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Ports of Auckland restarts its automation project

Ports of Auckland (POAL) has announced a new plan to reset and complete its automation project, after its pause due to an incident in June that revealed a potential safety risk.

As the safety risk has now been fixed, POAL is ready to restart with a revised project that will be implemented in four stages, with the first to start shortly.

Each stage has milestones based on safety, reliability, productivity, and operational readiness, that must be met before the project can progress to the next stage.

Particularly, the four stages are the following: Systems acceptance testing, Automation of part of Fergusson Terminal North Berth, Automation of all of Fergusson Terminal North Berth and Full automation of Fergusson Container Terminal (go-live).

Unlike other, larger ports, Auckland lacks space to build a new automated terminal off-line, and then turn it on when complete. “We are having to automate our terminal while still operating, making it a more complex project,” said the port authority.

Despite the difficulties due to the pandemic, the project has successfully handled over 100 ships, but the speed and reliability of the system have space to further be improved.

Particularly, a safety review also found that the safety assurance framework for the project needed more work. The port stated that “we have done a great deal of work on safety assurance and this is ongoing. We are now able to bring in overseas experts from the vendor to help complete the project.”

Although a review found it is realistic for the project to be completed by late March 2022, this timing could impact existing import volume demand and the peak export season and cause further supply chain disruption.

For this reason, the port in New Zealand announced it will not give a “go-live date” at the moment.

Source: Container News

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Freight News

CMA CGM sets new Asia rates

CMA CGM has announced fresh prices from Asia, which will take effect in the middle of August.

In particular, the French shipping company will impose a Peak Season Surcharge (PSS) of US$1,500 per dry container from India to North Europe, Scandinavia, Poland, Baltic, Mediterranean, Adriatic, Black Sea, North Africa and Morocco. This surcharge will be applicable from 15 August.

On the next day, CMA CGM will implement a PSS of US$500 per dry, reefer, special equipment, non-operating reefer (NOR) and shipper-owned container (SOC) sailing from the Middle East Gulf to all North European, Scandinavian, Polish, Baltic, West Mediterranean, Adriatic, East Mediterranean, Black Sea, North African and Moroccan ports.

On the same date, the Marseille-based liner operator will apply the following increased Freight All Kinds (FAK) rates from Pakistan ports to all North European, Mediterranean and North African base ports for 20′, 40′ standard and 40′ high cube (HQ) containers:

Source: Container News

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Yang Ming launches extra loaders on transpacific and Asia-Europe trades

Macnels Macnels

Freight News

Yang Ming launches extra loaders on transpacific and Asia-Europe trades

Yang Ming today launches extra loader services on the transpacific and Asia-Europe tradelanes, to meet shippers’ needs amid tight capacity.

The company said: “This will relieve the capacity crunch provide customers with more immediate and faster services.

“The current market is affected by Covid-19 pandemic, which has affected the efficiency of terminal operations, causing congestion in major container ports in Europe, Asia, and the Americas.”

Today, Yang Ming will deploy the 4,250 teu YM Efficiency on the Pacific, departing from Kaohsiung, Taiwan, for the US west coast port of Tacoma. The vessel made headlines in June 2018 after losing more than 80 containers in rough waters off Newcastle, Australia.

For the ad hoc Asia-Europe sailing, the 5,551 teu YM Fountain will depart Kaohsiung on 8 August for the southern Chinese port of Yantian, before calling at Singapore, Rotterdam, Southampton and Hamburg.

Yang Ming, partly owned by the Taiwan government, said it was co-operating with the working group formed by the Maritime Port Bureau in February to alleviate the impact of equipment shortages and runaway freight rates on Taiwanese exporters.

In November, Taiwan’s transport and communications minister Lin Chia-lung instructed the bureau to examine the problems caused by the shortage of containers and consequent spike in container freight rates, as the situation had added to local exporters’ logistics costs.

Yang Ming’s move mirrors that of South Korean liner operator HMM, which began ad hoc sailings on several routes in August 2020 at its government’s behest.

