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Four futures for the container transport industry

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No sensible sailor goes to sea on the day of the Crucifixion, or the journey will be followed by ill will and malice. So here I am on a Friday in June, looking up at a giant ship that will carry me from Felixstowe to Singapore, for five weeks and 9, nautical miles through the Pillars of Hercules, pirate waters and weather. There is such busy-ness around me. Everything in a modern container port is enormous, overwhelming, crushing.

Kendal of course, but also the thundering trucks, the giant boxes in many colours, the massive gantry cranes that straddle the quay, reaching up 10 storeys and over to ships that stretch three football pitches in length. There are hardly any humans to be seen. They have long since gone. This is a Terminator terminal, a place where humans are hidden in crane or truck cabs, where everything is clamorous machines. The public is not allowed on this ship, nor even on this dock.

There are no ordinary citizens to witness the workings of an industry that is one of the most fundamental to their daily existence. These ships and boxes belong to a business that feeds, clothes, warms and supplies us. They have fuelled if not created globalisation.

They are the reason behind your cheap T-shirt and reasonably priced television. But who looks beyond a television now and sees the ship that carried it? Who cares about the men who brought your breakfast cereal through winter storms? How ironic that the more ships have grown in size and consequence, the more their place in our imagination has shrunk.

Nearly everything is transported by sea. Sometimes on trains I play a numbers game. The game is to reckon how many clothes and possessions and how much food has been transported by ship.

Her Sri Lankan-made skirt and blouse; his printed-in-China book. I can always go wider, deeper and in any direction. The fabric of the seats. The rolling stock. The fuel powering the train. Definitely this fruit, so frequently shipped in refrigerated containers that it has been given its own temperature.

Trade carried by sea has grown fourfold since and is still growing. There are more than , ships at sea carrying all the solids, liquids and gases that we need to live. Only 6, are container vessels like Kendal, but they make up for this small proportion by their dizzying capacity. The biggest container ship can carry 15, boxes. It can hold million bananas, one for every European, on one ship. If the containers of the Danish company Maersk were lined up, they would stretch 11, miles, more than halfway round the planet.

If they were stacked instead, they would be 1, miles high, 7, Eiffel Towers. If Kendal discharged her containers on to trucks, the line of traffic would be 60 miles long. The murky world of modern seafaring. How Crossrail is progressing. Trade has always travelled and the world has always traded. Ours, though, is the era of extreme interdependence.

Hardly any nation is now self-sufficient. In Britain shipped in half of its gas. Every day 38 million metric tons of crude oil sets off by sea somewhere, although you may not notice it. As in Los Angeles and New York, London has moved its working docks out of the city, away from residents.

Ships are bigger now and need deeper harbours, so they call at Newark or Tilbury or Felixstowe, not Liverpool or South Street. Security concerns have hidden ports further, behind barbed wire and badge-wearing and keeping out. To reach this quayside in Felixstowe, I had to pass through several gatekeepers and passport controllers, and past radiation-detecting gates alarmed by naturally radioactive cargo such as cat litter and broccoli. We travel by cheap flights, not liners. The sea is a distance to be flown over, a downward backdrop between take-off and landing, a blue expanse that soothes on the moving flight map as the plane jerks over it.

It is for leisure and beaches and fish and chips, not for use or work. Perhaps we believe that everything travels by air, or that it does so magically and instantaneously like information which is actually transmitted by cables on the seabed , not by hefty ships that travel more slowly than pensioners drive. You could trace the flight of the ocean from our consciousness in the pages of great newspapers. Fifty years ago, the shipping news was news.

Cargo departures were reported daily. The cranes are gone now or immobile, garden furniture for wharves that house apartments or indifferent restaurants. Read more from the Telegraph Magazine: Miracle material - the graphene revolution. Humans have sent goods by water for at least 4, years. In the 15th century BC Queen Hatshepsut of Egypt sent a fleet to the Land of Punt and brought back panther skins and ebony, frankincense and dancing pygmies.

Perhaps Hatshepsut counts as the first shipping tycoon, before the Romans, Phoenicians and Greeks took over. She was certainly the only Egyptian queen who preferred to be called king. Shipping history is full of such treats and treasures. Cardamom, silk, ginger and gold, ivory and saffron.

The routes of spice, tea and salt, of amber and incense. There were trade winds, sailor towns and sails, chaos and colour. Now there are freight routes, turnarounds and boxes and the cool mechanics of modern industry, but there is still intrigue and fortune.

There are wealthy tycoons still, Norse, Greek and Danish, belonging to family companies who maintain a level of privacy that makes a Swiss banker seem verbose. Publicly listed shipping companies are still a minority. Even shipping people admit that their industry is clubby, insular, difficult. Maersk is different.

