Cargo Shipping Container Guide: History, Types, and Uses

The humble cargo shipping container has a rich history that spans over a century. It was first patented in 1913 by Malcolm McLean, a trucking entrepreneur.

The first containers were made of wood and used for transporting goods by truck. The wooden containers were prone to damage and had limited capacity.

In the 1950s, steel containers became the norm, offering greater durability and versatility. This marked a significant shift in the shipping industry, enabling faster and more efficient transportation of goods.

The standardization of container sizes in the 1960s revolutionized global trade, making it easier to move goods across borders.

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The history of the cargo shipping container is a fascinating story of innovation and standardization. In the mid-20th century, the modern shipping container was invented, revolutionizing global trade.

Before the standard shipping container, goods came in containers of all shapes and sizes, making handling complicated and costly. Goods often needed to be unloaded and repacked to fit the train car when transferring from ship to rail.

The new standard shipping containers made things standard, allowing goods to be loaded onto ships, trains, and trucks without unpacking. This dramatically reduced costs and delays.

Standardized containers were also much more effective at protecting goods from damage and theft.

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The history of shipping containers is a fascinating story. The concept of using a container for shipping isn't new, but the invention of the modern shipping container in the mid-20th century revolutionized global trade.

Before the standard shipping container, goods came in containers of all shapes and sizes, making handling complicated and very costly. For example, when goods were transferred from ship to rail, they often needed to be unloaded and repacked to fit the train car.

In the 1920s, the London, Midland and Scottish Railway (LMS) was already transferring freight containers. This early adoption of containerized shipping shows how the idea was gaining traction.

The standard shipping containers made things standard, allowing goods to be loaded onto ships, trains, and trucks without having to be unpacked. This dramatically reduced costs and delays.

By the 1970s, many containers still featured riveted aluminum sheet-and-post wall construction, instead of welded, corrugated steel. This shows how the design of shipping containers continued to evolve over time.

In fact, the UIC-590 pa-container, a type of container used in the 1970s, had four different types of walls, as seen in the freight car in the railway museum Bochum-Dahlhausen.

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The history of this subject is fascinating, and it all began around 500 years ago with the invention of the first type of technology. This innovation marked the starting point of a long journey that would lead to the evolution of the subject over time.

The early forms of the technology were often cumbersome and unreliable, but they paved the way for the development of more advanced versions. These early versions were often used for simple tasks, but they laid the foundation for the complex systems we use today.

The introduction of new materials and manufacturing techniques in the 19th century significantly improved the efficiency and effectiveness of the technology. This led to widespread adoption and use in various industries, including transportation and communication.

The 20th century saw the emergence of new technologies that further transformed the subject, with the introduction of digital systems and automation. These innovations enabled the development of more sophisticated and user-friendly systems that are now ubiquitous in modern life.

The evolution of the subject continues to this day, with ongoing research and development aimed at improving performance, reducing costs, and increasing accessibility.

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International standards play a crucial role in ensuring the safe and efficient transportation of cargo shipping containers.

The International Convention for Safe Containers (CSC) was established in 1972 by the Inter-governmental Maritime Consultative Organization. It requires every international container to be fitted with a CSC safety-approval plate, which includes essential information about the container.

The CSC plate holds information such as the container's age, registration number, dimensions, weights, strength, and maximum stacking capability.

The International Organization for Standardization (ISO) has developed a series of standards for freight containers, including ISO 668:2013, which classifies, dimensions, and rates containers.

The ISO standards also cover topics such as vocabulary, corner fittings, and container equipment data exchange.

Here are some of the key ISO standards for freight containers:

There are many types of cargo shipping containers, each designed for specific cargoes. The most prominent variations are refrigerated containers, which make up 6% of the world's shipping boxes, and tanks in a frame for bulk liquids, accounting for 0.75% of the global container fleet.

General-purpose dry vans are the standard type of container, used for a wide range of goods such as boxes, cartons, cases, sacks, bales, pallets, and drums. Special interior layouts are also available for specific products.

The ISO 6346 standard classifies a broad spectrum of container types, including ventilated containers, temperature-controlled containers, and tank containers for liquids, gases, or powders. These containers are often used for dangerous goods, and may contain multiple gas bottles.

Some other specialized types of containers include bulk containers, open-top and open-side containers, and log cradles. Swap body units are also used, but they are generally more expensive to procure and have limitations on their handling and stacking capabilities.

There are various types of containers used for different cargoes. The most prominent variations are refrigerated containers, also known as reefers, which make up 6% of the world's shipping boxes.

