Talk:Containerization

The birth & evolution of the container ship and containerization; impact on world trade; impact on North American distribution of freight

The idea

As Malcolm McLean recalls, the idea came from a question he asked himself: "Wouldn't it be great if my trailer could simply be lifted up and placed on the ship without its contents being touched?" But it wasn't until 20 years later that the Ideal X , the first cargo ship carrying containers, sailed from Newark, New Jersey. This marked the first scheduled containership service in the world. The year was 1956.

Prior to containerization, all products other than bulk commodities were moved piece by piece - in "break bulk." Boxes were loaded one by one onto a truck which drove to a port. Dockside, each box was individually unloaded and then hoisted into the hold of the ship. At the destination, the boxes were unloaded one by one and put on a truck or train for delivery. Not only was the freight handling slow, piece-meal and repetitive, other modes of transport, such as railroads, basically added to the inefficiency. What's more, the cargo was exposed to potential damage and pilferage. McLean's invention of containerization solved all those problems.

A trailer carrying numerous boxes could be loaded at the shipper's door, sealed, sent by truck to the port, lifted off its chassis and simply stored aboard ship. At the destination, the process would be reversed. This simple solution streamlined the process, sped up the delivery time, and made intermodal transportation far more feasible. But even the idea of intermodality - that one giant cargo box could be handled by truck, rail and/or cargo ship - was just an idea. Still, he knew there could be a better way to integrate sea transportation together with door-to-door delivery via the various forms of land transportation.

The obstacles

There were, however, several obstacles all along the way. At one point, McLean approached the U.S. railroads, and was told that his idea had little merit. His efforts were later blocked by the government - the Interstate Commerce Commission, which regulated much of the transportation industry in the US. Their action was, in fact, instigated by the national railroads. But McLean remained undaunted. He never sought subsidy from the U.S. government. Instead, he put all his own capital into this new venture. Fortunately, his changes were implemented.

Shipping was also seen by many as a rather risky business. It involved a big investment in new vessels and new equipment which differed radically from the existing ones. Containerization was a form of automation. Consequently, numerous jobs were bound to be eliminated. Container ships also needed extensive docking, special shipbuilding and repair facilities. It was the administrator of New York Harbour who recognized the significance of McLean's efforts who supported the idea of building a new kind of port. This eventually led to construction of the world's first container port in Port Elizabeth, New Jersey, dedicated exclusively to container ships.

The outcome

Crucial for true intermodality was the issue of standardization of container sizes and fittings. Vessels were able to carry 226 boxes in "trailerships", which conformed to the maximum length for trailers allowed on the US highways at the time: 35 ft long x 8 ft. wide and 8 ft. high. Later, the standard size agreed upon became the 20 ft and 40 ft units used today. This meant that any box could lock on to any other box, trailer chassis or ship.

At this point in time, containerization was yet to be tested on an international scale. The first trans-Atlantic container service was Sea-Land's SS Fairland. The result? The cargo arrived in Europe four weeks faster than its equivalent had before. Today, ships such as Maersk Sealand's modern container vessels can carry 10 or more times as much cargo as the old freighter. They can also be loaded and unloaded using less labour, and in much less time. Previously, it took a crew of 20 longshoremen to load 20 tons per hour into a ship's hold. Now with containers & gantry cranes, a crew of just 10 can load twice as much in a matter of minutes.

The impact on ocean shipping

The concept of containerization proved to be safer, faster and cheaper than the existing methods of transporting commodities. It minimized damage and pilferage, and precluded other types of perils. It cut labour and insurance costs dramatically. And it was the catalyst for new and improved types of cargo ships and dockyard machinery. Its impact on the world should not be understated. Containerization changed more than the way we transport goods around the world. It is responsible for the economic success of port cities and their surrounding regions. By enabling easier access to the exchange of goods, it has opened up new markets for export and import. Asia, in particular, started to prosper from such a cost-effective and efficient solution. In fact, it has been said that containerization has contributed to the welfare and well-being of the world.

The impact on North American freight distribution

The introduction of double-stack rail technology in 1984 -- which could never have occurred without the advent of containerization -- has certainly been one of the boldest and most productive applications of containerization imaginable. It has changed the entire intermodal freight distribution industry in North America forever; it has resulted in more cost-effective, secure, and reliable freight shipments, and provided domestic intermodal rail capacity that could not otherwise have been possible.

The double-stack rail car's unique design also significantly reduced damage in transit, and provided greater cargo security by cradling the lower containers so their doors cannot be opened. And a succession of large, new domestic container sizes was introduced to further enhance shipping productivity for customers.

Origins of Double-Stack

As early as the 1970s, doublestack designs and equipment were introduced, but the cars were heavy and uneconomical to operate.

