Containerization is the system of intermodal freight transport using intermodal containers also called shipping containers as well as ISO containers. Containerization is also spoke as "Container Stuffing" or "Container Loading", which is a process of unitization of cargoes in exports. Containerization is the predominant have of unitization of export cargoes unlike other systems viz the barge system or the palletization. The containers draw standardized dimensions. They can be loaded together with unloaded, stacked, transported efficiently over long distances, and transferred from one mode of transport to another—container ships, rail transportflatcars, and semi-trailer trucks—without being opened. The handling system is totally mechanized so that any handling is done with cranes and special forklift trucks. all containers are numbered and tracked using computerized systems.
Containerization originated several centuries previously but was not alive developed or widely applied until after World War II, when it dramatically reduced the costs of transport, supported the post-war boom in international trade, and was a major factor in globalization. Containerization eliminated manual formation of nearly shipments and the need for dockfront warehouses. It displaced numerous thousands of dock workers who formerly handled break bulk cargo. Containerization reduced congestion in ports, significantly shortened shipping time and reduced losses from loss and theft.
Containers can be submitted from a wide range of materials such as steel, fibre-reinforced polymer, aluminum or a combination. Containers shown from weathering steel are used to minimize maintenance needs.
Origin
Before containerization, goods were normally handled manually as break bulk cargo. Typically, goods would be loaded onto a vehicle from the factory and taken to a port warehouse where they would be offloaded and stored awaiting the next vessel. When the vessel arrived, they would be moved to the side of the ship along with other cargo to be lowered or carried into the hold and packed by dock workers. The ship might invited at several other ports ago off-loading a condition consignment of cargo. regarded and identified separately. port visit would delay the delivery of other cargo. Delivered cargo might then have been offloaded into another warehouse before being picked up and delivered to its destination. multiple handling and delays made transport costly, time-consuming and unreliable.
Containerization has its origins in early coal mining regions in England beginning in the behind 18th century. In 1766 James Brindley intentional the box boat 'Starvationer' with ten wooden containers, to transport coal from Worsley Delph quarry to Manchester by Bridgewater Canal. In 1795, Benjamin Outram opened the Little Eaton Gangway, upon which coal was carried in wagons built at his Butterley Ironwork. The horse-drawn wheeled wagons on the gangway took the form of containers, which, loaded with coal, could be transshipped from canal barges on the Derby Canal, which Outram had also promoted.
By the 1830s, railroads on several continents were carrying containers that could be transferred to other modes of transport. The Liverpool and Manchester Railway in the UK was one of these. "Simple rectangular timber boxes, four to a wagon, they were used tocoal from the Lancashire collieries to Liverpool, where they were transferred to horse-drawn carts by crane." Originally used for moving coal on and off barges, "loose boxes" were used to containerize coal from the behind 1780s, at places like the Bridgewater Canal. By the 1840s, iron boxes were in usage as living as wooden ones. The early 1900s saw the adoption of closed container boxes intentional for movement between road and rail.
On 17 May 1917, Benjamin Franklin Fitch inaugurated exploitation of an experimental installation for transfer of the containers called demountable bodies based on his sorting in ]
In 1919, Stanisław Rodowicz, an engineer, developed the number one draft of the container system in Poland. In 1920, he built a prototype of the biaxial wagon. The Polish-Bolshevik War stopped developing of the container system in Poland.
The US Post multinational contracted with the New York Central Railroad to extend mail via containers in May 1921. In 1930, the Chicago & Northwestern Railroad began shipping containers between Chicago and Milwaukee. Their efforts ended in the spring of 1931 when the Interstate Commerce Commission disallowed the usage of a flat rate for the containers.
In 1926, a regular joining of the luxury passenger train from London to Paris, Golden Arrow/Fleche d'Or, by Southern Railway and French Northern Railway, began. For transport of passengers' baggage four containers were used. These containers were loaded in London or Paris and carried to ports, Dover or Calais, on flat cars in the UK and "CIWL Pullman Golden Arrow Fourgon of CIWL" in France. At theWorld Motor Transport Congress in Rome, September 1928, Italian senator Silvio Crespi proposed the use of containers for road and railway transport systems, using collaboration rather than competition. This would be done under the auspices of an international organ similar to the Sleeping Car Company, which provided international carriage of passengers in sleeping wagons. In 1928 Pennsylvania Railroad PRR startedcontainer good in the northeast US. After the Wall Street Crash of 1929 in New York and the subsequent Great Depression, numerous countries were without any means to transport cargo. The railroads were sought as a possibility to transport cargo, and there was an opportunity to bring containers into broader use. In February 1931 the number one container ship was launched. It was called the Autocarrier, owned by Southern Railway UK. It had 21 slots for containers of Southern Railway. Under auspices of the International Chamber of Commerce in Paris in Venice on September 30, 1931, on one of the platforms of the Maritime Station Mole di Ponente, practical tests assessed the best construction for European containers as factor of an international competition.
