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admin | Category: Shipping Container Manufacturers | 13.01.2014
20 FT Container, separate lockable storage area, steel stud, 50mm EPS insulation, 9mm ply internal wall cladding, custom fabricated steel door with lever handle and deadlock, 2no.
40 FT Container, separate lockable storage area, steel stud, 50mm EPS insulation, 9mm ply internal wall cladding, custom fabricated steel door with lever handle and deadlock, 2no.
Containerization (British:containerisation) is a system of freight transport based on a range of steel intermodal containers (also 'shipping containers', 'ISO containers' etc). Containerisation has its origins in early coal mining regions in England from the late 18th century on.
By the 1830s, railroads on several continents were carrying containers that could be transferred to other modes of transport. In the United Kingdom, several railway companies were using similar containers by the beginning of the 20th century and in the 1920s the Railway Clearing House standardised the RCH container.
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. During WWII the Australian Army used containers to help overcome the various breaks of gauge. In 1955, former trucking company owner Malcom McLean worked with engineer Keith Tantlinger to develop the modern intermodal container.
Toward the end of World War II, the United States Army used specialized containers to speed the loading and unloading of transport ships. In the United States, 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. Containerization greatly reduced the expense of international trade and increased its speed, especially of consumer goods and commodities.
However, few initially foresaw the extent of the influence of containerization on the shipping industry. The widespread use of ISO standard containers has driven modifications in other freight-moving standards, gradually forcing removable truck bodies or swap bodies into standard sizes and shapes (though without the strength needed to be stacked), and changing completely the worldwide use of freight pallets that fit into ISO containers or into commercial vehicles.
Use of the same basic sizes of containers across the globe has lessened the problems caused by incompatible rail gauge sizes in different countries. Containers have become a popular way to ship private cars and other vehicles overseas using 20 or 40ft containers. Containerization increases the fuel costs and reduces the capacity of the transport as the container itself, in addition to its contents, must be transported; stackable standardised containers are usually heavier than packaging with less stringent requirements.
Containers are intended to be used constantly, being loaded with new cargo for a new destination soon after having been emptied of previous cargo. Shipping container architecture is the use of containers as the basis for housing and other functional buildings for people, either as temporary or permanent housing, and either as a main building or as a cabin or workshop. Containers are also beginning to be used to house computer data centers, although these are normally specialized containers. Containers are built to standardised dimensions, and can be loaded and unloaded, stacked, transported efficiently over long distances, and transferred from one mode of transport to another—container ships, rail and semi-trailer trucks—without being opened. In 1795 Bejamin Outram opened the Little Eaton Gangway upon which coal was carried in wagons built at his Butterley Ironworks. Beginning in 1929, Seatrain Lines carried railroad boxcars on its sea vessels to transport goods between New York and Cuba.[3] In the mid-1930s, the Chicago Great Western Railway and then the New Haven Railroad began "piggy-back" service (transporting highway freight trailers on flatcars) limited to their own railroads.


