing station or warehouse gates, then through these as work-in-process, and finally out of the cold storage and packing stations as ready-to –eat produce to be delivered to the final customer. During the whole process, from beginning to end, inventory needs to be stored in warehouses and DCs (distribution centres) and then transported as needed. All of this involves a huge amount of computerized information about the location of inventory and goods, its expected arrival time at the next point, etc. This information has to be shared across many different companies and IT networks: suppliers, customers, third party logistics providers and the producer itself. 3
Page 1: Easyfresh Newsletter Monday 7th Sep
Page 5 and 6: sources: It's a challenge for super
Page 7: Issued by : Maritime&Logistics A.E.

Easyfresh Newsletter 07091520.pdf

Create successful ePaper yourself

Delete template?

Save as template?