Broadly the history of containers, as we know and use them today, can be classified into three major phases

• Phase 1: Invention and development of containers in the US in the 1950s
• Phase 2:the containerisation of global trade that effectively occurred in the 1970s
• Phase 3: The growth in scale of container usage with gradual globalisation as well as the export-oriented industrialisation of developed/developing countries in the 1990s & beyond.

The idea of some kind of ‘inter-modal’ transport system – so that a transport unit could be utilised for carrying goods on various forms of carrier – can be said to have emerged from the US railroads. This was in the 1950s, as mentioned above.

Motor vehicles had been carried in the Midwest of the USA on flatcars. More regularly and increasingly these flatcar services were utilised to ‘piggy-back’ freight trailers on railways. This trend occurred during the same period as some shipping lines were engaged in experimentation with containers, such as the ones moving between Seattle & Alaska.
In 1956, Malcolm McLean happened to sail a ship from Newark to Houston – with over 50 containers. This was on a converted tanker ship. The idea of goods – moving from one form of transport to another one – without the container being opened was indeed novel. It quickly caught on and soon revolutionised world trade.

While purchasing a second-hand or new container, you need to keep in mind quite a few things. You need to evaluate and consider following aspects:

• Colour: Is colour an important consideration to you? The answer maybe both yes and no! You may get it coated later, and in that case, colour won’t be such as an issue. A credible container vendor will be able to spray your chosen container with the colour you want. Alternatively, you can get a dark shade-finish container.
• Quality: It’s very important to see how damaged or dented is the container (if second-hand), which you are planning to buy. You can take stock of the container damage by carefully examining the unit. Do not forget to survey the roof as well. It can catch your unawares later, as you could discover rust patches as well as dents, which are less apparent or visible from inside.
• Doors: You should inspect the doors with care. Look for rust and also check that the locking bars functions well.
• Storage versatility and capability: You may prefer to specify a new or not-so-old container, whether you’re leasing or buying, if the goods you plan to store are sensitive.

Refrigerated containers are necessary for transporting perishable and temperature sensitive produces and goods.
You have arrived at the right place if you are looking for ‘climate controlled’ refrigerated containers. We understand your anxiety regarding safe transportation of your precious natural and perishable products. Hence, we have made provision to accommodate every kind of food, floral, pharmaceutical produce etc. by designing refrigerated containers that retain the freshness of temperature sensitive items.

Refrigerated Containers are necessary to transport products – from chill controlled semi-perishables to deep frozen – like Fruit and vegetables, Fish Produce; Meats; Bakery products; Airline meals; Chilled foods; Ice-cream; Juice Concentrates; Pharmaceutical products; Frozen food; Dairy products; Genetically modified foods; Toiletries; Food concentrates; Vitamin & minerals produce; Wine, etc.

These containers are so constructed that they can ensure safety of products in need of acute temperature control. They include a fully integral refrigeration machine, which is well capable of holding internal temperatures ranging from +25 to -25 degrees centigrade, as required.

Shipping containers are broadly made in two standard lengths –20ft and 40ft. The width of shipping containers is generally maintained at 8ft (external measurement) whereas their height is about 8ft 6in (giving an internal height of roughly 8ft). Exceptionally, you may go for (buy or lease purpose) a ‘high cube’ container that is extra 1ft high, thus giving an internal height of about 9ft.

For the 20ft container, the metric measurements are usually 6.1m long x 2.4m wide x 2.59m high. This gives a capacity of roughly 39 cubic metres. For site storage these (containers) are often halved; the size being about roughly 10ft long or often even smaller units (lengths of 5ft or 6ft). The smaller containers are more convenient to store as well as transport.

Most specifications, you would notice, are in imperial measures. This is so since the world shipping industry specifications were set before metrification became a norm and remained so. References to TEU indicate ‘20ft equivalent units’ so that any 40ft container equates 2 TEU etc. This term is often used to denote the actual capacity of a port or a container ship.

The Oakland Board of Port Commissioners announced a hike in container fees on March 18. Shippers are just awaiting a verdict on when & by how much the hike will be. Projected as a ‘green’ measure, the hike is apparently aimed at raising funds for pollution reduction projects initiatives as well as improving infrastructure.

‘The Maritime Air Quality Policy’ statement was unanimously passed by appointed commissioners. Shippers urged them to resist a strategy, which they characterised as misguided. “Shippers have shown willingness to pay a fair share of the cost of improving infrastructure and air quality in the ports,” stated senior vice president, govt. relations for the National Retail Federation (NRF) Steve Pfister. He added: “We cannot support proposals, which would be illegal, unfair, & ultimately ineffective.”

Released exactly a year ago, the plan was jointly prepared by the American Association of Railroads, NRF, the Waterfront Coalition, the Pacific Merchant Shipping Association and other groups that are involved in the cargo shipment through California ports. “While the fees address just California ports, they’re of interest to retailers nationwide since those ports act as the gateway for the majority of merchandise – imported from Asia,” stated Pfister.