The coming revolutionWhen you look

The coming revolution
When you look at the inventions or innovation of the last 100 years, there are lots of products, most of them in physical form, such as smart phones. But this really low-teach invention of the container has done more for global trade than anything else.
Saren Skou, CEOP, Maersk Line 2012
1966: a critical year
In 1966 Maersk Mc-Kinney Moller and the Maersk Line management embarked on the journey towards containerization. Maersk Line had been in the deep-sea liner business for nearly 40 years and was well established in the Pacific, considered one of the larger trades together with the other east-west trade of the Atlantic Ocean and Europe-Asia, as well as several regional trade, primarily in Southeast Asia. However, their competitors had already made the crucial decision to introduce new services, transporting standardised containers. Maersk Line decides in favour of an alternative to the standard container, and it would take nearly a decade for the company to launch its first fully containerized service. On the troublesome way, Maersk Mc-Kinney Moller and the Maersk organization would nature and grow into a modern and even more internationally oriented business
In the mid 1960s, the world was changing rapidly: the global population had increased by one-third in less than two decades and now numbered around 3.3 billion. Trades in Maersk Line’s main markets in North America and Asia increased dramatically in the same period. The United States international trade rose from $19.4 billion to $50.3 billion and Japan’s from $1.7 billion to$15.8 billion. Only a limited number of people in and around the shipping industry had the vision to see the opportunities offered by the standard container for facilitating and expanding this trade. The industry would go through significant changes, and indeed itself become a major driver for changing the world as commodities were moved from break-bulk into containers.
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(Hình ảnh)
Figure 1.9 Ane Maersk Mc-Kinney Uggla succeeded her father, Maersk Mc-Kinney Moller, as chairman of the A.P.Moller and Chastine Mc-Kinney Moller Foundation in 2012.
Perspective that means solutions will last. This approach has a direct link to the first generations in the company and underlines the strong commitment of the Moller family to the group.
A.P.Moller-Maersk A/S is listed on the Copenhagen Stock Exchange and more than 65,000 shareholders have interests in the company. There is no longer a family member on the A.P.Moller-Maersk Executive Board, and no family member is part of the top management. Thus, according to our earlier definition, A.P.Moller-Maersk is not strictly speaking a family business. However, as we will show in this book, the Moller family’s values and business principles remain the guiding principles for the way Maersk does business
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Box 2.1 types of ships
In this book, we mention three types of ships:
Bulk carriers are ships that transport large, homogeneous cargoes, for example grain, iron ore, coal and crude oil. Dry cargoes are moved in bulk carriers and crude oil in very large crude carriers (VLCCs|) or ultra large crude carriers (VLCCs)
Specialised ships transport chemicals, liquefied gases, forest products, wheeled vehicles and refrigerated cargoes. These five types of ship are very different in design.
Container ships are designed with cellular cargo holds to facilitate efficient handling of containers
Sourse: M. Stopford, Marinetime Economics, 3rd edition, Routledge, 2009, p.36.
Containerisation became a fact of life in 1966, a fact all participants in liner shipping eventually had to confront and make decisions about. The owners of conventional break-bulk cargo ships and, in the case of Maersk Line, ships designed for handling pallets were faced not only with potentially overwhelming investments in container ships, but also with expanding their focus from pure ship operations to encompass terminal and inland operations. A race began, where the operators might have seen the short-term potential of containers but were unable to foresee the long term implications for themselves, their customers and indeed global consumers.
The concept and the consequences
One man, Malcom McLean, who was later to form Sea-Land, had initiated and managed the introduction of seaborne container transport to the domestic American market in 1956 and worked relentlessly to optimize the ships, terminals and inland transport systems and devise a way to supply an attractive product to customers. Other operators followed by introducing container services, and gradually their customers adapted to the opportunities container transport offered. The first containers were either 16 , 24 or 35 feet long; standardization was pivotal to the wider penetration of the container as a means for transport.
Initially, containerization was a differentiator used by shipping companies in the United States and shortly afterwards in Australia. The story of how containers developed has been told many times. It begins with
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Box 2.2 The standard container
In this book we have determined that the container revolution started with the ISO container. However, we do agree that Malcom Mclean should be credited with introducing seaborne container transport on the occasion of Ideal X’s departure from Newark on 26 April 1956.
