NEWS BLOG

Automotive logistics has evolved sharply in the first 25 years of this century. Electrification, diversified model portfolios, and fractured shipping networks have reshaped export strategies. However, one element of the supply chain remains surprisingly unchanged in many regions: single use vehicle racks and timber packaging.

For years, these disposable frames were considered a low-cost, practical solution for one-way containerised shipments. Today, however, the demands placed on global distribution networks are far more complex, raising the question of whether single use racks are still fit for purpose. In this article, we compare the performance, cost dynamics, and operational sustainability of disposable racks against modern steel car racking and multi-vehicle racking solutions.

For decades, Ro-Ro (roll-on/roll-off) vessels were the gold standard for exporting new vehicles from manufacturing hubs to foreign markets. Their large carrying capacity, drive on drive off simplicity, and long-established shipping routes made Ro-Ro the intuitive model for OEMs scaling into new markets. However, over the last two decades, global distribution patterns have been changing. Production regions are evolving, for one, and modern shipping networks are also more decentralised. This puts OEMs under pressure to improve their flexibility and cost per unit, accelerating the trend towards containerised vehicle logistics.

Space, not distance, is often the real driver of cost in global automotive logistics. A standard ISO 40ft shipping container has a fixed volume, a fixed footprint, and a fixed price to move regardless of whether it carries one car or six. For logistics providers involved in containerised car transport, therefore, improving space utilisation is one of the best ways to reduce cost per vehicle and to strengthen commercial competitiveness. Better utilisation ultimately involves being able to ship more cars per container, but more than this, it’s also about doing so safely, repeatably, and in a way that integrates with your upstream and downstream handling requirements. In this article, we look at the key strategies shaping utilisation efficiency in modern containerised car transport flows.

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On paper, containerised vehicle logistics looks straightforward: one fixed-size container, one freight rate, job done. In reality, however, moving vehicles by container carriers a number of hidden costs that don’t show up on the quote sheet. These costs creep in through slow loading, wasted space, inconsistent handling practices, and reworks at destination. None of these factors are dramatic enough to trigger alarms on their own – they are all part of an operation’s risk profile – but together, they can quickly erode profit margins.

Global vehicle OEMs increasingly use containerised transport to move semi-finished units and components efficiently across borders. The growth of SKD (semi knocked down), BIW (body in white) and CKD (completely knocked down) export strategies has elevated the need for specialist racking systems capable of securing, stacking, and protecting car bodies during intercontinental transit.

When the International Maritime Organisation (IMO) enforced a major fuel reform in 2020, most industry stakeholders hailed it as a milestone in sustainable maritime trade.

The logistics sector no longer operates in isolation. An influential report on evolving logistics systems, published in March 2025, concluded that realistic progress towards Net-Zero will depend on far closer collaboration between ports, shipping lines, inland carriers, and technology providers.

Europe’s push towards cleaner freight transport is accelerating, but are its logistics networks ready for the transition?

Europe’s finished vehicle logistics (FVL) sector has entered a challenging phase. Since 2020, flat production volumes, limited vessel capacity, and ongoing price pressures are creating bottlenecks across the supply chain; from factories to final delivery.