The history of
warfare is full stories of unintended consequences, in which small actions by
the military trigger events that
continue to affect the civilian world long after the fighting stops. For example, when the British
Navy sought uniform pulley blocks in sufficient quantity during the Napoleonic War, they
inadvertently helped develop the concept of manufacturing interchangeable
parts, fueling the Industrial Revolution.
In the same
conflict, the French offered a cash reward to anyone who could develop a method
of preserving food suitable for use on ships at sea. The prizewinning process was the method for
safely canning food. (This also means
that the can of Wolf Brand Chili I’m having for dinner tonight qualifies as French Cuisine, so I’ll serve it
on the good china.)
Which brings us
to shipping containers, those aluminum shipping boxes that seem to be
everywhere. I was stopped at a railroad
crossing the other day and it seemed that half of the passing train consisted of flatcars carrying 40’ shipping containers.
It seems that the venerable boxcar is slowly becoming as extinct as the
caboose.
While we think
of container shipping as a recent development, the idea of shipping freight in
standardized boxes that could be offloaded onto trucks or ships actually goes
back over a century, but the idea was slow to be adopted because of numerous
problems. Wooden boxes fell apart too
easily and steel boxes were too heavy, but the biggest problem of all was the
constant interference by the Interstate Commerce Commission whose bizarre
regulations all but prohibited any improvements in shipping technology. Attempts were made to develop containerized
cargo during the Great Depression, but the Federal Government forbade it,
fearful that it would hurt employment.
This fear of
improved technology disrupting
the status quo is called creative destruction, and some economists believe that
this irrational fear of the future has been the biggest obstacle to the
creation of wealth all through human history.
Here in the US,
there was fierce union opposition to containerized shipping. Even after the container ports in New Jersey
were killing off the shipping industry in New York, unions on the docks in New
York were still demanding that companies hire crews of twenty-one men to load a
ship when the job was actually done by three men and a crane.
On April 26,
1956, a quiet revolution occurred on the docks of Newark, New Jersey. Malcolm McLean had managed to quietly dance
between the regulations and load 56 aluminum truck trailer bodies onto the SS
Ideal-X, a former World War II tanker that had been converted to cargo
use. Five days later, a crane lifted the
truck bodies off the ship in Houston, Texas.
The facts that Nabisco had just shipped its baked goods to Texas a
little faster than normal and at a fraction of the usual cost was largely
ignored at the time—as were the facts that that the goods had arrived in better
condition than usual and that the cargo had suffered none of the usual dockside “shrinkage".
What McLean had
just done was eliminate the connection between geographical locations and
manufacturing. Factories no longer had
to be built near ports and population centers.
While full implementation was still decades in the future, eventually
economists would realize that fast, safe shipping all but eliminated the cost
of transportation in manufactured goods.
Today, it costs more to upgrade the radio in your new imported car than
it does to ship it from Asia to America. And the fact that your new radio may
have been shipped to multiple countries for relatively minor steps during the
manufacturing process does not figure significantly into the cost.
Which brings us
to the Vietnam War and LBJ. (Yeah, as a
transition, that sucked, but remember, I have to tell this whole story in about
1500 words or people won’t stay on the page long enough for the advertisers to
pay me the fraction of a penny per reader that runs this site.)
In 1965, we had
roughly 24,000 soldiers in Viet Nam The logistics of supplying them was such a
nightmare that the Navy was pulling rusty old World War II cargo ships out of
mothballs in a desperate attempt to supply the troops. Long before they had solved this problem,
President Johnson suddenly announced the tripling of forces in the country. Logistics immediately went from bad to
totally fornicated skyward.
The situation
got worse after the Pentagon decided that since internal transportation in
South Vietnam was poor (few highways, only one deepwater port, no real rail
system, and dilapidated docks and harbors) the military would run a push
supply system instead of a pull supply system. This meant that instead of shipping to
Vietnam what units had requisitioned, the Pentagon would ship everything to
Vietnam in anticipation of future requisitions.
Or to put in more modern terms, instead of being Amazon with Prime
shipping, the Army was going to be a Super Walmart. And the people who were deciding how to stock
the shelves knew nothing of shipping, the facilities available to unload and
warehouse the inventory, or even the needs of combat units fighting in a jungle
in Southeast Asia.
We shipped
everything and the kitchen sink to Vietnam. And the kitchen. In triplicate and
in every available color.
The docks in
Vietnam were a nightmare. First, there
weren’t enough docks for the ships. So
we towed a DeLong dock from South Carolina, through the Panama Canal, across
the Pacific to the new port of Cam Ranh Bay.
A DeLong dock is a 300’ barge with holes in it, designed to towed into
position and secured with pilings driven through the holes. This was to be the first of many such docks
towed to Vietnam.
Even if the
docks had been there, most of the harbors were too shallow to allow deep-water
cargo ships. An LST (Landing Ship Tank)
would sail adjacent to the cargo ships, the freight would be transferred by
hand to the LST, which would ferry the goods to the improvised dock…where there
were not enough warehouses for the material to be stored. The military would usually just leave the
goods on the ship until needed, turning a valuable cargo ship into a floating
warehouse. And usually, by the time the
goods were needed, it usually took too long to unload them. Eventually, so many ships were waiting to be
unloaded that many were sent to wait in the Philippines so the Pentagon could
avoid paying combat pay to the crews waiting.
