1. Container Ship Slots Free
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3. Container Ships Losing Cargo
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5. Container Ship Loses Cargo

Cargo planning is divided into three steps:

With 253 ships, 121 shipping routes and 600+ ports covered; the Hapag-Lloyd is certainly one of the leading container shipping companies in the world. It has shipped a total of 1.7 million TEU of cargo last year and employs more than 12,000 employees worldwide across 128 countries. Given a container shipping service, the container shipping company’s decision regarding the assignment of the ship’s capacity (i.e. Container slots) to the customers is called “slot allocation”, which is the same as capacity control for airlines (Zurheide and Fischer, 2015). Giant Lock Box has 20' and 40' Open Sided Shipping Containers for sale with full open-sided container doors. Open sided storage containers are a good alternative for customers that need special access to load and empty their containers from the side. Apart from needless injury and loss of life, potential losses from a container ship fire might include hull damage, total loss of the ship, cargo and container loss and damage, claims between ship owners, charterers and slot-charterers, environmental damage prevention and clean-up, salvage costs, wreck removal, fines, investigation and legal costs.

1. Pre arrival planning: Cargo planned from shore side by planners.

2. Preloading planning: Cargo planned by ship designated officer after receiving the EDI file (Format of cargo plan for loadicator) from the terminal planner.

3. Finalizing plan: During loading, many changes in the plan may take place on the shore side and the same amended plan is passed on ship thus cargo needs to be checked and verified for compliance. After finalizing the stowage final confirmed loading plan is passed on back to the terminal planner.

Cargo planner:

Cargo planning is carried out by central planner situated in major port.

This plan is then passed on to the terminal representative (terminal planner) of a certain port.

The terminal planner passes the same plan to ship for ship designated officer to check and confirm on loading condition.

Names of loadicator software used on ships:

• SEACOS( MACS3)

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• CASP

Important things to consider as an officer while planning:

1. Drafts – Permissible departure drafts for the current port to be considered as max permissible loading drafts. Arrival drafts in the next port also to be calculated by reducing fuel, FW, and store consumption. The density of water to be changed as per port density in loadicator to obtain exact drafts.
2. Trim- Required trim to be maintained.
3. Load line zones also need to be checked to avoid exceeding limits.
4. Port Rotation- Cargo to be planned as per port of rotation to avoid restow of containers which accounts for an additional cost. First port of discharge containers on top.
5. Stresses of the ship to be taken into account SF, BM, TM not to be exceeded and within limits (as per company set standard)
6. Stack weight- Stack weight is the weight that can be safely loaded on the deck, hatch cover, or tank top at the corner of the slots. Stack weighted should not be exceeded at any time.
7. Loading condition not to exceed intact stability criteria set in loading manual (trim and stability booklet) for the ship, damaged stability to be accounted for.
8. IMO visibility criteria to be complied with.
9. GM to be accounted for and should be optimized for the voyage, as GM decides the stability of the ship.
10. IMDG- IMDG criteria regarding stowage and segregation to comply at all times. Dangerous containers should not be loaded on outboard rows and on higher tiers to deal with the emergency with ease. IMDG should be loaded as per ship specific DOC for DG.
11. Reefers: Reefer sockets allocation and accessibility to monitor reefer to be considered. Avoid loading reefers on outer rows and away from the accommodation. Malfunctioning slots to be rectified. Lowest tiers to be considered in case of repairs. Sufficient reefer spares to be available. Temperature to be monitored on loading, unloading, and during the voyage and any alarms to be rectified if any.
12. Size of containers: Containers to be loaded in their exact slots 55’/50’/45’/40’/20’/10’ & OOG. OOG containers to be loaded under the deck.
13. Type of containers: Precious cargo to be loaded where no access to persons. Special reefer cargo to be loaded behind accommodation on deck generally in a center row where they can be monitored.
14. Lashing: Availability of lashing materials to be considered. Lashing forces not to be exceeded any time as per company requirements.
15. Ballast loading sequence to be determined and cargo to be planned in such a way that minimal ballast is taken.

Less common shipping charges shippers should be aware of

EFAF, B/L, GA, COD, LOLO, …

The ocean freight industry is not short on acronyms and abbreviations and those familiar with it can definitely vouch for it. The countless articles that have been written about the different abbreviations in shipping is probably evidence enough, and that’s not including Incoterms.