Source: The Loadstar

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Types of Container Terminals On The Basis of Ownership

Macnels Macnels

Maritime Law

Types of Container Terminals On The Basis of Ownership

To this day, containerization has largely evolved with the standardized sized boxed units which have enhanced cargo handling and transportation techniques. Containerization has led to a global transformation in trade and business with collective progression in imports as well as exports and decreased theft, damage and loss of cargo.

Modern day container handling has given the shipping industry a newer perspectives of trade with far off places. In the most developed areas of the world, containerisation has a high value share in the maritime based import, export and transhipment of general goods. Resources have proven that ‘ transshipment’ is the driving force for the rise of container handling in the past few years.

Containerization has also transformed the business of transportation into a standardised function, leading to development of many container terminals around the world. All types of shipping containers have to conform to the industry recognised ISO standards; which means global acceptance.

Moreover, newer container technologies have also sprung up to transfigure with the changing times. Shipping containers are made up of weathering steel welded together to form super strong reinforcements, framings and structure. These fail-safe cargo carriage units are highly advantageous and profitable particularly to the ship and cargo owners.

Every single shipment of cargo travels from point A to point B in several formats either by rail, road or sea. There are stand alone transportation systems for different types of cargoes to be transported in bulk. Containers are the only transport system that are used by all three modes of carriage. Shipment over sea is carried out on the container ships; similarly, rail and road transport of the containers is done by trains and trucks.

Containers are transferred through container ports, terminals and depots. All the way down the years, cargo handled via containers has increased enormously. Now-days, the container ships are able to carry more than 10000 units in one single voyage. This, as a result, has led to the rise in the importance of container terminals and ports. Several aspects along with shipping operators and government play an important role in successful operation of container terminals. Mentioned herein are different types of container terminals that are found around the world.

Types of Container Terminals

The Container terminals around the world are classified with respect to their ownerships into five categories:

Public Terminals, Carrier-leased Terminals, joint venture of the Carriers and Terminal operators, Terminals those are Operator built and Operated terminals and finally those which are Carrier built and Operated terminals. The following is a brief overview of the five types of terminals –

1. Public or state run terminals

Since they operate on a first come first serve basis, all the facilities of the public terminals such as tariff rates, loading and unloading processes, berths in and out, etc are shared equally among all the shipping lines. The handling of the containers and other related charges are mostly calculated at regular tariff rates or discounted upon agreed rates.

2. Carrier-Lease dedicated terminals

With such terminals in operation, major carriers have collaborated with the port authorities and signed long term lease contracts for using the terminals exclusively. The carriers are liable to pay up the facility charges, contract kick backs, berth rents, etc. which are used up as priority usages for the carriers. Maersk group being one the largest carriers in the world has quite a few terminals contracted for their long term usage. Also, there are a few partnerships among the shipping lines that have multi-user long term contracts to share out the terminal usages.

3. Terminals built and operation terminals

Terminal operators invest directly in the construction, operation, handling facilities of a terminal. The operators make agreed contracts for lease with the port authorities by depositing a sum towards the total handling charges of the container operations.

4. Carrier – built and operation terminals

The methodology is similar to the one for terminal built and operated terminals. In such kind of licensing, a carrier or several carriers together lease the container terminals by making deposits to the port authorities or investing directly in their construction, operation and handling services

5. Joint venturing of the carriers and terminal operators

In this type of contract, an agreement is made between the shipping lines and the terminal operators thereby establishing a company. Direct investments are made and the terminals are jointly operated for safe, prioritised and efficient container handling operations.

Source: Marine Insight

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Freight News

COSCO opens new Wuhan terminal

COSCO Shipping Ports (CSP) has announced the launch of the operation of Wuhan Yangluo International Port Water-Rail Intermodal Container Transport Project (CSP Wuhan Terminal) on 1 August.

On the day of the event, the new “COSCO SHIPPING Blue” cranes lined up and the 1,140TEU vessel Han Hai No.2 docked at No. 3 berth in the terminal operation area, fully loaded with cargo, while driverless container vehicle (DCV) made a debut. Additionally, the first batch of containers assembled in the terminal railway operation area.