It must be, because it is letting me on to its working ship, where no members of the public are allowed. Even Maersk officers are no longer permitted to take family members to sea, because of concerns about their safety from pirates. But Maersk is known for risks, at least in the places where its name is known at all, which is in shipping and Denmark.

I find Maersk fascinating. It is the Coca-Cola of freight with none of the fame. The other inherited Lego. Founded in with one ship named Svendborg, Maersk now operates the largest container shipping company in the world, with a fleet of vessels. It also has the vast and dizzying interests of a global corporation. It is active in countries and has , employees.

It is looking for and drilling for oil and gas in Denmark, Angola and Kazakhstan. If you have visited Denmark, you have probably shopped in a Maersk-owned supermarket. You can save in a Maersk-owned bank. The list of its companies and subsidiaries is 12 pages long, double columns. Microsoft provides the software that runs computers; Maersk brings us the computers.

One is infamous; somehow the other is mostly invisible. Maersk is known for its experiments with economies of scale. Emma Maersk, its E-class ship rated according to an internal classification system , was built in , and excited the industry partly because she could carry at least 15, containers. Triple-E-class ships, expected in , will carry 18,, and be able to fit a full-sized American football pitch, an ice-hockey arena and a basketball court in their holds, if they care to.

Emma was envied by naval architects and engineers, but her arrival in Felixstowe in December also caught the public imagination. Along with her tons of New Zealand lamb and , tins of cat food, she carried 12, MP3 players, 33, cocktail shakers and two million Christmas decorations. At her most laden, Kendal carries 6, boring TEUs, or twenty-foot-equivalent units. I watch a crane lifting a TEU into the air, its cables dancing it across on to the ship, thudding it into place, then retracting with serpentine loops.

A grey box, its corrugated iron ridges slightly scuffed and rusted, its exterior branded with maersk. There are 20 million containers crossing the world now, quiet blank boxes. Before containers, transport costs ate as much as 25 per cent of the value of whatever was being shipped. With the extreme efficiencies that intermodality brought, costs were reduced to a pittance.

A sweater can now travel 3, miles for 2. Shipping is so cheap that it makes more financial sense for Scottish cod to be sent 10, miles to China to be filleted.

I have met well-meaning men — and too few women — in boardrooms across London and New York who complain about widespread ignorance of shipping.

They despair that shipping only emerges with drama and disaster: a cruise ship sinking, or another oil spill and blackened birds. They provide statistics showing how the dark days of oil spills are over. Between and , there were spills. Over the past decade, there were

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Our mission is to help leaders in multiple sectors develop a deeper understanding of the global economy. Our flagship business publication has been defining and informing the senior-management agenda since Container transport is the lifeblood of global trade. They enable door-to-door movement of cargo by trucks, trains, ships, and ports—and have made transport cheaper and easier than ever, to the enormous benefit of consumers. This will not change—millions of containers will continue to move around the world—but the industry behind container transport has its fair share of challenges. Currently, it is financially precarious. Only a few players have found a recipe for sustained value creation. On top of its inherent financial pressures, the industry is also feeling a range of disruptive external forces like automation, digitization, and a shifting global economic and political landscape. There is great uncertainty about where value will be created in future—will it be through scale, flexibility, value-chain integration, productivity, more predictable supply chains, environmental performance, or something else? In our report, Brave new world?

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No sensible sailor goes to sea on the day of the Crucifixion, or the journey will be followed by ill will and malice. So here I am on a Friday in June, looking up at a giant ship that will carry me from Felixstowe to Singapore, for five weeks and 9, nautical miles through the Pillars of Hercules, pirate waters and weather. There is such busy-ness around me. Everything in a modern container port is enormous, overwhelming, crushing. Kendal of course, but also the thundering trucks, the giant boxes in many colours, the massive gantry cranes that straddle the quay, reaching up 10 storeys and over to ships that stretch three football pitches in length. There are hardly any humans to be seen. They have long since gone. This is a Terminator terminal, a place where humans are hidden in crane or truck cabs, where everything is clamorous machines. The public is not allowed on this ship, nor even on this dock.

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Сможешь ли ты пройти по. Элвин заколебался. - Не знаю, - ответил .

Теперь эта неуверенность исчезла. Он мог беседовать с роботом, как беседовал бы с любым человеком, хотя, поскольку они были не одни, он велел роботу не пользоваться речью, а обходиться простыми зрительными образами. Раньше ему, бывало, не нравилось, что роботы могли свободно общаться между собой на телепатическом уровне, в то время как человеку это было недоступно -- если, конечно, не считать жителей Лиза. Что ж, это была еще одна способность, которую Диаспар утратил, -- если не намеренно отказался от .

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