Source: adapted from Drewry Shipping Consultants.
- Introduction (1958-1970). From the first containerized commercial services in the late 1950s until the design of the first cellular containerships in the 1960s, the container was an unknown variable in global shipping. Investments were sparse as high risk was involved with an unproven technology.
- Adoption (1970-1990). The container became acknowledged as a transport product and investments in intermodal facilities accelerated. This involved the construction and reconversion of several container port terminals as well as the introduction of cellular containerships. The risk factor became less of an issue and investments were made in accordance to commercial opportunities.
- Growth (1990-2008). Containerization began to seriously impact global trade patterns and manufacturing strategies, particularly with the entry of China in the global economy. The emergence of new manufacturing clusters incited long distance (transatlantic and transpacific) pendulum container services. During the same period, a new class of Post panamax containerships became a dominant vector of maritime shipping. Additionally containerization started to go further inland with rail and barge services.
- Maturity (2008-). The maturation of container traffic will be linked with the maturation of the global economy. This can involve a number of factors such as limits to the exploitation of comparative advantages in manufacturing as well as the associated trade imbalances and higher energy prices. Technical limits to economies of scale both from the maritime and land side of containerization are also likely to play significantly for containerized traffic, but the maturity of containerization is likely to be more an economic than a technical process. The global recession that began in 2008 has been associated with a significant reduction in containerized traffic. Volumes recovered afterwards and it remains uncertain what throughput levels 'peak containerization' would involve.