While always deflecting credit to the many contributors who enabled the introduction of Stacktrain rail service, Don Orris, the chief executive officer of Pacer International, Inc., based in Concord CA, is widely considered the "Father of Stacktrain Service." He earned that moniker for his role in the early 1980s, as the head of APL's intermodal department, in sponsoring the development and implementation of lightweight, fuel-efficient equipment and the first successful operating network.

With Don's system, launched in 1984, container trains were finally able to break cost, capacity and service barriers by using specially engineered rail cars that could carry two tiers of containers instead of one -- significantly reducing the locomotive power, track capacity and train crews required by conventional intermodal trains to move a comparable payload.

In 1999, Pacer International acquired the original double-stack network that Don Orris and his colleagues had helped develop, and named it Pacer Stacktrain. Pacer remains the largest wholesale provider of double-stack rail service in North America.

For freight intermediaries -- the intermodal marketing companies, ocean carriers, and other third parties that market end-to-end transportation services to businesses that ship product worldwide -- introduction of double-stack revolutionized their business. It was more cost-effective than basic container-on-flat car, piggyback, or truck for cross-country moves; and by significantly reducing cargo damage and claims, it helped the intermediaries sell intermodal services to the skeptics.

The double-stack container trains managed by Pacer Stacktrain now (2006) carry more than one million containers per year within North America. The company accounts for more than 20 percent of all domestic container moves in North America. Overall, the double-stack market has grown more than 100-fold since 1984, and now accounts for about 70 percent of intermodal shipments. Double-stack transport is certainly one of the boldest applications of containerization.

40.92 m3?

One TEU is 40.92 m³?
20'x 8'x 8.5'=1360 square cubic feet: 1360*0.3048^3 = 38.51... m³. So what's the story? - 213.238.212.98 23:03, 2 Nov 2004 (UTC)

Limits, examples

I would love to have some weight limits and such. As well as practical examples of logistics methods. - 213.238.212.98 23:20, 2 Nov 2004 (UTC)

Container Capacities

20': Theoretical max. volume 33 CBM (CBM = Cubic Meter), Practical max. volume 28 CBM (approx.), max. payload weight 18 MT (MT = Metric Ton; rule of thumb - depends on local regulations)

40': Theoretical max. volume 67.3 CBM, Practical max. volume 57 CBM (approx.), max. payload weight 20 MT

40HQ: Theoretical max. volume 76 CBM, Practical max. volume 65 CBM (approx.), max. payload weight 20 MT

45': Theoretical max. volume 85.7 CBM, Practical max. volume 75 CBM (approx.), max. payload weight 20 MT

Some precise values

Some outer dimensions:

ISO-container	Nominal length (ft)	Real length (mm)		Real width (mm)		Real height (mm)		Max gross weight (kg)
Name		max.	min.	max.	min.	max.	min.
1A	40	12,192	12,182	2,438	2,433	2,438	2,433	30,400
1B	30	9,125	9,115	2,438	2,433	2,438	2,433	25,400
1C	20	6,058	6,052	2,438	2,433	2,438	2,433	20,320
1D	10	2,991	2,986	2,438	2,433	2,438	2,433	10,160
1E	6.5	1,968	1,963	2,438	2,433	2,438	2,433	7,110
1F	5	1,460	1,457	2,438	2,433	2,438	2,433	5,080
2A	-	2,920	2,915	2,300	2,295	2,100	2,095	7,000
2B	-	2,400	2,395	2,100	2,095	2,100	2,095	7,000
2C	-	1,450	1,445	2,300	2,295	2,100	2,095	7,000

/ Storpilot 03:49, 2005 May 9 (UTC)

Intermediate Bulk Containers

The entry Intermediate Bulk Containers was copied "word-for-word" from one of three websites:

• http://www.c-f-c.com/supportdocs/dot_define.htm
• http://www.shippingintl.com/text/49cfr1718sec1718.html
• http://www.usdotnumberregistration.com/1718.asp

The websites copied directly from a U.S. Government pamphlet:

• Code of Federal Regulations
• Title 49, Volume 2, Parts 100 to 185 - Revised as of October 1, 1996
• From the U.S. Government Printing Office via GPO Access - CITE: 49CFR171.8

I will take the leap that who ever entered this article, and entered the following URL in this article and in the article Containerization is affiliated with the same, said, following website:

• http://www.technosearch.biz/intermediate_bulk_container_lifecycle.php Intermediate Bulk Containers Lifecycle Diagram

This website is a COMMERCIAL business located in:

• Caringbah, New South Wales, Australia

Both additions were made by an anonymous contributor, 220.245.178.135, going through an Australian ISP, TPG Internet Pty Ltd, in Wyong (Macquarie Centre & North Ryde), New South Wales, Australia (via Asia Pacific Network Information Centre, Milton, Queensland).