In the railway operation area of the terminal, a freight train with 50 containers headed to destination from the “Wuhan Port Station”, where water transportation and railway transportation were seamlessly connected. The whole process was completed in one go, according to a statement, as the port became automated and intelligent from horizontal transport to vertical loading and unloading.

The integrated layout of port and rail station, one-stop transportation, customs inspection and information sharing at the same yard developed by the project also demonstrated that CSP Wuhan Terminal has opened a new chapter of “water-rail intermodal transport” along the Yangtze River, which has built a modern logistics hub for the collection and distribution of containers, making it more determined and capable of transforming and upgrading the ports along the Yangtze River towards smart and green new ports, according to a CSP announcement.

Xu Lirong, Party Secretary and Chairman of China COSCO SHIPPING Corporation, said that the project is a major achievement of the deepening of strategic cooperation between Wuhan City, Hubei Province and COSCO SHIPPING Group and is also a major move of the Group to deepen the “Yangtze River Strategy”.

“We will increase the investment in port and shipping logistics resources in Hubei Province and Wuhan City, cooperate with Hubei Port Group, SIPG and other partners to help Wuhan build a central hub and regional shipping center, and contribute to accelerating to build our country as a strong power in maritime and shipping fields,” added Xu Lirong.

Source: Container News

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Ship Chartering Process – The Ultimate guide

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Maritime Law

Ship Chartering Process – The Ultimate guide

When a ship is taken on rent, it is known as ship chartering. Just as people take an apartment or a car for rent, some people may rent a ship based on their requirements. It could be to transport passengers or cargo.

Renting a ship is known as ship chartering and it begins with the shipowner and a second party entering into an agreement. In shipping parlance, this agreement is known as a charter party.

The party that rents out the ship is the shipowner and the second party who is taking the ship on rent is known as the charterer.

Who brings these two parties together?

Shipbrokers play an important role in bringing the right shipowner and charterer together and in finalizing the terms of the agreement between them.

Typically, someone who wants to take a ship on a lease would approach a shipbroker to find the right vessel that suits their purpose.

As we can see here, there are three parties in the process of ship chartering:

– the shipowner who owns the vessel being rented,

– the charterer who requires the ship on rent, and

– the shipbroker who has helped to bring them together.

Let us take a quick look at the roles of each of these parties.

Shipowner
A shipowner may be an individual or an organization who owns merchant ships that are registered under their name with a ship registry. Merchant ships carry cargo or passengers for a charge.

Shipowners are usually members of the regional chamber of shipping or the International Chamber of Shipping (ICS). This global body is responsible for all regulatory and operational issues to do with shipping. Legal issues that crop up in the shipping business are also handled by the ICS.

Charterer
Someone who wants to rent a ship, either to transport cargo or passengers, is called a charterer. The cargo may or may not belong to the charterer. The charterer may be transporting it on behalf of a different party.

Sometimes a charterer may take a vessel on lease and re-rent it to another party for the transport of cargo or passengers, for a profit.

The charterer plans the ship’s voyage and the arrangements for the handling of cargo during loading and unloading. As such, he is responsible for the safety of the ship, its crew, and the cargo.

The charter party is signed between the shipowner and the charterer.

Shipbroker
Like all other brokers, shipbrokers also help to identify the right customer for a shipowner who wants to rent his ship or vice versa. For their services, they charge a fee or a commission to the shipowner. The commission may be a percentage of the total freight paid to the shipowner by the charterer.

Sometimes, a shipowner might appoint a full-time shipbroker for getting business. In the ship chartering business, it is common to find brokers who specialize in the chartering of certain types of vessels. It could be for the transportation of goods such as dry bulk, liquid bulk, etc.

A shipbroker is not liable for the ship, its operations, or the cargo that it carries. He is just the intermediary between the shipowner and the charterer.

The Institute of Chartered Shipbrokers
The Institute of Chartered Shipbrokers (ICS) founded in 1911 is a professional body that is recognized worldwide among the shipping fraternity. It was brought under the British Royal Charter in 1920.

