An important aspect affecting the performance of the foldable container is its application. This not only determines the cost-effectiveness of the container, but also makes demands on the arrangement and organisation of the logistic chain. On the basis of the number of links in the logistic chain in which containers are used in the folded state, the following logistic basic concepts can be distinguished (see also figure 3):
I. Port-to-port concept
– one sea trade lane: point to point transport
– long distances
– over sea (deep sea)
– transport of folded containers between two seaports (container depots)
II. Maritime worldwide concept
– repositioning between continents: trunk routes, coarse-grained network
– long distances
– over sea (deep sea)
– transport of folded containers between seaports (container depots)
III. Maritime/continental worldwide concept
– repositioning within and between continents: coarse-grained network
– long and medium length distances
– over sea (deep sea + short sea) and/or overland
– transport of folded containers between seaports, between seaports and container depots in the hinterland, between container depots in the hinterland
IV. Door-to-door worldwide concept
– transport between and within continents: fine-meshed network
– long and medium length distances
– overland and over sea
– transport of folded containers between customers and container depots in the hinterland, between container depots and seaports and between seaports.
The simplest concept is the port-to-port concept (I). The main characteristic of this concept is that it is directed towards client specific solutions for a specific trade lane. Trades with a permanent imbalance make up the most important area of application. The foldable container ensures a more efficient return journey for the container. The containers are increasingly set on one and the same route (point to point transport), so that certain expertise can be built up in the folding and unfolding of containers. In connection with diffuse and relatively thin return flows to the shipment port, the seaport is the most suitable location for joining together the empty containers (a port-to-port concept). The utilisation area has the character of a niche market; the transport volumes are modest. The character of the trades is such that the container will usually only be used for a restricted category of products. The number of parties involved in the logistic chain of the foldable container can be quite small (e.g. one shipping company, two terminals, two seaport depots).
The maritime/worldwide concept (II) is particularly concerned with the repositioning of empty containers between continents. It is assumed that a large number of containers are used (large transport volumes) and that the containers are suitable for the transport of many sorts of products. The number of involved parties in the logistic chain of the foldable container may be quite small (e.g. shipping companies, terminals, seaport depots). The number of involved parties depends on the number of shipping companies making use of them and the number of ports used in the concept.
The maritime/continental – worldwide concept (III) is one where further optimisation of the repositioning is contemplated, because the movement of empty containers within continents is also included. As a result, the number of involved parties in the logistic chain of the foldable container becomes large (e.g. shipping companies, terminals, seaport depots, inland operators and inland depots). Such a concept also assumes that a large number of containers will be used (large transport volumes) and that the containers are suitable for the transport of many sorts of products.
The door-to-door-concept (IV) assumes that, wherever convenient, empty containers will be transported in the folded state. The containers can be assembled and disassembled anywhere and so in principle will therefore be used worldwide, even though this concept can also be used as an extension of the port-to-port concept. The number of containers in this concept need not necessarily be large, any more than the requirement of suitability for many sorts of products has to be met. The number of involved parties in the logistic chain of the foldable container is actually very large (e.g. shipping companies, terminals, seaport depots, inland operators, inland depots and shippers/receivers of goods).