Should it stay or should it go? WikiDon 16:51, 24 Jun 2005 (UTC)

The article "Intermediate Bulk Containers" got the axe via speedy-deletion, guess I'll do the same to the references in this article. WikiDon 23:01, 24 Jun 2005 (UTC)

RE: Images

Sir/Madam, Articles can have images at the top, as long as they are on the right; in fact in articles with images, more pages are setup that way.

• From the Wikipedia's "Manual of Style":
  • "Articles with a single picture are encouraged to have that picture at the top of the article, right-aligned, but this is not a hard and fast rule."

Instead of moving the photos to the next section, you could have aligned them vertically from the top. I thought that they were a little crowded the way they were, but the can be at the top. WikiDon 23:22, 13 August 2005 (UTC)

I have no objection to images at the top as long as they are aligned right, either. The objection that I had to the original configuration was that in smaller resolutions, no text was visible at all in the initial browser window. If you would care to care align the images right, then you have my blessing by all means. The reason I did not align the images right myself was that the article is sufficiently short that the images may cause some ugly formatting to occur. —Lowellian (talk) 23:29, August 13, 2005 (UTC)

ISO & Non–ISO Containers for Air Transport

It seems to me that this article has missed the wide range of ISO and non–ISO containers used in air transportation. Possibly something to add in. --Colin H 21:39, 3 November 2005 (UTC)

Are you going to add something? WikiDon 02:07, 4 November 2005 (UTC)

IMHO, this article should be about the containers already described. Other types could be found via container (disamb. page). This setup is used on quite a few of the container-articles in other languages. ("This article is about shipping containers, for other types, see container, disambiguation" og sth like that). G®iffen 21:21, 6 November 2005 (UTC)

Also, Unit Load Device. kmccoy (talk) 23:03, 7 November 2005 (UTC)

Addendum request

Someone wants to know about container numbering conventions. They placed this header in the middle of the page, and that makes it look very sloppy. I'm removing it until someone feels like tackling the issue. Cernen Xanthine Katrena 17:40, 26 January 2006 (UTC)

There's a lot more than numbers involved. There's a 2 letter ISO country code, a 3 to 4 letter container shipping company code, etc etc. --AlainV 04:26, 27 January 2006 (UTC)

Great, you know the answer. I hereby nominate you for the job. Cernen Xanthine Katrena 07:44, 27 January 2006 (UTC)

Unfortunately I don't know the answer. I started digging out of curiosity but discovered that there was much more to it than I could handle after my day job, and after shovelling snow and after cleaning out my pet's cage, etc. etc. --AlainV 03:01, 28 January 2006 (UTC)

The 3- and 4-character company codes are AAR reporting marks. I've been adding them to the list there as I go through my resources. Slambo (Speak) 16:05, 29 January 2006 (UTC)

ISO standard

This article speaks often of ISO containers - if they are an ISO standard what is its document number? --Abdull 14:01, 23 April 2006 (UTC)

Try to view this page, maybe that's what You're looking for? http://www.iso.org/iso/en/CatalogueListPage.CatalogueList?ICS1=55&ICS2=180&ICS3=10&scopelist= G®iffen 13:54, 24 April 2006 (UTC)

copyright violation

Almost all of the section "Effect of Development of Containerization on Status Quo" was copied verbatim from the recent book by Marc Levinson, The Box, How the Shipping Container Made the World Smaller and the World Economy Bigger. I've removed it; if anyone wants to expand this section by presenting the information in their own words that would be great. FreplySpang (talk) 20:46, 6 May 2006 (UTC)

"Almost everything humans consume spends some time in a container"

I see it already has a fact tag on it, but that statement should surely be removed - it has an extreme western "consumer goods" bias attributed to it. I accept that a in today’s world it would be difficult to completely avoid consuming containerised goods one way or another, but "almost everything" that everyone eats? That is at best a generalisation and at worst just completely made up. SFC9394 23:56, 10 May 2006 (UTC)

Double Stack Container Train - Electric Traction?

Is it necessary that the double stack container train be run using diesel locomotives? Although technically feasible, does the double stack container train run with electric traction anywhere in the world?

Sure, it's possible to pull a stack train with electric power. The problem is one of clearances; the wire has to be high enough to clear a loaded train. Here in Merka, there aren't any such stack operations that I've heard of. Slambo (Speak) 14:01, 21 May 2006 (UTC)

some external references

This article refers to several good references. [1] Kowloonese 18:26, 5 June 2006 (UTC)

TEU

please give me the abrevation.and also tell me why the word EQUALENT is used —The preceding unsigned comment was added by 59.92.82.2 (talk • contribs) .