Based in London, the Institute of Chartered Shipbrokers is considered the representative body of the many shipbrokers and ship managers on a global level. Through its various courses, it certifies qualified and experienced individuals to become professional shipbrokers.

Ship Registry
The authority or body that registers a merchant ship is known as a ship registry. It may be a government ship registry or a registry owned by private organizations such as the Lloyds Registry, Bureau Veritas, Indian Register of Shipping (IRS), etc.

Every ship has to be registered whereby it gets its nationality and confirmation of ownership. Each registered ship comes under the jurisdiction of the law of the country where it is registered, known as the flag state. Some countries or organizations may register only the ships of that particular country. Such organizations are known as National Registries.

Organizations that are open to register both national, as well as ships of other countries, are called Open Registries.

The 3 Main Types of Ship Charters
Voyage Charter
This is the most common type of ship charter. A voyage charter normally involves renting the vessel as well as its crew for a particular voyage between two or more ports. The rent will be based on the quantity or weight of the cargo that is carried on the voyage or it could be a fixed amount that is agreed upon between the parties.

Time Charter
When a ship is hired for a certain period, it is known as a time charter. As in the other types of charters, the vessel is rented along with the crew but for a stipulated period. The charter party will clearly state the terms and conditions of the voyage, the agreed period of hiring, the type of cargo to be carried, etc.

In a time charter, the charterer may pay a daily or a monthly rate based on the deadweight ton.

Bareboat Charter
In the bareboat charter, the vessel is operated and managed by the charterer’s crew and vessel management staff. The shipowner will only be looking after the ship’s technical management and matters relating to port operations.

Responsibility for the safety of the ship and all the financial settlements with outside parties will be with the charterer for the duration of the charter party. A bareboat charter is also known as a demise charter.

Charterparty
The charter party is a contract between the shipowner and the charterer. It states the responsibilities of both these parties with regard to the ship charter.

The charter party must be detailed and cover all aspects of the charter, especially points like re-renting of the vessel by the charterer, the type of cargo to be loaded on the ship, and ports of call.

In ship chartering, all the parties involved should be aware of the various details that go into the making of a successful charter party or fixture.

The shipowner, as well as the charterer, must be aware of the background of the other, their financial standing, and business reputation.

Just as the shipowner must know the type of cargo that is to be carried on the ship and its date of sailing etc. the charterer should be aware of the cargo-handling capacity of the vessel and its flag.

It would do the shipbroker good if he knew all these details before approaching a prospective client.

Source: Marine Insight

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Freight News

Auckland Port congestion, the big challenge ahead for New Zealand

The congestion has caused unprecedented operational disruptions. According to the Maritime Union of New Zealand, shipping reliability was at a healthy average of over 70% in August last year across the ports of the nation but with pandemic playing in, it plummeted consistently to an all-time low of 6%.

At the port of Auckland, the country’s main gateway for sea freight, the reliability was at 9.57% in November which further fell to 5.56% in April. The congestion also hurts compliance with schedules at other foreign ports for shipping lines. According to Maersk, it has faced up to nine days delays at Sydney port due to the lack of berthing spaces in Auckland.

The major reasons being cited by many port authorities for the congestion are delays in Singapore and industrial actions in Australia. Another important reason possibly causing the delays is the skipping of ports by vessels for more lucrative routes between Asia and North America where freight rates are sky-high.

Maersk has also announced in the report putting in place a revised policy in the interest of clearing port congestion in Auckland. It said that the Danish carrier will concentrate all major services at Tauranga port, from where the freight will be transported to METROPORT Auckland using rail.

A similar strategy was implemented in late January where Auckland port was avoided by Maersk vessels for 11-weeks straight. Port officials at Tauranga believed that up to a twelve-day delay was avoided at Auckland port with this strategy.

Shipping giants like Maersk also expect the government to play a larger role in bringing an end to the congestion at the Auckland port.

Source: Container News

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Maritime Law

What are Bonded Goods in Shipping?

Import of goods to a country normally involves payment of its customs duty, taxes, or any other charges to the government at the time of import. However, in some special cases, goods are allowed to be imported without payment of customs duties and other charges upfront.