Refrigerated containers are used for perishable goods and are essentially dry vans that are either passively or actively ventilated. They're perfect for organic products that require ventilation.

Temperature-controlled containers are another important type, which can be insulated, refrigerated, or heated to keep perishable goods safe during transportation. These containers are a game-changer for industries that deal with temperature-sensitive products.

Tank containers are used for liquids, gases, or powders, and are often used for transporting dangerous goods. Some tank containers can even contain multiple gas bottles, which is a convenient feature for industries that require large quantities of gases.

Bulk containers, also known as bulktainers, are used for transporting bulk minerals and other heavy materials. They come in closed models with roof-lids or open-top units for top loading.

Open-top and open-side containers are designed for easy loading of heavy machinery or oversize pallets. They often feature crane systems that allow for easy loading and unloading without disassembling the container.

Here's a list of some of the most common types of containers:

Swap body units are another type of container that's similar to intermodal containers but often have different features and capabilities. They're generally more expensive to procure but can be useful in certain situations.

The specifications of various types of products can vary greatly.

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ABC containers are small, typically 20 ft long and 5 ft high, used for hauling dense materials, which reduces their tare weight compared to standard containers.

These smaller containers are normally shipped on specialized railroad flatcars, where 6 containers can be carried in the space of 4 standard containers.

Intermediate Bulk Shift Containers are designed to handle large amounts of materials and are made for shipping materials to a destination where they can be further packed and sent off to the final spot.

They are specialized storage shipping containers, designed solely for the intermediate shipping of goods.

Flat rack containers are perfect for shipping heavy machinery, construction materials, and vehicles on tracks because they have collapsible sides.

These containers are available in standard sizes, such as 20' and 40', and are ideal for shipping items that don't fit inside a standard container.

Open-top and flat rack containers are used for cargo that is nonstandard size or shape, or extremely heavy. This includes large machinery or vehicles.

Open-top containers are perfect for shipping materials of any height, and can be loaded using a crane or rolling bridge.

They have lashing rings on the upper, lower, and corner sides to secure the cargo in place.

Here are some key specifications for these types of containers:

Double Door containers are a type of shipping container with doors on both ends, making them ideal for loading and unloading heavy goods like steel or iron.

They come in standardized sizes, including 20ft and 40ft, which are convenient for transporting cargo.

Both doors have weather-tight seals to protect the cargo from natural elements, such as rain or snow.

They also have locking mechanisms to secure the cargo and prevent any potential damage during transit.

Half-Height containers are made primarily of steel and are half the height of full-sized containers. They're perfect for shipping bulk cargo like coal and stones, which need easy loading and unloading.

These containers have a low centre of gravity, allowing them to handle heavier cargo than tall containers. They're often used in the mining industry for this reason.

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Rail transport can be a bit tricky when it comes to container size and type. The loading gauge of a rail system often restricts the modes and types of container shipment.

Some rail systems, like those in Europe, can only accommodate single-stacked containers due to their smaller loading gauges.

In the United Kingdom, there are sections of the rail network where high-cube containers can't pass through or can only pass through on well cars.

Indian Railways, on the other hand, successfully runs double-stacked containers on flatcars under 25 kV overhead electrical wires, as long as the wires are at least 24 feet 5 inches above the track.

China Railway also runs double-stacked containers under overhead wires, but they need to use well cars to do so since the wires are only 21 feet 8 inches above the track.

The standard container dimensions are 20 and 40 feet, but you'll also find variations in different sizes and refrigerated units.

These standard sizes are based on the ISO 668 standard, which sets the height of 20- and 40-foot containers at 8 ft 6 in (2.59 m).

Smaller containers, on the other hand, are not standardized, leading to deviating lengths and non-standard widths and heights.

Container ships come in all shapes and sizes, with different categories based on their capacity and dimensions.

The smallest container ships are called small feeders, which have a capacity of up to 1,000 TEU (Twenty-Foot Equivalent Units). These ships are typically used for smaller container ports.

The next size up is the feeder category, which includes ships with a capacity of 1,001-2,000 TEU. They're often outfitted with cargo cranes on board.

Feedermax ships have a capacity of 2,001-3,000 TEU, and are usually used for smaller container ports. They're often used for regional shipping.

Panamax ships have a capacity of 3,001-5,100 TEU and are limited by the size of the Panama Canal's lock chambers. They have a maximum beam of 32.31 m and a length overall of up to 294.13 m.

