What a ship....no wonder 'Made in China' is displacing North American goods big time with this floating continent transporting goods across the Pacific in 4 days no less!!!
Vessel , ship , Container , shiping line , Stuffing , Freight
Sunday, 29 June 2008
The Emma Maersk
What a ship....no wonder 'Made in China' is displacing North American goods big time with this floating continent transporting goods across the Pacific in 4 days no less!!!
Sunday, 4 May 2008
Download progame check container size & type
http://www.tempf.com/getfile.php?filekey=1209888243.00424_SIZETYPEpro.zip&mime=application/zip
Friday, 2 May 2008
Stock Photo Image of Container Ship With Storm Damage Containers
see detail
http://www.acclaimimages.com/_gallery/_pages/0160-0511-2511-5352.html
Causes of damage/loss during transport
2.1 Loss prevention through training
2.2 Damage - risks - countermeasures
2.3 Shipping stresses - general information
2.3.1 Static mechanical shipping stresses
2.3.2 Dynamic mechanical shipping stresses
2.3.3 Mechanical stresses in maritime transport
2.3.4 Mechanical stresses in road transport
2.3.5 Mechanical stresses in rail transport
2.3.6 Mechanical stresses in inland waterway transport
2.3.7 Mechanical stresses during cargo handling
2.3.8 Climatic stresses
2.3.9 Biotic stresses
2.3.10 Chemical stresses
Introductory remarks There are undoubtedly many companies in which responsible, quality-conscious staff plan and devise optimum transit procedures so that the goods to be shipped reach the receiver having suffered the least possible damage. In such companies, prevention of damage is a priority since it is common knowledge that economic success is to a great extent dependent upon customer satisfaction. Considerable effort is taken to avoid shipping damage or to restrict the extent of such damage. But what about those personnel who don't care as much about preventing damage? Virtually inevitably, their actions or omissions cause damage and accidents.
More detail
http://www.containerhandbuch.de/chb_e/stra/index.html?/chb_e/stra/stra_02_00.html
http://www.tmcmarine.co.uk/tmc_art_03.html
http://www.ccni.cl/index.php?option=com_content&task=view&id=49&Itemid=85
International Maritime Dangerous Goods Code (IMDG)
Class Description
Class 1 Explosives
1.1
Substances and articles which have a mass explosion hazard
1.2
Substances and articles which have a projection hazard but not a mass explosion hazard
1.3
Substances and articles which have a fire hazard and either a minor blast hazard or a minor projection hazard or both, but not a mass explosion hazard
1.4
Substances and articles which present no significant hazard
1.5
Very insensitive substances which have a mass explosion hazard
1.6
Extremely insensitive articles which do not have a mass explosion hazard
Class2 Gases: Compressed, Liquefied or Dissolved under Pressure
2.1
Flammable gases
2.2
Non-Flammable gases
2.3
Toxic gases
Class 3 Flammable Liquids
Class 4 Flammable Solids or Substances
4.1
Flammable Solids
4.2
Substances liable to spontaneous combustion
4.3
Substance which, in contact with water, emit flammable gases
Class 5 Oxidizing Substances (agents) and Organic Peroxides
5
.1
Oxidizing Substances (agents) by yielding oxygen increase the risk and intensity of fire
5.2
Organic peroxide-most will burn rapidly and are sensitive to impact or friction
Class 6 Toxic and infectious substances
6.1
Toxic substances
6.2
Infectious substances
Class 7 Radioactive Substances
Class 8 Corrosives
Class 9 Miscellaneous dangerous substances and articles
Thursday, 6 March 2008
IMDG Code 33rd Amendment
DG cargo must be prepared in accordance with IMDG Amendment 33 -
Effective November 1, 2007
As we all know, 33rd amendment of the IMDG Code officially comes in force on 1st January 2008.
For complying with this enforcement with no difficulty by this date, we decided that the transition period from 32nd to 33rd ed., which allows the dangerous goods shipment to be approved by either of edition, shall be ended on 31st October 2007.
Therefore, all dangerous goods applications submitted after 1st November 2007 must be based on only 33rd amdt , and 32nd amdt based cargoes shall not be acceptable after this exact date.
This change is also concerned with K-Line booking cargoes loaded in our parter carriers' vessels.
IMDG Code 33rd Amendment
The IMDG code is amended every two years based on TRANSPORT OF DANGEROUS GOODS-MODEL REGULATIONS issued by United Nations. The IMDG code 33rd amendment that takes in TRANSPORT OF DANGEROUS GOOD-MODEL REGULATIONS 14th revised edition was adopted at MSC (IMO'S Maritime Safety Committee) 81st session on May 2006. The code will enter into force on 1 Jan. 2008.
Meanwhile ICAO TI(Technical Instructions for The Safe Transport of Dangerous Goods by AIR), ADR(European Agreement Concerning the International Carriage of Dangerous Good by Road) and RID(International Regulations Concerning the Carriage of Dangerous Goods by Rail) that take in TRANSPORT OF DANGEROUS GOOD-MODEL REGULATIONS 14th revised edition would be effective as from 1 Jan. 2007, therefore some discrepancies have arisen between ICAO TI, ADR/RID and IMDG code during transitional period(1 Jan. to 31st Dec. 2007).