In 1931, in the US Benjamin Franklin Fitch designed the two largest and heaviest containers in existence. One measured 17 ft 6 in 5.33 m by 8 ft 0 in 2.44 m by 8 ft 0 in 2.44 m with a capacity of 30,000 pounds 14,000 kg in 890 cubic feet 25 m3, and ameasured 20 ft 0 in 6.10 m by 8 ft 0 in 2.44 m by 8 ft 0 in 2.44 m, with a capacity of 50,000 pounds 23,000 kg in 1,000 cubic feet 28 m3.[]
In November 1932 in ]
The developing of containerization was created in Europe and the US as a way to revitalize rail companies after the Wall Street Crash of 1929, which had caused economic collapse and reduction in use of all modes of transport.
In 1933 in Europe under the auspices of the International Chamber of Commerce the International Container Bureau French: Bureau International des Conteneurs, B.I.C. was established. In June 1933, the B.I.C. decided on obligatory parameters for containers used in international traffic. Containers handled by means of lifting gear, such(a) as cranes, overhead conveyors, etc. for traveling elevators group I containers, constructed after July 1, 1933. Obligatory Regulations:
In April 1935 BIC defining a second specifics for European containers:
From 1926 to 1947 in the US, the Chicago North Shore and Milwaukee Railway carried motor carrier vehicles and shippers' vehicles loaded on flatcars between Milwaukee, Wisconsin, and Chicago, Illinois. Beginning in 1929, Seatrain Lines carried railroad boxcars on its sea vessels to transport goods between New York and Cuba.
In the mid-1930s, the piggyback" good transporting highway freight trailers on flatcars limited to their own railroads. The Chicago Great Western Railway filed a US patent in 1938 on their method of securing trailers to a flatcars using chains and turnbuckles. Other components planned wheel chocks and ramps for loading and unloading the trailers from the flatcars. By 1953, the Chicago, Burlington and Quincy, the Chicago and Eastern Illinois, and the Southern Pacific railroads had joined the innovation. nearly of the railcars used were surplus flatcars equipped with new decks. By 1955, an extra 25 railroads had begun some form of piggyback trailer service.
During WWII, the ]
During the same time, the Korean War the Transporter was evaluated for handling sensitive military equipment and, proving effective, was approved for broader use. Theft of fabric and harm to wooden cratesthe army that steel containers were needed.
In April 1951, at UIC 590, known as "pa-Behälter." It was implemented in the Netherlands, Belgium, Luxembourg, West Germany, Switzerland, Sweden and Denmark.
With the popularization of the larger ISO containers, assist for pa containers was phased out by the railways. In the 1970s they began to be widely used for transporting waste.
In 1952 the US Army developed the Transporter into the CONtainer EXpress or CONEX box system. The size and capacity of the Conex were approximately the same as the Transporter, but the system was made modular, by the addition of a smaller, half-size item of 6 ft 3 in 1.91 m long, 4 ft 3 in 1.30 m wide and 6 ft +1⁄2 in 2.10 m high. CONEXes could be stacked three high, and protected their contents from the elements.
The first major shipment of CONEXes, containing technology supplies and spare parts, was made by rail from the Columbus General Depot in Georgia to the ]
In 1955, former trucking agency owner twistlock mechanism atop regarded and identified separately. of the four corners, allowing the container to be easily secured and lifted using cranes. After helping McLean create the successful design, Tantlingerhim to afford the patented designs to industry. This began international standardization of shipping containers.
The first vessels purpose-built to carry containers had begun operation in 1926 for the regular link of the luxury passenger train between London and Paris, the Fleche d'Or. Four containers were used for the conveyance of passengers' baggage. These containers were loaded in London or Paris and carried to the ports of Dover or Calais. In February 1931 the first container ship in the world was launched. It was called the Autocarrier, owned by Southern Railway UK. It had 21 slots for containers of Southern Railway.
