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I could prove that containers saved y and I could prove with equal ease that were more expensive; each traffic must
,nsidered on its merits and the result is not a foregone conclusion.'" This rnary note was sounded by the shipping
ger of the Dunlop Co. Ltd., Mr. J. W. iington, in a paper which he presented .ondon Chamber of Commerce forum on 120.
Worthington said that it was with ND-door traffic in full container loads that big cost savings might be achieved.
3ve examples of the average values of of Dunlop's products; for example, a container load of tyres was worth 10 and a 20ft container load of tyres 10, while solution in drums was valued .700. But a shipment of golf balls might irth £33,000 and of mixed sports goods 100. Putting such quantities into one ent might tax a customer's warehousing ity and tie too much capital.
rig containers might save in export pack)sts, but this might apply only with an loor-to-door transit; there were many s in choosing packings, especially when lering the customer's requirements at her end.
ffing containers demanded greater ex3 than simply loading a lorry, said Mr. ington, and container loading could imes conflict with the use of pallets. On ort from factory to docks, and on dock -eight charges, a straightforward cornn between containers and conventional ds was usually possible. But when all Dsts involved had been analysed and ired, the consignor still needed to convhether a container would give a faster, r delivery, with goods arriving in better ion and without shortages or damage. auld also discover whether the arrival of ainer presented the customer with extra
MS.
speaker stressed the importance of ig exactly the right container for the and of controlling the loading. In loading ntents of the container himself, the conassumed considerable responsibilities might otherwise fall on the carrier. In circumstances the consignor could be >etter position if he let the transport or stuff the container.