These non-stackable containers were about these size of the later 20 foot ISO container and perhaps made mainly of wood .
The challenge was to design a shipping container that could efficiently be loaded onto ships and held securely on long sea voyages.
The army used the term "transporters" to identify the containers, for shipping household goods of officers in the field.
By the 1960s, ICC approval was required before any shipper could carry different items in the same vehicle, or change rates. In the 1950s Harvard University economist Benjamin Chinitz predicted that containerization would benefit New York by allowing it to ship its industrial goods more cheaply to the Southern United States than other areas, but did not anticipate that containerization might make it cheaper to import such goods from abroad. The cargo is not visible to the casual viewer and thus is less likely to be stolen; the doors of the containers are usually sealed so that tampering is more evident. The vast majority of containers are never subjected to scrutiny due to the large number of containers in use. This is not always possible, and in some cases, the cost of transporting an empty container to a place where it can be used is considered to be higher than the worth of the used container. Containers lost in rough waters are smashed by cargo and waves and often sink quickly.[31] Although not all containers sink, they seldom float very high out of the water, making them a shipping hazard that is difficult to detect.
As the ship listed, some containers were lost, while others were held on board at a precarious angle.
Intermodal shipping got a huge boost in the early 1970s when carriers won permission to quote combined rail-ocean rates. The Box that changed the world: Fifty years of Container Shipping - an illustrated history. We Offer Expert AdviceThe UK's Widest Range of Plastic Storage BoxesEstablished 40+ Years. The system was developed after World War II, led to greatly reduced transport costs, and supported a vast increase in international trade. By 1953, the CB&Q, the Chicago and Eastern Illinois and the Southern Pacific railroads had joined the innovation. The world's first intermodal container system used the purpose-built container ship the Clifford J. McLean had initially favored the construction of "trailerships"—taking trailers from large trucks and stowing them in a ship’s cargo hold. Prior to highly mechanized container transfers, crews of 20-22 longshoremen would pack individual cargoes into the hold of a ship.
At the Port of San Francisco, the former piers used for loading and unloading were no longer required, but there was little room to build the vast holding lots needed for container transport. Some containers are fitted with electronic monitoring devices and can be remotely monitored for changes in air pressure, which happens when the doors are opened. The use of container trains in all these countries makes trans-shipment between different gauge trains easier. Container capacity is often expressed in twenty-foot equivalent units (TEU, or sometimes teu). However, for most goods the increased fuel costs and decreased transport efficiencies are as of 2011[update] more than offset by the savings in handling costs.


In recent years there have been increased concerns that containers might be used to transport terrorists or terrorist materials into a country undetected. Shipping lines and Container Leasing Companies have become expert at repositioning empty containers from areas of low or no demand, such as the US West Coast, to areas of high demand such as China.
The design incorporated a twistlock mechanism atop each of the four corners, allowing the container to be easily secured and lifted using cranes. During the Korean War the transporter was evaluated for handling sensitive military equipment and, proving effective, was approved for broader use. The standard sizes and fitting and reinforcement norms that now exist evolved out of a series of compromises among international shipping companies, European railroads, U.S. After containerization, large crews of longshoremen were no longer necessary at port facilities and the profession changed drastically.
As a result the Port of San Francisco virtually ceased to function as a major commercial port, but the neighboring port of Oakland emerged as the second largest on the West Coast of America. It has been predicted that, at some point, container ships will be constrained in size only by the depth of the Straits of Malacca, one of the world's busiest shipping lanes, linking the Indian Ocean to the Pacific Ocean. On railways the maximum weight of the container is far from the railcar's maximum weight capacity, and the ratio of goods to railcar is much lower than in a break-bulk situation.
However, damaged or retired containers may also be recycled in the form of shipping container architecture, or the steel content salvaged. The early 1900s saw the adoption of closed container boxes designed for movement between road and rail. Theft of material, damage to wooden crates, and prolonged handling time by longshoremen at the Port of Busan,[citation needed] convinced the army that steel containers were needed.
Its 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 the Yukon, in the first intermodal service using trucks, ships and railroad cars. In some areas (mostly the USA, Canada and India) containers can be carried double stacked by rail, but this is usually not possible in other rail systems. Southbound containers were loaded by shippers in the Yukon and moved by rail, ship and truck to their consignees, without opening. In the UK, longshoremen's unions protested the change to containerization, resulting in the elimination of London and Liverpool as major ports. The first major shipment of CONEXes, containing engineering supplies and spare parts, was made by rail from the Columbus General Depot in Georgia to the Port of San Francisco, then by ship to Yokohama, Japan, and then to Korea, in late 1952; shipment times were almost halved. By the time of the Vietnam War the majority of supplies and materials were shipped with the CONEX. In general, inland ports on waterways incapable of deep draft ship traffic also declined from containerization in favor of seaports. With intermodal containers, the job of sorting and packing containers could be performed far from the point of embarcation.



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