These goods are then stored in special warehouses and either cleared or re-exported at a later point in time, on a need-basis, after payment of the necessary customs duties and taxes. Such a warehouse where goods are stored temporarily prior to the payment of customs duties and taxes due on them is called a bonded warehouse.

Customs duty and taxes are levied only on that portion of the goods that are either cleared or re-exported. A bonded warehouse is a secure warehouse that comes under the purview and supervision of national customs.

Goods that are stored in such a warehouse are known as bonded goods. Bonded warehouses are meant only for the storage of imported goods on which customs duties and taxes have not been paid.

Governments usually allow the import of raw materials for manufacturing or reprocessing, without payment of customs duty. Such bonded goods are stored in a bonded warehouse and customs duty and taxes due on them are deferred.

Once the manufacturing or reprocessing is completed and it is time for the importer to move the finished goods to the domestic market, the importer has to pay all customs duties and taxes on the finished goods to the government at the time of clearance.

Another scenario is when goods in bonded storage are processed further to enhance their value and readied for re-export. Bonded goods such as these do not enter the country. When such goods are re-exported, the importer does not have to pay customs duties or taxes.

In certain cases, goods such as those for humanitarian aid, etc. may be exempt from customs duties and taxes completely.

Customs Warehouse

A bonded warehouse is sometimes known as a customs warehouse. Most countries allow the storage of bonded goods in a bonded warehouse for an indefinite period. However, in some countries, bonded goods are subject to a warehousing period of 5 years beyond which they cannot be stored as bonded goods.

Before the expiry of this period, they have to be either cleared or re-exported. When the bonded goods are not disposed of within this period, it is usually confiscated and auctioned by the bonded warehouse owner under customs supervision.

Bonded warehouses are most commonly used for the storage of items with high customs duties such as alcoholic spirits, cigarettes, etc. However, as we have seen earlier in this article, they are also used to house goods temporarily for the purpose of reprocessing or re-working and subsequent clearance or re-export.

Origin of Bonded Warehouses

Bonded warehouses had their origin in England around the latter half of 1800. Before bonded warehouses came to be in operation, customs duty had to be paid by an importer at the time of import of goods.

The other option available to him was to furnish a bond or guarantee for payment of the duty amount at a later point in time. Both these methods often meant tying up large sums of money towards payment of customs duty.

What are the Types of Bonded Warehouses Available Today?

Public Customs Bonded Warehouse

Typically, Public Customs Bonded Warehouses are government-owned and controlled by the government. Such warehouses are available to the public for the temporary storage of their goods until payment of customs duties and taxes. In some countries, private parties are also authorized by the government to run such warehouses.

Private Customs Bonded Warehouse

As the name suggests, these are privately-owned bonded warehouses that function under the supervision of the customs. The owner may store his goods or those belonging to other licensed importers in such warehouses.

The responsibility of the running, upkeep and security of the warehouse rests with the private owner. Goods coming in and going out of the warehouse are strictly monitored and recorded by the customs for payment of duties and taxes. The bonded goods that are re-exported are similarly accounted for.

Special Economic Zones

Also known as a Free Zone or a Bonded Logistics Area, these are secure geographical locations that house several logistics facilities, warehouses, processing centers, and associated businesses belonging to various organizations.

Usually located close to seaports or airports, they offer a dynamic duty-free base for companies to operate from. Several leading organizations have their offices inside such special economic zones.

Examples of highly successful special economic zones are the JAFZA (Jebel Ali Free Zone) in Dubai, UAE, the SEZs of India, China, etc.

Documents Required for Bonded Storage of Goods

Most of the countries have gone digital when it comes to operating within a special economic zone or a bonded area. Hence, the procedure of bonded warehousing is easy to comply with. Some of the common digital documents that are required in bonded warehousing are the following:

– Bill of Entry

– Transport document such as the Bill of Lading

– Transfer request form from bonded warehouse

– Bill of Export

– Shipping Bill

Advantages of Bonded Warehouses

A bonded warehouse allows for the long-term storage of imported goods without having to pay customs duties and taxes on them. This allows for bulk purchases by importers when the price is favorable. Bulk purchases help to develop the relationship between the buyer and the seller.