IMO recommends applying this code from 1 Jan. 2007 on a voluntary basis, pending their official entry into force on 1 Jan. 2008 without any transition period in order to facilitate multimodal transportation of dangerous goods.
Summary of Amendment
I. Significant Changes
(1) | The change of provisions for “OVERPACK” display In IMDG Code 32nd Amendment, overpack shall be marked with the word “OVERPACK” without any exception, however, we can exempt the word “OVERPACK” if markings and labels representatives of all dangerous goods in the overpack are visible. | ||||||||||||||||||||||||||||||||||||||||||||||||||||
(2) | The turn of the dangerous goods descriptions The dangerous goods description shall be shown the order as follows; 1. UN number 2. Proper Shipping Name 3. IMDG Class & Division (if applicable) 4. Subsidiary Risk (if applicable) 5. Packing Group | ||||||||||||||||||||||||||||||||||||||||||||||||||||
(3) | The change of Judgement standard of Criteria for Class 3 and Class 6.1 The upper limit of a judgement standard for Class 3, Flammable liquids, is changed from at or below 61? to at or below 60?. The judgement standard for Class 6.1, Toxic, is changed as listed; | ||||||||||||||||||||||||||||||||||||||||||||||||||||
The Standard of IMDG Code 32nd Amendment
The standard of IMDG Code 33rd amendment
In the case of dangerous goods of concrete Proper Shipping Name for Class 3 or 6.1 (including subsidiary risk) which are listed in Dangerous Goods List, we should transport them as Flammable Liquid or Toxic as it is prescribed in Dangerous Goods List even if actual survey value is outside of the new standard value. | |||||||||||||||||||||||||||||||||||||||||||||||||||||
(4) | The new placard/label of Class 5.2, Organic Peroxides There is a new yellow and red label for Class 5.2m Organic Peroxides. The present all-yellow label can be used until 31 Dec. 2010.
| ||||||||||||||||||||||||||||||||||||||||||||||||||||
(5) | The mark of right side up with care The mark of right side up with care is required as follows;
(It is already required in IMDG Code 32nd amendment) | ||||||||||||||||||||||||||||||||||||||||||||||||||||
(6) | The warning sign of Fumigated Units (UN 3359 ) Fumigated units, UN3359, can no longer have their warning sign removed after they have been ventilated. Instead, the date of ventilation is written on the label and the warning sign shall remain on the unit until the fumigated goods or materials have been unloaded. | ||||||||||||||||||||||||||||||||||||||||||||||||||||
(7) | Segregation in same outer packagings for Limited Quantities Substances of the same class which are required segregation by the matter of column 16 in Dangerous Goods List can be transported to store inner packagings which are packaged in each material in same outer packagings, provided that packing group is III, shipper verifies that the substances do not react dangerously with each other and it is Limited Quantities. | ||||||||||||||||||||||||||||||||||||||||||||||||||||
(8) | Segregation between a class 8 acid and a class 8 alkali Between a class 8 acid and a class 8 alkali for packing group II and III, the usual requirements of separated from alkalis and separated from acids can be ignored provided that the package does not contain more than 30 litres for liquids or 30 kg for solids, a copy of the test report that verifies that the substances do not react dangerously with each other shall be provided in required by the competent authority and the transport documents includes the statements required by 5.4.1.5.11.3. | ||||||||||||||||||||||||||||||||||||||||||||||||||||
(9) | Exemption of Segregation Segregation is not required between defined groups of substances which are chemically similar but are allocated to different, conflicting, classes.
|
II. Changes of dangerous goods list
(1) | UN Numbers to be deleted Following UN Numbers were deleted
| |||||||||||||||||||||||||||||||||||||||||||||||||||||||||
(2) | UN Numbers to be added Following Un Numbers were added
|
III Other revisions
(1) | Default Firework Classification System |
Fireworks shall usually be assigned to hazard divisions on the basis of test data derived from the United Nations Manual of Test and Criteria. But assignment of fireworks may be made on the basis of analogy, without the need for above testing, in accordance with the default fireworks classification table. Such assignment shall be made with the agreement of the competent authority. | |
(2) | Stowage precautions of AMMONIUM NITRATE, UN 1942, and AMMONIUM NITRATE BASED FERTILIZER, UN 2067 |
As a matter of practice, above dangerous goods cannot be stowed under deck due to the change of regulations. At the current situation, K Line can accept these dangerous goods as ON DECK stow only. | |
(3) | Stowage precautions of POLYMERIC BEADS, EXPANDABL, UN 2211, and PLASTICS MOULDING COMPOUND, UN 3314 |
The stowage regulation for above dangerous goods is changed more strictly, but they are already prohibited dangerous goods under K Line policy. | |
(4) | UN 1950 aerosols are no longer 'class 2' when in limited quantities. They are class 2.1 or 2.2 as appropriate. ( Class 2 alone is not permitted ) |
(5) | New classification of “Waste Aerosols” |
There is a new classification of “Waste Aerosols” in UN 1950, AEROSOLS. It may be transported under UN 1950 for the purposes of reprocessing or disposal. But ALL KINDS OF “WASTES” are already prohibited dangerous goods under K Line policy. ---------------------- Info from http://www.kline.com/KAMCompliance/Dangerous_Goods_Prepare_IMDG_Amendment_33.asp |
FCL, LCL, CFS
Shipping by sea
The respective meaning of the terms FCL, LCL, CY, and CFS is as follows:
FCL | full container load; full carload | |
LCL | less than container load; loose container load; less than carload; loose carload | |
CY | container yard | |
CFS | container freight station |
- FCL versus LCL
- The word carload relates to the rail car. The FCL and LCL are differentiated, in practice, on whether the 'whole container' or 'not the whole container' is intended for the consignee.