The next step was in Europe was after WW II. Vessels purpose-built to carry containers were used between UK and Netherlands and also in Denmark in 1951.: 31 In the United States, ships began carrying containers in 1951, between Seattle, Washington and Alaska. None of these services was particularly successful. First, the containers were rather small, with 52% of them having a volume of less than 3 cubic metres 106 cu ft. Almost all European containers were made of wood and used canvas lids, and they required extra equipment for loading into rail or truck bodies.: 31–32
The world's first purpose-built container vessel was Clifford J. Rodgers, built in Montreal in 1955 and owned by the White Pass and Yukon Corporation. Her first trip carried 600 containers between North Vancouver, British Columbia, and Skagway, Alaska, on November 26, 1955. In Skagway, the containers were unloaded to purpose-built railroad cars for transport north to Yukon, in the first intermodal service using trucks, ships, and railroad cars. Southbound containers were loaded by shippers in Yukon and moved by rail, ship, and truck to their consignees without opening. This first intermodal system operated from November 1955 until 1982.
The first truly successful container shipping company dates to April 26, 1956, when American trucking entrepreneur McLean increase 58 trailer vans later called containers, aboard a refitted tanker ship, the , and sailed them from cargo hold. This method of stowage, referred to as roll-on/roll-off, was non adopted because of the large waste in potential cargo space on board the vessel, known as broken stowage. Instead, McLean modified his original concept into loading just the containers, not the chassis, onto the ship; hence the names "container ship" or "box" ship. See also pantechnicon van and trolley and lift van.
During the first 20 years of containerization, many container sizes and corner fittings were used. There were dozens of incompatible container systems in the US alone. Among the biggest operators, the Sea-Land Service, Inc used 35-foot 10.67 m containers. The standards sizes and fitting and reinforcement norms that now live evolved out of a series of compromises among international shipping companies, European railroads, US railroads, and US trucking companies. Four important ISO International Organization for Standardization recommendations standardized containerization globally:
Based on these standards, the first Hakone Maru] from shipowner NYK, which started sailing in 1968 and could carry 752 TEU containers.
In the US, containerization and other advances in shipping were impeded by the Interstate Commerce Commission ICC, which was created in 1887 to keep railroads from using monopolist pricing and rate discrimination, but fell victim to regulatory capture. By the 1960s, ICC approval was required before any shipper could carry different items in the same vehicle or change rates. The fully integrated systems in the US today became possible only after the ICC's regulatory oversight was cut back and abolished in 1995. Trucking and rail were deregulated in the 1970s and maritime rates were deregulated in 1984.
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Containerization greatly reduced the expense of international trade and increased its speed, particularly of consumer goods and commodities. It also dramatically changed the character of port cities worldwide. Prior to highly mechanized container transfers, crews of 20 to 22 longshoremen would pack individual cargoes into the hold of a ship. After containerization, large crews of longshoremen were not necessary at port facilities, and the profession changed drastically.
Meanwhile, the port facilities needed to help containerization changed. One issue was the decline of some ports and the rise of others. At the Port of San Francisco, the former piers used for loading and unloading were no longer required, but there was little room to determining the vast holding lots needed for storing and sorting containers in transit between different transport modes. As a result, the Port of San Francisco essentially ceased to function as a major commercial port, but the neighboring Port of Oakland emerged as the moment largest on the US West Coast. A similar fate occurred with the relationship between the ports of Manhattan and New Jersey. In the UK, the Port of London and Port of Liverpool declined in importance. Meanwhile, Britain's Port of Felixstowe and Port of Rotterdam in the Netherlands emerged as major ports.
In general, containerization caused inland ports on waterways incapable of receiving deep-draft ship traffic to decline in favor of seaports, which then built vast container terminals next to deep oceanfront harbors in lieu of the dockfront warehouses that had formerly handled break bulk cargo. With intermodal containers, the jobs of packing, unpacking, and sorting cargoes could be performed far from the point of embarkation. such(a) work shifted to gigantic warehouses in rural inland towns, where land and labor were much cheaper than in oceanfront cities. This fundamental transformation of where warehouse work was performed freed up valuable waterfront real estate near the central business districts of port cities around the world for redevelopment and led to a plethora of waterfront revitalization projects such as warehouse districts.
The effects of containerization rapidly spread beyond the shipping industry. Containers were quickly adopted by trucking and rail transport industries for cargo transport not involving sea transport. Manufacturing also evolved to adapt to take advantage of containers. Companies that once sent small consignments began grouping them into containers. Many cargoes are now designed to exactly fit containers. The reliability of containers made just in time manufacturing possible as component suppliers could deliver specific components on regular fixed schedules.
In 2004, global container traffic was 354 million TEUs, of which 82 percent were handled by the world's top 100 container ports.