The Box - Marc Levinson [183]
33. Turnbull, “Contesting Globalization,” pp. 387–388; Wilson, Dockers, pp. 243–244; Fortune, November 1967, p. 152.
34. Bremer Ausschuß für Wirtschaftsforschung, Container Facilities, pp. 48–51.
35. National Ports Council, Container and Roll-On Port Statistics, Great Britain, 1911: Part 1 (London, 1971), p. 31; National Ports Council, Annual Digest of Port Statistics 1974, Vol. 1 (London, 1975), Table 41; Henry G. Overman and L. Alan Winters, “The Geography of UK International Trade,” Working Paper CEPDP0606, Centre for Economic Performance, London, January 2004. Overman and Winters’s figures have been recalculated to exclude airborne trade.
36. Fairplay, April 3, 1975, p. 15, and April 17, 1975, p. 56; National Ports Council, Annual Digest. Overman and Winters attribute the shift in port performance to the changed pattern of British trade after 1973, and neglect the impact of containerization on the growth or decline of individual ports. See also Whittaker, Containerization, p. 33, and UK Department for Transport, “Recent Developments and Prospects at UK Container Ports” (London, 2000), Table 4. Department for Transport, Transport Statistics Report: Maritime Statistics 2002 (London, 2003), Table 4.3, provides 1965 tonnage figures for sixty-eight British ports, but data for Felixstowe are not available.
37. Katims interview, COHP.
38. Jane’s Freight Containers, p. 324; A. G. Hopper, P. H. Judd, and G. Williams, “Cargo Handling and Its Effect on Dry Cargo Ship Design,” Quarterly Transactions of the Royal Institution of Naval Architects 106, no. 2 (1964).
39. Bremer Ausschuß für Wirtschaftsforschung, Container Facilities; Fairplay, October 5, 1967.
40. Jane’s Freight Containers, pp. 303–309; Jane’s Freight Containers 1969–70, pp. 175–194; Daniel Todd, “The Interplay of Trade, Regional and Technical Factors in the Evolution of a Port System: The Case of Taiwan,” Geografiska Annaler, Series B. Human Geography 75, no. 1 (1993): 3–18.
41. Port of Singapore Authority, Reports and Accounts, 1964 and 1966.
42. Port of Singapore Authority, A Review of the Past and a Look into the Future (Singapore, 1971), p. 8.
43. Port of Singapore Authority, Reports and Accounts, 1968, p. 22.
44. Fairplay, November 7, 1974, p. 15; Containerisation International Yearbook; Gerald H. Krausse, “The Urban Coast in Singapore: Uses and Management,” Asian Journal of Public Administration 5, no. 1 (1983):44–46.
45. Containerisation International Yearbook; Krausse, “The Urban Coast in Singapore,” pp. 44–46; Port of Singapore Authority A Review, p. 19; United Nations Economic and Social Commission for Asia and the Pacific, Commercial Development of Regional Ports as Logistics Centres (New York, 2002), p. 45.
Chapter 11
Boom and Bust
1. Comment by James A. Farrell Jr., chairman of Farrell Lines, to New York World Trade Club, NYT, June 7, 1966.
2. Matson Research Corp., The Impact of Containerization, 1:151; McLean Industries, Annual Report, 1968.
3. Tozzoli, “Containerization and Its Impact on Port Development,”, pp. 336–337; Marad, “United States Flag Containerships,” April 25, 1969. Grace Line’s four biggest container-carrying ships, built in 1963–64, had room for 117 first-class passengers; see Jane’s Freight Containers 1969–70, p. 389. On the complexities of moving containers on breakbulk ships, see Broeze, The Globalisation of the Oceans, pp. 29 and 41.
4. The first newly built vessel designed solely to carry containers in cells was the Kooringa, constructed in Australia in 1964 for Associated Steamships. Kooringa carried containers of 14.5 tons or less—smaller than standard 20-foot containers—on a domestic route between specially built terminals in Melbourne and Fremantle. The ship had two gantry cranes for loading and unloading. Kooringa proved to be a dead