Containerization

John Gancer
Geog 465
11/08/2011
Julie Cidell
*note: rough draft, still works on title, not finished with citing and bibliography

The launching of the first container ship Ideal X by Malcolm McLean in 1956 is often considered as the beginning of containerization. In the early years of container shipping, watercraft capableness remained very limited in scale and geographical deployment, and the ships use were simply converted tankers. Shipping companies and other logistics players hesitated to embrace the refreshed technology, as it required large capital investments in ships, terminals and interior transport. The first transatlantic container service between the US atomic number 99 Coast and Northern Europe in 1966 marked the range of long distance containerized trade. The first specialized cellular containerships were delivered in 1968 and soon the containerization process expanded over naval and upcountry freight transport systems (Rodrigue and Notteboom, 2009; Levinson, 2006).




Container shipping developed rapidly collect to the adoption of standard container sizes in the mid 1960s and the sentiency of industry players close to the advantages and cost savings resulting from faster vessel turnaround times in ports, the reduction in the train of damages and associated insurance fees, and the integration with inland transport modes such as trucks, barges and trains. The large-scale adoption of the container in combination with the globalization process drove worldwide container port throughput from 36 meg TEU in 1980 to 237 million TEU in 2000 and 545 million TEU in 2010. roughly 60% of the world port throughput involved laden containers, about 20% are empty containers. The remainder consists of transshipped containers. The world container traffic, the dictatorial number of containers being carried by sea, has grown from 28.7 million TEU in 1990 to 152 million TEU in 2008, implying an average annual increase of
9.5%.
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