Commerce (ICC) in London at the end of June 1921
79 which generally approved the
ILA draft.
80
4 The Era of Successor Rules: Containerisation
and “Package”
In this text, successor rules refer to the Visby Protocol and the Hamburg and
Rotterdam Rules. The Hague Rules had not defined “package”, possibly because
at the time of its drafting, the term appeared to be well understood in shipping
practice, which, of course, was changing continually. By the 1920s, goods were not
always transported within the same “packages” which were familiar to all concerned
in 1924 when the Hague Rules were adopted.
81 However, by the late 1950s, the
container revolution was taking place, and this started changing the reality of
shipping logistics.
82 In the breakdown of seaborne trade, approximately one third
of liquid bulk cargoes and two thirds of dry cargoes
83 have been carried in containers
since 1970.
84
Container ships revolutionised the transport system for industrial goods.
85
Improved rail and road infrastructure enhanced the development of combined inland
and maritime transport. However, the combined modes of transport necessitated
separate contracts of carriage. Goods were moved by one or more inland carriers
from an inland point to a port, then by ocean carrier, and finally by other land carriers
to an inland destination; thus the freight was also subjected to at least six—and up to
twenty—successive handling or sorting operations at different stages of the movement; shippers were charged separate transport rates for each portion of this movement.
86 The separately combined transport segments were not effectively integrated
until the 1950s.
87 A significant step in unifying different transport modes into a
79 Sturley (1991), p. 21. See also Sturley (1990) (Vol. 3), p. 519 and (Vol. 1), p. 94.
80 Frederick (1991), p. 87.
81 Sturley et al. (2010a, b, c, d), pp. 10, 160, paragraphs 1.036, 5.222.
82 Bell (2010), pp. 58–59 highlighting the importance of containerisation for the shipping industry.
83 UNCTAD (2012), p. 26, Figure 1.2. International seaborne trade, by cargo type, selected years
(millions of tons loaded). For 2006–2012, see breakdown by type of dry cargo based on Clarkson
Research Services’ Shipping Review & Outlook, various issues. Data for 2012 are based on a
forecast by Clarkson Research Services in Shipping Review & Outlook, spring 2012. See also
Haralambides (2004), p. 4 concluding that the container revolution changed liner shipping and sea
carriage in general.
84 OECD (2001), p. 4.
85 Grammenos (2010).
86 Schmelzer and Peavy (1970).
87 Donovan (2000), pp. 315–317.
770
L. Zhao
79 which generally approved the
ILA draft.
80
4 The Era of Successor Rules: Containerisation
and “Package”
In this text, successor rules refer to the Visby Protocol and the Hamburg and
Rotterdam Rules. The Hague Rules had not defined “package”, possibly because
at the time of its drafting, the term appeared to be well understood in shipping
practice, which, of course, was changing continually. By the 1920s, goods were not
always transported within the same “packages” which were familiar to all concerned
in 1924 when the Hague Rules were adopted.
81 However, by the late 1950s, the
container revolution was taking place, and this started changing the reality of
shipping logistics.
82 In the breakdown of seaborne trade, approximately one third
of liquid bulk cargoes and two thirds of dry cargoes
83 have been carried in containers
since 1970.
84
Container ships revolutionised the transport system for industrial goods.
85
Improved rail and road infrastructure enhanced the development of combined inland
and maritime transport. However, the combined modes of transport necessitated
separate contracts of carriage. Goods were moved by one or more inland carriers
from an inland point to a port, then by ocean carrier, and finally by other land carriers
to an inland destination; thus the freight was also subjected to at least six—and up to
twenty—successive handling or sorting operations at different stages of the movement; shippers were charged separate transport rates for each portion of this movement.
86 The separately combined transport segments were not effectively integrated
until the 1950s.
87 A significant step in unifying different transport modes into a
79 Sturley (1991), p. 21. See also Sturley (1990) (Vol. 3), p. 519 and (Vol. 1), p. 94.
80 Frederick (1991), p. 87.
81 Sturley et al. (2010a, b, c, d), pp. 10, 160, paragraphs 1.036, 5.222.
82 Bell (2010), pp. 58–59 highlighting the importance of containerisation for the shipping industry.
83 UNCTAD (2012), p. 26, Figure 1.2. International seaborne trade, by cargo type, selected years
(millions of tons loaded). For 2006–2012, see breakdown by type of dry cargo based on Clarkson
Research Services’ Shipping Review & Outlook, various issues. Data for 2012 are based on a
forecast by Clarkson Research Services in Shipping Review & Outlook, spring 2012. See also
Haralambides (2004), p. 4 concluding that the container revolution changed liner shipping and sea
carriage in general.
84 OECD (2001), p. 4.
85 Grammenos (2010).
86 Schmelzer and Peavy (1970).
87 Donovan (2000), pp. 315–317.
770
L. Zhao