And since nobody knew where (or even if something was),
commanders in the field screamed for more supplies, which were shipped in
triplicate, adding to the logistic nightmare.
This mess was
largely cleaned up by Malcolm McLean, whose company was now called SeaLand, who
lobbied and eventually persuaded the Pentagon to give him the contract for
containerized freight to Vietnam. His
flat rate shipping contract paid for loading containers, shipping them to
Vietnam, and offloading the containers by crane onto waiting truck bodies and
delivering the cargo to any desired warehouse within thirty miles of the
port. His shipping system was run by
computer with an IBM punch card for each shipping container. Naturally, he charged enough to take the
empty container back to the states and still make a good profit.
Eventually,
SeaLand was shipping 1200 containers a month to Vietnam. McLean bought new ships and an ever
increasing number of aluminum shipping containers.
It is almost
impossible to determine how much profit McLean made from this, but we can
safely say his company was very profitable. Profitable enough that containerized freight,
although still in its infancy, expanded quickly. McLean designed new ships, built the special
docks necessary to handle containerized freight in new port cities, and
expanded his operations into Europe.
Which brings us
to those unintended consequences that I mentioned in the first paragraph. McLean rather quickly decided that since he
had all those empty containers over in Southeast Asia, and since he was already
being paid to ship them back, any money he could make shipping goods east would
just be so much extra profit. So he went
to Japan and asked the fledgling electronics industry if it was interested in
shipping goods at a discount to the United States.
His first
customer was Matsui—but it sure as hell wasn't the last. Just how much the Japanese electronics
industry profited by having access to cheap containerized shipping that early
on is impossible to gauge. Exports of
goods shipped to the United States increased dramatically, changing sleepy
American west coast ports into active centers of commerce.
Containerized
shipping was spreading worldwide and Japan was going to benefit from it even if
McLean hadn’t made that initial and early offer. And Japanese electronics firms were going to
compete with American companies eventually, but there is no doubt that it would
have taken years longer for companies like Sony and Matsui to penetrate the American
market. Perhaps long enough for the
American electronics companies to expand and find a way to compete.
Today, I read in
the news that Oakland is going to convert an old Army base into the largest
container port on the West coast. When
completed, it will be capable of handling the new Super Container ships, the
largest of which is the new OOCL Hong Kong.
Ships are measured today by their TEU capacity, or how many twenty foot
long containers they can carry (even though most containers today are forty
foot units). This new monster ship is
rated at 21,143.
Or put is this
way. She can carry the exact same as the
old SS Ideal-X could carry—on 209 trips.
Mark, those shipping containers are steel not aluminum. Our engineering group modified many of them adding doors, insulation, top side A/C units and built many different kinds of instrumentation systems in them!
ReplyDeleteShipping containers today meet ISO standards and can be either aluminum or steel. In the early days, McLean made his own rules. His containers were 35 feet long instead of 40 and he had to worry more about the lift capacity of cranes--there not being dockside cranes capable of lifting containers in most ports. In the early days of Vietnam, McLean had to use the ships cranes to unload. His containers used aluminum where ever possible to reduce weight, but made the corner posts and frame out of steel. Today, there are still aluminum containers, but the cranes on the docks are capable of lifting far more than they could in the 50's and 60's.
DeleteAmazing what can be accomplished with these shipping containers!
ReplyDeletehttps://www.24hplans.com/top-20-shipping-container-home-designs-and-their-costs/
Malcolm Maclean reminds me a lot of Fred Smith. Early innovators in freight and logistics. Great article as always,Mark.
ReplyDeleteOne of the unintended byproducts of containerized shipping is the "misdelivery" of containters. The shipping industry estimates that as many as 10,000 containers fall overboard every year. Some float long enough to wash up on the shores of remote islands delivering an unexpected bounty of everything from Legos to hockey gloves to radial tires. With the cargo cults that already exist on some of the more primitive islands, suddenly having enough legos delivered to build a temple to the cargo gods could have a disrupting effect on local culture.
ReplyDeleteStuff from the Fukishima tidal wave washed up on shore here in Washington State and Oregon for several years. Some local homeless folks collected the debris and managed to set up almost complete beach huts, complete with appliances and furniture by gathering up the nonradioactive debris. The state did check the stuff for radioactivity and like any good liberal, when they found none, instead of cleaning it up, they left the job to scavengers. For some time our local bums occupied remote beachfront Japanese debris condos - even experimenting with various forms of hobo feng shui. Some containers did show up over time and hobo shacks soon sported Toyo radial sport fences and garden walls. It was quite creative, I hear.
An apocryphal story told to me as a budding Metallurgy Student was that the first containers that came to Melbourne in Australia arrived without the requisite lifting lugs. Not to worry, some bright spark realized the slotted holes in the containers were the same size as the top of a rail head. A quick cut with an oxy torch and a dab of weld and voila one perfect lifting lug. Trouble was the rail head had 0.8 wt% C in it and the weld metal and heat affected zone became Martensitic (a very hard structure without much toughness). The welding process had also been undertaken without due consideration of low Hydrogen entrapment and as a result, the weld was left in a state of incipient delayed cracking..... delayed all right until the container was immediately between the boat and the dock. Apocryphal perhaps, accurate maybe, believable certainly.
ReplyDeleteBy the way, love your posts. Wish I had the time to put some of the crazy stuff I had seen into a blog.