It is believed by many that due to advancement in transportation and especially in containerization, it has resulted in the removal of the blockage in the cargo transportation which was important for the border if sea and land. The productivity of the dock labour increased substantially due to the construction of the purpose-designed container terminals (Fink, 2000). Shipping companies are capable to take benefit of the economies of scale due to development in the speed and efficient of handling cargo; the companies of shipping have increased the size of the ship by more than two times. For the internal delivery of nautical vessels the resultant rise in the capacity of port rendered pressure and opportunities. It was in tandem with the port containerization that the start of the terminals of railway container in UK went with.
Port mangers in the age before container organized and controlled the business of their own vicinities. Containerization eliminated the notion of a port hinterland with the railway taking over the inland distribution and it was only to a few major terminals that the containerized freight became concentrated. For instance, by the year 1972 the complete skill was common amongst the 3 ports of Rotterdam, Hamburg and Tilbury as compared to the year 1965 where the ships in the southbound Australia were called at any of the 11 loading ports in Europe. There was an emergence of a hub and spoke system within a few years in the past.
One of the major advancements in the transportation was sealing the cargo or the goods at the place where they were produced and they were opened at the final destination. One of the major advantages of the same is that it reduces the damage, pilferage and possibility of theft which were so mutual the times of break-bulk shipment.