The FCL means the load reaches its allowable maximum (or full) weight or measurement. In practice, however, the FCL in the ocean freight does not always mean packing a container to its full payload or full capacity. For example, an exporter books a 20' container that is intended for a consignee at FCL flat rate of US$1,500. If the consignment occupies 500
cu. ft. and weighs5,000 kgs. only, the case is still FCL and the exporter has to pay US$1,500.If an exporter intends to pack a container to the full capacity or full payload with the consignments of two or more consignees for the same destination, the case is LCL and the carrier will charge the LCL freight rate on each consignment. In the LCL arrangement, the shipper is required to deliver the cargo to the carrier's container freight station for containerization, thus there is no guarantee that the two or more consignments from the same exporter will share the same container. In some cases, the exporter is allowed to pack the container at their premises in the LCL arrangement, and then the carrier uses that same container to pack in more cargo from other shipper(s) to make a full container load at the container freight station.
Referring to the Case Sample: Container Selection (1), if the importer maintains the order at 1,500 cartons and no forwarder is involved, and if the high cube container service is not available, it may mean that there will be one 40' FCL plus 135 cartons LCL. A combination of FCL and LCL in a consignment, which is a typical aftermath from the cargo overflow, is a poor exporting and importing practice, taking into account the additional freight and other charges in both countries. All 1,500 cartons can be shipped by LCL, but the freight cost can be higher and the cargo may be exposed to a higher risk of damage and loss.
- CY versus CFS
- The CY and CFS apply to the manner and the location of the cargo delivery and receipt in a container service. The CY is the delivery (or receipt) of a whole container from (or at) the shipper's or the forwarder's (or the consignee's) cargo yard or premises. The CFS is the delivery (or receipt) of loose cargo from (or at) the carrier's container freight station.
The container freight station (CFS) is operated by the carrier for the receipt, forwarding, and assembling or disassembling of cargo. Normally, the container freight station is a customs clearance center.
The CFS service may be necessary under any of the following circumstances:
-
- The kind of cargo and quantity of order does not warrant the use of the whole container.
- The shipper's or the consignee's premises are inaccessible by container due to poor road conditions (e.g. narrow road) and location (e.g. remote area not served by container).
- The overall load of vehicle exceeds the legal limitation.
- The shipper or the consignee lacks the necessary container loading or unloading equipment.
- The kind of cargo and quantity of order does not warrant the use of the whole container.
-
Modes of CY and CFS Container Services
- CY/CY Container Service
- The CY/CY (read as 'CY to CY') container service---door-to-door container service or house-to-house container service---broadly means that the whole container received by the carrier is packed at the shipper's or the forwarder's premises, and the delivery of that same whole container to the consignee's premises.
In a related term door-to-door service, which is often used in the cargo forwarding and may involve the LCL, refers to a type of freight service available from a forwarder whereby the cargo is picked up at the consignor's premises and delivered to the consignee's premises.
- CY/CFS Container Service
- The CY/CFS (read as 'CY to CFS') container service---door-to-port container service---broadly means that the whole container received by the carrier is packed at the shipper's or the forwarder's premises, and that same whole container is emptied at the carrier's container freight station at the port of destination. The consignee arranges the delivery of the loose cargo from the container freight station to his/her premises.
- CFS/CY Container Service
- The CFS/CY (read as 'CFS to CY') container service---port-to-door container service--- broadly means that the delivery of the loose cargo to the carrier's container freight station at the port of origin is packed into the whole container, and the delivery of that same whole container to the consignee's premises.
- CFS/CFS Container Service
- The CFS/CFS (read as 'CFS to CFS') container service---port-to-port container service or pier-to-pier container service---broadly means that the delivery of the loose cargo to the carrier's container freight station at the port of origin is packed into the whole container, and that same whole container is emptied at the carrier's container freight station at the port of destination. The consignee arranges the delivery of the loose cargo from the container freight station to his/her premises.
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The above info is taken from www.export911com
http://www.speedycargo.com
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