Some will argue that containerized transport took place in the seventeenth century, when Portuguese merchants brought home pepper in coconut shells from India; or that the British company Sainsbury’s first introduced containers that were easy to transfer from rail to lorry and to ship; or that the Danish shipping company DFDS introduced door to door services in the 1950s. We acknowledge all these developments, but it is our contention that it was only when agreement was made on the standard container that international container shipping emerged as an enabler for globalization.
The US Maritime Administration (MARAD) and the American Standards Association initiated discussions on standardising containers in 1958 and the National Defense Transportation Association joined in 1959. On 14 April 1961 it was decided that a standard container was to be 8 x 8 x 10, 20, 30 or 40 feet, and the US authorities announced that only containerships designed for those sizes could receive construction subsidies.
The International Standard Organisation (ISO) moved to establish international guidelines and the American dimensions were adopted by 1964. Work continued on requirements for the strength and lifting of containers, but the agreement about external sizes meant that ship owners could start designing ship specialized to carry standard containers. In 1967, 107 container ships were under construction and 95 per cent were designed according to the new standards.
Converted Second World War tankers and continue with ship owners ordering container ship designed specifically to carry their containers some favoured 16 foot, others 24 foot and still others 35 foot containers. In 1964, the Kooringa of Australia was the world’s first fully cellular container ship, a significant innovation in the handling of containers. The new container services were adopted by customers and began to attract the attention of competitors in the global shipping industry. That interest increased sharply when the container revolution took a further step.
Whatever their length, containers provided a safe and efficient means of transporting commodities that were stowed inside their steel or aluminium walls. Trucking and shipping companies offered their customers individually designed containers to encourage them to optimize their operations. However, the differences in length restrained the development of intermodal transport systems, where the container could be moved easily from
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Figure2.1: The start of the container revolution. On 26 April 1956 Malcom McLean and his innovative staff loaded the first containers on board the Ideal X in Port Elizabeth in New Jersey, United States. The first voyage was to Houston. Texas.
A trailer to a train to a ship, and vice versa .The first initiative to standardize container dimensions came out of MARAD in 1958 (see Box 2.2) . The process of international approval continued until 1964, when the dimensions of containers were agreed, and during the following years the standard was adopted by government bodies, shipping companies and, not least, shippers. This meant that ship owners could start ordering ship that would make transporting goods five times more efficient than the conventional break-bulk cargo ships.
In 1966, containerization was taken to yet another level when it became truly international. No fewer than three American operators started Trans Atlantics services in the spring of 1966, with U.S.Lines credited for shipping the first ISO-standard 20 foot containers to Europe.
As with many other inventions, the political climate and war created the foundation for faster developments. Liner shipping is dependent on base cargo, that is, agreements with shippers who guarantee a certain quantity
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of cargo on a regular basis. The dominant shipper in international and intercontinental container shipping in the 1960s was the US Department of Defense. The continuing Cold War and key events like the Soviet invasion of Czechoslovakia in 1968 led to the steady build-up of American military bases in Europe and those base needed supplies was shipped in containers. SeaLand’s commercial agreements with the Department of Defense, in Europe and soon afterwards in the Vietnam theatre of war, were of crucial importance for the development of ships, terminals and equipment.