The importer does not have to invest in a large sum of money for the immediate payment of customs duties and other charges to the government at the time of import. He pays these only when goods are either cleared to the domestic market or re-exported.

Bonded warehouses are ideal for the storage of restricted goods. Examples are alcoholic spirits, cigarettes, etc.

Bonded warehouses are convenient for re-export as they are generally located near points of entry or exit of a country such as airports or seaports.

Such warehouses are secure and the mode of operation is easy as it is digital.

Disadvantages

Advantages far outweigh the disadvantages in storing goods bonded.

Certain formalities and documentation have to be followed for the storage of bonded goods in bonded warehouses.

While bonded warehouses are ideal for the planned storage and use of imported goods, they may be cumbersome when it comes to an emergency clearance.

Source: Marine Insight

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Maritime Law

Required Documentation For Shipping – Complete List

When cargo is shipped from one location to another, it has to be accompanied by a set of documents authenticating the transfer and the products being transferred. This set of documents are referred to as shipping documents.

Different countries have different requirements as far as shipping documents are concerned. The two main world organizations that frame rules and guide business organizations in this matter are the World Trade Organization (WTO) and the International Chamber of Commerce (ICC).

Most shipping documents are based on the rules and regulations set forth by these world bodies and the governing authorities of the respective countries, such as the chamber of commerce, customs, trade councils, etc.

Roles of the WTO and ICC

The World Trade Organization facilitates trade between nations through negotiations and agreements. The main aim of WTO is to ensure the smooth and free flow of trade between nations. Besides this, they settle disputes between members and also helps developing countries in doing business.

The International Chamber of Commerce is the voice of over 45 million business organizations all over the world. They guide these organizations on the references, rules, and standards to be followed while doing business. As such, the work of ICC is referenced and taken as the guide by arbitrators, lawyers, and bankers especially in the event of disputes between organizations based in different parts of the world.

Let us examine the main shipping documents that are used in doing business. While some countries require documents to be in hard copy, others have moved to the paperless shipping documentation.

The documents that are mentioned here may be common for the different types of transport such as by land, sea, and air. However, here we will focus mainly on shipping documents for the transportation of goods by sea.

Export and Import License

A business organization that has to export or import goods are required to register with the licensing authority in their region. Normally, the licensing authority grants permission to the organization by issuing an Import Export Code (IEC).

This permission is given only after ensuring that the business has met all statutory requirements and is eligible to export or import.

In India, the IEC is issued by the Directorate General of Foreign Trade (DGFT).

Proforma Invoice

A proforma invoice is a preliminary invoice that shows the quantity and description of goods, the total amount to be paid by the buyer, the date when the products or services being sold will be delivered to the buyer, and other important details of the transaction. Any advance paid on the transaction will be based on the proforma invoice. It is also a commitment between the seller and the buyer.

Bill of Lading or Seaway Bill

A bill of lading (BL) is a confirmation issued by the shipping company of having received the cargo from the seller onboard their ship. It is a contract of carriage between the seller and the shipping line.

A BL serves as proof of ownership of the cargo. Typically, a bill of lading is a negotiable instrument. In other words, it can be transferred to a third party with the seller’s consent.

Just like the bill of lading, a seaway bill is also a contract of carriage between the seller and the shipping line. However, it is a non-negotiable contract in which the shipping company undertakes to deliver the goods only to a specific consignee.

A seaway bill cannot be transferred to a third party.

Both the bill of lading and seaway bill are legal documents.

Commercial Invoice

A commercial invoice is a final invoice that is used for customs clearance and other purposes. It should have the complete details of the business transaction between the seller and buyer.

At the least, it should include the name and address of the seller and buyer, the description of the goods being sold, quantity, value, terms of sale and payment, and the country of origin of the goods.

The commercial invoice forms the basis for the payment of customs duty and other taxes.

Packing List

As the name suggests, it is a document that provides details of the packing of the goods being shipped. A packing list will show the description of goods, their individual and collective packing, dimensions, weights, and markings. It may look very similar to the invoice but does not replace either the proforma or the commercial invoice.