Post-Panamax ships have a capacity of 5,101-10,000 TEU and are larger than Panamax ships. They have a maximum beam of over 32.31 m.

New Panamax or Neopanamax ships have a capacity of 10,000-14,500 TEU and are even larger than Post-Panamax ships. They have a beam of up to 49 m and a length overall of 366 m.

The largest container ships are called Ultra Large Container Vessels (ULCVs), which have a capacity of over 14,500 TEU. They're the biggest ships that can fit through the Suez Canal.

Here's a summary of the different size categories:

53-foot containers offer 60% more capacity than 40-foot containers, allowing shippers to consolidate more cargo into fewer containers.

The first 53-foot ocean-capable containers were introduced by APL in 2007, designed to withstand voyages on its South China-to-Los Angeles service.

In 2013, APL stopped offering vessel space for 53-foot containers on its trans-Pacific ships, but other shipping companies have continued to use them on various routes.

Oceanex offers 53-foot-container ocean service to and from Newfoundland within Canada.

Both Crowley and TOTE Maritime announced the construction of their respective second combined container and roll-on/roll-off ships for Puerto Rico trade in 2015, with the specific design to maximize cubic cargo capacity by carrying 53-foot containers.

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Small containers can be quite diverse in their dimensions. The ISO 668 standard doesn't apply to them.

Smaller units are often used for storage or off-shore use. They can be as short as 6+1⁄2 ft (1.98 m) in length.

Non-standard widths of 7 ft 3 in (2.20 m) and 6 ft 5 in (1.95 m) are common in smaller containers. This can make them harder to mix and match with standard-sized containers.

Smaller containers can have non-standard heights, such as 7 ft 5 in (2.26 m) or 6 ft 3 in (1.91 m). This can affect how they're stacked and stored.

In Japan, a unique standard pallet size has led to the use of 12-foot containers in domestic freight rail transport. These containers are 3.66 meters long.

The 19D-type container, used by JR Freight in Japan, is a classic example of this standard size. I've seen pictures of these containers being moved by U.S. Navy tractors at Kin Red Port in Okinawa.

The 12-foot container size is specifically designed to fit Japan's standard pallets. This has become a standard practice in Japan's rail transport industry.

Here are some examples of 12-foot containers in use:

Specialized containers are a crucial part of cargo shipping, designed to handle unique and high-risk cargo. They're not your average containers, but custom-made units tailored to specific purposes.

There are two main types of specialized containers: Swap Body Containers, which are used mainly in Europe and have a firm bottom and convertible top, and Special-Purpose Containers, which are custom-made for high-profile services like the shipment of weapons and arson.

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Swap Body Containers are useful for shipping many products, but they're not standardized shipping container units. They're provided with a firm bottom and a convertible top, making them suitable for a variety of cargo.

Special-Purpose Containers, on the other hand, are designed with security as their top priority. Their construction and material composition depend on the particular purpose they need to serve.

Here are some examples of specialized containers:

Swap Body containers are a type of container used mainly in Europe. They are not made according to the ISO standards, making them non-standardized shipping container units.

One of the key features of Swap Body containers is their firm bottom, which makes them suitable for shipping a wide range of products. They also have a convertible top, allowing for easy loading and unloading of goods.

In terms of safety, it's essential to consider the importance of container seals, which are used to secure the container during transportation. There are different types of container seals, each with its own requirements and specifications.

Swap Body containers are designed for efficient shipping, and their unique features make them an essential part of the logistics industry.

Tanks are a type of specialized container used for storing liquids and other materials. They come in various sizes, but tank containers are typically around 20ft long.

These containers are used for a wide range of products, including chemicals, oils, and food-grade products. They're a common sight in industrial areas, where they're used to transport and store goods safely.

Tank containers can be used for both dry and liquid goods, making them a versatile option for many industries.

Special-Purpose containers are custom-made for specific tasks, such as shipping weapons or hazardous materials. They prioritize security above all else.

Their construction and material composition depend on the particular purpose they need to serve, but security is always the top priority.

Refrigerated and Special-Purpose Containers are two types that stand out from the rest.

Refrigerated ISO Containers are used to ship perishable substances like meats, fruits, and vegetables over long distances.

They're made from weathering steel called 'Cor-ten' steel, which is specifically designed to withstand harsh conditions.

Special-Purpose Containers, on the other hand, are custom-made for specialized purposes, such as shipping weapons or hazardous materials.

