Freight Container

In an industry first for a major global container shipping line, in April 2022, Hapag Lloyd announced that they would outfit all of their...

Recently, ONE (Ocean Network Express), the 7th largest container shipping line in the world by capacity, implemented a penalty fee in the form of...

"Although containers lost overboard represent less than one-thousandth of 1% (0.001%) of the roughly 241 million packed and empty containers currently shipped each year,...

In the process of shipping, once a delivery order has been issued for an import full container and the customer has unpacked it, they are...

What is the difference between a shipper owned container and a carrier owned container..??

A shipper owned container is a container owned by the shipper of the goods and a carrier owned container is a container owned by a carrier..

But the question may be a bit deeper than just the difference in definition between the two.. Let's see..

There are cases where a container maybe discharged with a seal number that is different from what has been manifested and shown in the bill of lading..

Seal number discrepancy between manifest and container happens more times than you can imagine and this happens all over the world..

How and why does this seal number discrepancy happen and what steps should a consignee take when it happens..??

In one my previous articles, I explained the Difference between Demurrage and Detention..

After reading this, a few of my readers have asked me to explain the causes of demurrage and detention..

There are several reasons a container(s) can incur demurrage and/or detention or combined demurrage and detention.. Here are some of the major reasons..

In their Sustainability Report of 2020, Maersk mentioned that “Diversity and inclusion are part of our value system, and our support for social justice and anti-discrimination is also expected by our employees“.

In line with this, Maersk launched their Maersk for Inclusion Excellence groups in the North American Region.. As part of this initiative, Maersk painted two (1×20′ & 1×40′) of their shipping containers with a rainbow to symbolise inclusion and diversity and integrated these containers into their fleet.

These containers are on a world tour and have currently reached Netherlands.

Shipping Container, Freight Container, Container, Box, TEU – many of the synonyms and acronyms by which the common shipping container is referred to as, depending on who is talking..

It has also evolved in shape and size and now comes in various sizes and types such as 20′, 40′, 45′, GP, HQ, OT, FR, RF etc etc etc..

Universally hailed as one of the greatest inventions of the modern world, the container has really and truly made the world a smaller place and in my view, can be termed the one true architect of Globalisation..

Well, that container has now reached retirement age in human terms as it turned 65 on the 26th of April 2021 having started its journey in 1956..

The new Thermo King CFF units can reach and maintain box temperature in the toughest conditions between -30 and +30 degrees Celsius to safeguard...

ICD, On Dock CY and Off Dock CY are some terms you might have heard during the course of your day to day work.. Here is an explanation of the difference between them..

It has been called many names – Equipment Control, Container Control, Logistics, Container Department – whatever you call it, it is one of the most dynamic departments within a shipping line or ship agency’s business.. This department is close to my heart as this was my first real job in a liner shipping environment my Alphabet blocks if you may.. What does this department do..??

An illustrative post outlining the anatomy of a shipping container written by Robert John Wheeler.. An interesting read for people who are within the industry and heard of these terms, but have not had the opportunity to see what it looks like..

The need for safe transportation of goods cannot be overemphasised..

Various incidents that have occurred around the world in terms of maritime disasters, weight misdeclarations and other mishaps bear testament to this important factor in shipping..

You might have seen ships with the SAFETY FIRST phrase emblazoned across the accommodation on the ship..

When we speak about safety especially in container shipping, one of the main items that needs to be considered is the safety aspect of using the shipping container as a Cargo Transporting Unit (CTU)..

Here I explain all about the CSC Plate and Safety Approval and container inspection regimes..

Cargo insurance is a type of insurance that protects a buyer or seller of goods against damages or loss of cargo..

Despite insurance having been around for centuries, there is still a feeling that any form of insurance is a “grudge purchase” and in the case of cargo shipments, many people ask the question "Do I need cargo insurance for my shipment"..??

Five international freight transport and cargo handling organisations are collaborating on the production of new guidance on packing standards for freight containers and other...

Misdeclaration of container weights has been an issue that has been going on for a long time and has plagued many a shipping line, ship and port operators..

In a recent article, I wrote about the basics of container stowage planning and why it is so important..

In this article, I thought it would be worth reiterating the importance of being accurate in the declaration of the weights..

The ubiquitous freight or shipping container has become an integral part of our lives not just if you are in the industry handling and moving these containers from point to point, but for all the businesses and industries that use the container.. It has been universally hailed as one of the greatest inventions of the modern world, one that completely changed the way in which business has been done since the 20th century and really and truly made the world a smaller place and the one true architect of Globalisation.. Exporters, importers, traders, packing houses, ports, customs, border authorities, police, clearing agents, freight forwarders, stevedores, hauliers, weighbridges ............................. and many more entities involved in a trade transaction may be seeing and handling a container on a daily basis.. But although many of these people see a container not everyone understands the many markings on a container.. The markings on a container play a very significant role in the movement of the container as they provide vital information to all entities in the supply chain relating to the monitoring and safety of the container and cargo during its carriage.. Let us look at each of the markings on a container individually using an example below..

2019 was quite the year for maritime disasters with ships on fire, containers falling off ships etc.. 2020 seems to be hitting the industry in other ways which could also be considered a kind of maritime disaster..

But in what may be the first reported case of containers falling off ships in 2020, the APL England a 5,780 TEU capacity containership lost around 40 containers off the coast of New South Wales in Australia.. It has also been reported that around 74 containers are lying in a collapsed state within the stacks on board the ship..

Such incidents bring to the fore the question whether the ship register or ship registry is liable for containers falling off a ship and who is really responsible..

There are several reasons that cargo inside a container could damaged. It could be due to improper packing of cargo inside a container, incorrect container used for the cargo carried, but one of the main reasons for cargo damage inside a container is the condition of the container itself.

• Wet damage due water ingress (rain, seawater etc) into the container ;
• Wet damage due to condensation inside the container when an incorrect type of container is used like using a normal container instead of a ventilated container ;
• Contamination due to adjacency risk or odor transfer ;
• Infestation damage

are some of the common types of damages reported on cargoes that are packed in containers. As a general rule, shipping lines reject these claims confirming that the gate out documents of the containers were clean at the time of release to the shipper. Insurance companies use Unseaworthiness and Unfitness Exclusion Clause stated in ICC (A) not to cover similar claims either, unless the insured can prove that he was not aware of the condition of the container at the time of loading. Obviously, this situation causes a lot of frustration, feelings of injustice, and could result in absorbed losses among shippers globally.

So should the shipper simply accept this rejection of claims and move on?