Also , in 1966 , another man , an unidentified consultant with McKinsey& Co., grasped the future in a precise manner that is, even with the benefit of hindsight, remarkable. McKinsey was assigned by the Briti

Kết quả (Việt) 1:

Cuộc cách mạng sắp tớiKhi bạn nhìn vào phát minh hay cải tiến trong 100 năm qua, có rất nhiều sản phẩm, đa số là ở dạng vật lý, chẳng hạn như điện thoại thông minh. Nhưng điều này thực sự thấp-dạy các phát minh của container đã làm nhiều hơn cho thương mại toàn cầu hơn bất cứ điều gì khác. Saren Skou, CEOP, Maersk Line 20121966: một năm quan trọng Năm 1966 công ty Maersk Mc-Kinney Moller và quản lý công ty Maersk Line bắt tay vào hành trình hướng đến containerization. Maersk Line đã trong kinh doanh của lót biển sâu trong gần 40 năm và cũng được thành lập tại Thái Bình Dương, được coi là một trong các ngành nghề lớn hơn cùng với thương mại Đông-Tây khác của Đại Tây Dương và Châu á Europe, cũng như một số khu vực thương mại, chủ yếu ở đông nam á. Tuy nhiên, đối thủ cạnh tranh của họ đã thực hiện quyết định rất quan trọng để giới thiệu dịch vụ mới, vận chuyển container tiêu chuẩn hóa. Maersk Line quyết ủng hộ một thay thế cho các container tiêu chuẩn, và nó sẽ mất gần một thập kỷ cho công ty để khởi động dịch vụ container đầy đủ đầu tiên của nó. Trên đường phiền hà, Maersk Mc-Kinney Moller và tổ chức công ty Maersk nào thiên nhiên và phát triển thành một doanh nghiệp hiện đại và theo định hướng hơn quốc tế In the mid 1960s, the world was changing rapidly: the global population had increased by one-third in less than two decades and now numbered around 3.3 billion. Trades in Maersk Line’s main markets in North America and Asia increased dramatically in the same period. The United States international trade rose from $19.4 billion to $50.3 billion and Japan’s from $1.7 billion to$15.8 billion. Only a limited number of people in and around the shipping industry had the vision to see the opportunities offered by the standard container for facilitating and expanding this trade. The industry would go through significant changes, and indeed itself become a major driver for changing the world as commodities were moved from break-bulk into containers.Trang 26 (Hình ảnh)Figure 1.9 Ane Maersk Mc-Kinney Uggla succeeded her father, Maersk Mc-Kinney Moller, as chairman of the A.P.Moller and Chastine Mc-Kinney Moller Foundation in 2012.Perspective that means solutions will last. This approach has a direct link to the first generations in the company and underlines the strong commitment of the Moller family to the group.A.P.Moller-Maersk A/S được niêm yết trên sở giao dịch chứng khoán Copenhagen và hơn 65.000 cổ đông có lợi ích trong công ty. Có không còn có một thành viên gia đình vào ban chấp hành A.P.Moller-Maersk, và không có thành viên gia đình là một phần của việc quản lý hàng đầu. Do đó, theo định nghĩa trước đó của chúng tôi, A.P.Moller-Maersk là không nghiêm chỉnh nói một doanh nghiệp gia đình. Tuy nhiên, chúng tôi sẽ hiển thị trong cuốn sách này, giá trị và nguyên tắc kinh doanh của gia đình Moller vẫn nguyên tắc hướng dẫn cho cách Maersk làm kinh doanhTrang 28Các loại hộp 2.1 tàuTrong cuốn sách này, chúng tôi đề cập đến ba loại tàu:Tàu chở hàng rời là con tàu vận chuyển hàng hóa lớn, đồng nhất, ví dụ như ngũ cốc, quặng sắt, than đá và dầu thô. Khô hàng hóa được chuyển vào tàu chở hàng rời và dầu tàu sân bay thô rất lớn (VLCCs|) hoặc tàu sân bay thô cực lớn (VLCCs)Chuyên về tàu vận chuyển hóa chất, khí hóa lỏng, lâm sản, bánh xe và hàng hóa trong tủ lạnh. Những năm loại tàu là rất khác nhau trong thiết kế.Tàu thủy chở container được thiết kế với vận chuyển hàng hóa tế bào giữ để tạo thuận lợi cho hiệu quả xử lý containerSourse: M. Stopford, kinh tế Marinetime, Ấn bản lần 3, Routledge, năm 2009, p.36. Containerisation became a fact of life in 1966, a fact all participants in liner shipping eventually had to confront and make decisions about. The owners of conventional break-bulk cargo ships and, in the case of Maersk Line, ships designed for handling pallets were faced not only with potentially overwhelming investments in container ships, but also with expanding their focus from pure ship operations to encompass terminal and inland operations. A race began, where the operators might have seen the short-term potential of containers but were unable to foresee the long term implications for themselves, their customers and indeed global consumers.The concept and the consequences One man, Malcom McLean, who was later to form Sea-Land, had initiated and managed the introduction of seaborne container transport to the domestic American market in 1956 and worked relentlessly to optimize the ships, terminals and inland transport systems and devise a way to supply an attractive product to customers. Other operators followed by introducing container services, and gradually their customers adapted to the opportunities container transport offered. The first containers were either 16 , 24 or 35 feet long; standardization was pivotal to the wider penetration of the container as a means