Security is the top priority when it comes to these containers, with construction and material composition tailored to meet specific needs.

These containers are not your average shipping containers, but rather units that serve a higher purpose.

Container handling is a complex process that requires careful attention to detail. Containers are transferred between rail, truck, and ship by container cranes at container terminals, or by forklifts and other equipment outside of terminals.

Forklifts and other equipment have specific limitations when it comes to handling certain types of containers. For example, 45-foot containers can't be forklifted, due to their structure and strength.

Container ships lose a significant number of containers at sea each year, with estimates ranging from 2,000 to 10,000 containers annually. This can result in massive losses, with one major shipping accident in 2013 resulting in the sinking of the MOL Comfort with 4,293 containers onboard.

As container ships get larger and stacking becomes higher, the threat of containers toppling into the sea during a storms increases. This is due to a phenomenon called "parametric rolling", which can cause a ship to roll 30-40 degrees and snap lashings and locks, resulting in losses into the sea.

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Tunnel containers are a great option for quick and efficient loading and unloading of materials. They have doors on both ends, allowing for easy access from either side.

This design feature can significantly reduce the time it takes to load and unload materials, making tunnel containers a popular choice for many industries.

Open side storage containers offer a unique advantage in terms of loading and unloading materials. They have doors that can change into open sides, providing a much wider room for loading.

This feature makes the loading and unloading process quite easy, especially for large cargo that might not fit through a regular door. Open-side containers come in sizes 20′ and 40′.

These larger sizes are essential for handling oversized cargo, and they provide enough space for materials that would otherwise be difficult to manage.

Container handling is a crucial aspect of container shipping, and it's essential to understand the various ways containers can be transferred between rail, truck, and ship.

Forklifts, reach stackers, straddle carriers, container jacks, and cranes may be used to load and unload trucks or trains outside of container terminals.

Swap bodies, sidelifters, tilt deck trucks, and hook trucks allow transfer to and from trucks with no extra equipment.

The structure and strength of 45-foot containers limit their tolerance of side-lifting, and they cannot be forklifted, based on ISO 3874 (1997).

Container cranes at container terminals transfer containers between rail, truck, and ship efficiently.

Containers can be handled and lifted in various ways by their corner fixtures, but the corner fixtures of 45-foot containers are not designed for side-lifting.

ISO-standard containers can be handled and lifted in a variety of ways by their corner fixtures.

Securing Contents is a crucial aspect of container handling and safety. Conventional restraint methods and materials, such as steel strapping and wood blocking and bracing, have been around for decades and are still widely used.

Steel strapping is a common method for securing containers. Polyester strapping and lashing, and synthetic webbings are also widely used today.

Dunnage bags, also known as "air bags", are used to keep unit loads in place. They can be used in conjunction with other securing methods for added stability.

A lashing system is used to secure containers to the ship using devices made from wire rope, rigid rods, or chains. Turnbuckles are used to tension the lashings.

The effectiveness of lashings is increased by securing containers to each other, either by simple metal forms or more complicated devices such as twist-lock stackers. A typical twist-lock has a shear strength of 48 tonnes.

A buttress system is used on some large container ships, featuring large towers attached to the ship at both ends of each cargo hold. The system is structurally secured by a removable stacking frame that holds each tier of containers together.

Securing containers on a ship can be done with steel lashing bars and turnbuckles, or with polyester lashing application. Polyester strapping and dunnage bag application are also common methods.

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The bridge of a container ship is a critical area that requires careful design and placement. As of 2015, some large container ships now have their bridge further forward, separate from the exhaust stack.

This design change helps to reconcile the demand for larger container capacity with SOLAS visibility requirements.

Container ships working in European ports and rivers have liftable wheelhouses that can be lowered to pass under low bridges.

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Safety and security are top priorities in container handling, and for good reason. The estimated annual losses of individual containers overboard is 546, with total losses including catastrophic events averaging 1,679 per year. This can result in significant environmental threats, known as "marine debris", once containers are dropped into the sea.

Container ships are becoming larger and stacking is getting higher, increasing the threat of containers toppling into the sea during storms. This phenomenon is called "parametric rolling", which can cause powerful torque on a 10-high stack of containers, resulting in losses into the sea.

A major shipping accident occurred in 2013 when the MOL Comfort sank with 4,293 containers onboard in the Indian Ocean. This highlights the importance of ensuring the safety and security of cargo during transportation.

According to a survey conducted by the WSC from 2008-2019, the average number of shipping containers lost at sea was 1,382. However, this number decreased significantly in the 3-year period from 2017-2019, down to an average of 779 containers lost annually.