A packing list helps the customs, the shipping carrier, and the receiver to easily identify the individual cargo during inspection or receipt.

Insurance Certificate

An insurance certificate or an insurance policy that is taken on the goods being shipped assures coverage in the event of an accident that causes damage to the cargo.

Besides showing the conditions of insurance coverage and the value of insurance, it will mention the liability of the carrier or any other third party who is a party to the contract to transport the goods.

Bill of Entry

A bill of entry is filed with the customs authorities by the importer at the time of import of goods to the country. Such goods may be for consumption within the country or reprocessing and re-export.

When the reprocessed goods are re-exported, the bill of entry is a requirement and should be included along with other shipping documentation.

Certificate of Origin

A certificate of origin is usually issued by the Chamber of Commerce of the country. It is a declaration that the goods are produced in the country following certain prescribed requirements.

A certificate of origin often decides the import tax that has to be paid or not paid by the buyer.

Health or Phytosanitary Certificate

Edible items that are exported from a country need a health or phytosanitary certificate issued by the relevant authority of the exporting country.

This is a requirement for the clearance of such products at the destination port. It certifies that the goods being exported meet safety standards and are suitable for human consumption.

A phytosanitary certificate is normally used for the export of plant or plant products.

Dangerous Goods Declaration

When dangerous goods are shipped, the shipper has to follow the rules and regulations set forth by the International Maritime Dangerous Goods code (IMDG) which is an arm of the International Maritime Organization (IMO). The IMDG covers the packing, segregation, and storage of dangerous cargo.

A dangerous goods declaration is a document in the prescribed format issued by the manufacturer or shipper and included with other shipping documentation. It certifies that the dangerous goods being shipped have been classified correctly, packaged, and labelled according to IMDG standards. It will also have instructions on segregation, safety, and storage of the goods.

Letter of Credit

A letter of credit is a bank guarantee that the buyer will pay the seller. The bank guarantees payment in the event of the buyer defaulting on payment to the seller. Also known as bank guarantee, documentary credit, etc. there are different types of letters of credit.

Having Your Shipping Documentation in Order

There may be other country-specific documentation requirements for export and import. What we have covered above briefly are the main shipping documents that are required to export goods and receive them at the destination without any hassles.

Poorly organized shipping documentation can significantly delay cargo. It can affect your shipping costs or even result in fines imposed by the customs or other authorities.

Source: Marine Insight

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Freight News

Hapag-Lloyd sets new charges from Asia

Hapag-Lloyd has announced several rate increases, which will take effect in August, for sailings starting from Asia ports.

Firstly, the German carrier will impose a General Rate Increase (GRI) of US$950 per TEU for all types of cargoes heading from the Middle East and the Indian Subcontinent to the East Coast of South America. This GRI will begin on 1 August.

Two weeks later, the liner operator will implement a new ocean tariff rate increase of US$1,000 for all types and sizes of cargo, from the Indian Subcontinent to the Mediterranean, as follows:

Additionally, on 15 August, Hapag-Lloyd will apply the same ocean tariff rate increase from the Middle East and Pakistan to the Mediterranean ports for all cargoes, as well.

Moreover, the Hamburg-based box line will push up its rates for all dry boxes from the Indian Subcontinent to Rotterdam and London Gateway, effective from 15 August, as follows:

Lastly, effective from the same date, the updated Hapag-Lloyd prices for dry containers from the Middle East and Pakistan to North Europe will be as follows:

Source: Container News

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Recent Posts by Macnels Macnels

Ports of Auckland restarts its automation project

CMA CGM sets new Asia rates

Yang Ming launches extra loaders on transpacific and Asia-Europe trades

Types of Container Terminals On The Basis of Ownership

COSCO opens new Wuhan terminal

Ship Chartering Process – The Ultimate guide

Auckland Port congestion, the big challenge ahead for New Zealand

What are Bonded Goods in Shipping?

Required Documentation For Shipping – Complete List

Hapag-Lloyd sets new charges from Asia

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