Most articles tackle the main abbreviations involved in container shipping rates, which provides important information for both importers and exporters alike. Plus, it’s always handy to get a good understanding of important ocean freight charges like the GRI and BAF. But to be on the safe side, you’ll also want to make sure you’re at least aware of some lesser-heard of ones, especially if you handle shipments on a frequent basis.

In this post, we’ll go through 10 lesser-known shipping surcharges so you may be prepare for them and to avoid surprises in the event you get hit with one.

Wharfage

The wharfage fee is a charge levied by the carrier directly to the cargo being moved through it to compensate for usage of their space and facilities. It is usually either included in the base freight rate or part of the terminal handling charge.

Release fee

The release fee goes by many other names including cargo handover fee, delivery order fee, destination document, etc. This is a fee that covers local charges at destination and is imposed by carriers to process the release of an imported cargo to the consignee.

EIS (Equipment Imbalance Surcharge)

The EIS is a charge by carriers on outgoing cargo travelling on lanes with a trade imbalance. This refers to destinations with little to no exports and thus have little use for arriving containers. Carriers then impose the EIS to cover their costs of moving the empty containers to another hub where they can be used and get exported back out into circulation again.

VGM (Verified Gross Mass) fees

This is a relatively new charge in the shipping world. The Verified Gross Mass is the total weight of the cargo, including all dunnage and bracing, and the tare weight of the container.

From 2016, all containers to be loaded on vessels must be properly weighed and their VGMs declared and provided before they can be cleared for loading. There are administrative fees and carriers also may impose a surcharge for manual submissions of the VGM and late submissions.

Shippers can weigh their containers and/or shipments themselves. Additional weighing costs may apply should the service be required.

Manifest correction fee

The manifest correction fee is a charge levied by carriers onto shippers to update or modify information on documents such as the Bill of Lading as this would involve changing the manifest as well.

Some carriers allow one free correction or unlimited changes up till the sail date. But others apply this fee after the first set of documents has been processed, which means that in cases where your document cut-off date is before your container load date, you are bound to get hit by a correction fee. A fee may also be applied for each subsequent correction.

SEC (Security fee)

The SEC, also known as the ISPS fee, is a security fee levied by ports onto carriers which is then passed on to the client. It compensate ports for their efforts into maintaining vessel security such that it complies with the International Ship and Port Facility Security (ISPS) code. This is aimed at ensuring ship and port security and is applied per container.

HEA (Heavy lift)

HEA is a surcharge for handling cargo weighing more than a standard shipment and applied per container. This is charged by terminals or rail operators for having to utilize a heavy crane to lift and handle heavy shipments as opposed to a regular stacker equipment.

OWS (Overweight surcharge)

The OWS has a similar concept to the abovementioned HEA except it’s charged by liners for handling heavy containers with the vessel weight in mind. This is to compensate the carrier for potentially losing slots as the heavy containers will max out the vessel’s weight before slot availability.

OOG (Out of gauge)

This is an extra charge applied by carriers for handling cargo with dimensions that prevent it from fitting into standard containers and require it to be transported by special containers such as the open top container or flat rack. The charge compensates for the slot it takes up since its odd shape means no other containers can be loaded in its place.

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OOG prices vary according to the number of slots the OOG container takes up, the complexity of handling it, and the going rate in that given lane.

WAR (War risk)

WAR is an extra cost applied by shipping lines onto cargo on vessels transiting through areas with high risks of war. The charge is to cover high security premiums and any extra costs for rerouting, extra security, etc. It’s usually applied to areas with ongoing wars or that are escalating towards war and even piracy-prone areas.

Area-specific surcharges

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There are other area-specific surcharges that may apply depending on the canal, port, origin, and destination your cargo deals with.

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Some examples include:

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• PCC (Panama Canal Charge): Surcharge applied to cargo transiting through the Panama Canal
• SUE (Suez Canal Surcharge): Surcharge applied to cargo transiting through the Suez Canal
• LSC (Low Sulfur Charge): Surcharge applied for vessels operating in the EU area
• ADE (Aden Gulf Surcharge): Surcharge applied to cargo transiting through the Gulf of Aden due to higher insurance premiums from the high piracy risk in the area.
• LWS (Low Water Surcharge): Extra charge applied by the Port of Montreal because of low water levels in the St. Lawrence River.
• SMD (Security Manifest Documentation Fee): Extra charge for submitting manifest declarations to the US, Canadian, and Mexican customs office in advance. Applied to cargo loaded on a vessel at a non-US port.

There’s a whole list of such surcharges that may be applicable to your cargo. Speak to your freight forwarder to find out what extra fees you have to pay, if any.