Safety and security risks in container shipping operations can be analyzed through case studies, such as one conducted in Taiwan. This study identified risks and developed strategies to mitigate them, demonstrating the importance of ongoing research and improvement in this area.

A notable resource on maritime security is Michael McNicholas' book "Maritime Security: An Introduction", published in 2008. This book provides an overview of the topic, highlighting the complexities and challenges involved in ensuring the safety and security of container shipping operations.

The busiest container ports in the world are a key part of global trade, with the Port of Shanghai handling an astonishing 43,303,000 TEU in 2019.

In fact, seven of the top ten container ports that year were located in China, with Shanghai taking the top spot, followed closely by Singapore in second place.

Shanghai's massive container traffic is a testament to the port's efficiency and strategic location.

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Half the containers that enter the United States leave empty, with their value in the US being lower than in China. They're often repurposed for other uses, typically at the end of their voyaging lives.

The US military has used Conex containers as on-site storage, or easily transportable housing for command staff and medical clinics. This is just one example of how containers can be repurposed for practical uses.

Repurposing used shipping containers is a practical solution to both social and ecological problems, as it reduces waste and conserves energy. A regular forty-foot container has about 9,000 pounds of steel, which takes 8,000 kWh of energy to melt down.

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Repurposing is a creative way to breathe new life into old shipping containers. Half the containers that enter the United States leave empty, which is a significant number.

Their value in the US is lower than in China, so they are often used for other purposes. This is typically but not always at the end of their voyaging lives.

The US military has used its Conex containers as on-site storage or easily transportable housing for command staff and medical clinics. Nearly all of the more than 150,000 Conex containers shipped to Vietnam remained in the country, primarily as storage or other mobile facilities.

Repurposing used shipping containers is increasingly a practical solution to both social and ecological problems. A regular forty-foot container has about 9,000 pounds of steel, which takes 8,000 kWh of energy to melt down.

When shipping goods, you have two main options: Less than Container Load (LCL) or Full Container Load (FCL) shipping. LCL shipping involves sending smaller loads, while FCL shipping fills an entire container with goods.

LCL is a great option for smaller shipments or when you don't have enough goods to fill a full container. This method is often more cost-effective for smaller businesses or individuals.

FCL shipping, on the other hand, is ideal for larger shipments or when you need to send a large quantity of goods. This method can be more cost-effective for businesses with high-volume shipments.

Here's a quick comparison of LCL and FCL shipping:

In the end, the choice between LCL and FCL shipping depends on your specific needs and the size of your shipment.

You can instantly calculate your container costs and determine your freight rates using a free container shipping calculator that delivers accurate container rate estimates.

To get an estimate, just tell the calculator about your shipment, and it will use the world's largest freight rate database to provide you with a quote.

Container shipping rates and prices are determined by several factors, including the form of the cargo, the mode of transport, the weight of your goods, and the distance and popularity of the delivery destination from the point of origin.

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Understanding these factors is vital to determining the total landed cost of the goods and what your bottom line will be.

Currently, prices start from $2,327 in the China/Central Asia to North America West Coast route, and $3,395 in the China/Central Asia to North America East Coast route.

To navigate through the complexities of container shipping costs, you can use a Container Shipping Calculator, which is designed to provide you with accurate, real-time rates.

Here's a rough breakdown of what you can expect to pay for container shipping:

Keep in mind that these prices are just estimates and can vary depending on your specific shipment details.

You can also view live international freight rates, prices, and trends, updated daily from the world's largest freight rate index on the Freightos Baltic Index (FBX).

The global freight industry is dictated by basic economics, which means that container rates can go up substantially during the busiest shipping seasons.

Container rates can increase significantly during peak shipping seasons, impacting the cost of shipping cargo.

To stay ahead of the game, it's essential to keep your shipping knowledge current and your strategy informed with the latest news, trends, and insights in the dynamic world of container shipping.

Here are some key factors to consider when navigating the container shipping market:

Container shipping has a significant impact on the environment and the economy.

Container shipping is often more fuel-efficient and environmentally friendly compared to other transport methods.

One of the key benefits of container shipping is its cost-effectiveness.

Standardization lowers handling costs and enhances supply chain predictability.

Here are some of the key environmental benefits of container shipping:

The efficiency of container shipping also has economic benefits, such as reducing turnaround times at ports.

This helps to keep costs down and enhances supply chain predictability.