for transport. Initially, containerization was a differentiator used by shipping companies in the United States and shortly afterwards in Australia. The story of how containers developed has been told many times. It begins withTrang 29Box 2.2 The standard containerIn this book we have determined that the container revolution started with the ISO container. However, we do agree that Malcom Mclean should be credited with introducing seaborne container transport on the occasion of Ideal X’s departure from Newark on 26 April 1956.Some will argue that containerized transport took place in the seventeenth century, when Portuguese merchants brought home pepper in coconut shells from India; or that the British company Sainsbury’s first introduced containers that were easy to transfer from rail to lorry and to ship; or that the Danish shipping company DFDS introduced door to door services in the 1950s. We acknowledge all these developments, but it is our contention that it was only when agreement was made on the standard container that international container shipping emerged as an enabler for globalization.The US Maritime Administration (MARAD) and the American Standards Association initiated discussions on standardising containers in 1958 and the National Defense Transportation Association joined in 1959. On 14 April 1961 it was decided that a standard container was to be 8 x 8 x 10, 20, 30 or 40 feet, and the US authorities announced that only containerships designed for those sizes could receive construction subsidies.The International Standard Organisation (ISO) moved to establish international guidelines and the American dimensions were adopted by 1964. Work continued on requirements for the strength and lifting of containers, but the agreement about external sizes meant that ship owners could start designing ship specialized to carry standard containers. In 1967, 107 container ships were under construction and 95 per cent were designed according to the new standards. Converted Second World War tankers and continue with ship owners ordering container ship designed specifically to carry their containers some favoured 16 foot, others 24 foot and still others 35 foot containers. In 1964, the Kooringa of Australia was the world’s first fully cellular container ship, a significant innovation in the handling of containers. The new container services were adopted by customers and began to attract the attention of competitors in the global shipping industry. That interest increased sharply when the container revolution took a further step.
Whatever their length, containers provided a safe and efficient means of transporting commodities that were stowed inside their steel or aluminium walls. Trucking and shipping companies offered their customers individually designed containers to encourage them to optimize their operations. However, the differences in length restrained the development of intermodal transport systems, where the container could be moved easily from
Trang 30
Figure2.1: The start of the container revolution. On 26 April 1956 Malcom McLean and his innovative staff loaded the first containers on board the Ideal X in Port Elizabeth in New Jersey, United States. The first voyage was to Houston. Texas.
A trailer to a train to a ship, and vice versa .The first initiative to standardize container dimensions came out of MARAD in 1958 (see Box 2.2) . The process of international approval continued until 1964, when the dimensions of containers were agreed, and during the following years the standard was adopted by government bodies, shipping companies and, not least, shippers. This meant that ship owners could start ordering ship that would make transporting goods five times more efficient than the conventional break-bulk cargo ships.
In 1966, containerization was taken to yet another level when it became truly international. No fewer than three American operators started Trans Atlantics services in the spring of 1966, with U.S.Lines credited for shipping the first ISO-standard 20 foot containers to Europe.
As with many other inventions, the political climate and war created the foundation for faster developments. Liner shipping is dependent on base cargo, that is, agreements with shippers who guarantee a certain quantity
Trang 31
of cargo on a regular basis. The dominant shipper in international and intercontinental container shipping in the 1960s was the US Department of Defense. The continuing Cold War and key events like the Soviet invasion of Czechoslovakia in 1968 led to the steady build-up of American military bases in Europe and those base needed supplies was shipped in containers. SeaLand’s commercial agreements with the Department of Defense, in Europe and soon afterwards in the Vietnam theatre of war, were of crucial importance for the development of ships, terminals and equipment.
Also , in 1966 , another man , an unidentified consultant with McKinsey& Co., grasped the future in a precise manner that is, even with the benefit of hindsight, remarkable. McKinsey was assigned by the Briti