Saturday, November 26, 2016

Water Trap - Humidity Absorbed

Humidity, this word has been “a fear factor” for us, as humidity has been the most destructive factor specially to the goods which are shipped by sea or kept in warehouse and other storage places.
Moisture transforms went the temperature inside the container is lowered, the air will reach the dew point and the water becomes condenses. Due to the condensation, mildew and fungus develop. It will corrode and damage your goods.


When your shipments are in need of safe and trustworthy solutions during the transport by sea, you may be rest assured that with DESITECH and TOP DRYGEL Container desiccant products, we have more experience in shipping goods safely. Through extensive research, we have developed the most effective desiccant in the market today.


We have branch office in 10 areas in Indonesia about 40% from totally market.
We guarantee that DESITECH and TOP DRYGEL are representing the way of insuring your cargo against destruction by humidity that will be found in every container being shipped. Since we carry out the R & D and the quality control in our own plant, we ensure that the products are totally effective, environment neutral and most cost effective.



For solutions, we are ready to supply moisture absorbent products to help you, please feel free to contact us for more info the price.

Friday, July 15, 2016

Verified Gross Mass (VGM)

Background
MSC NAPOLI IN 2007: A major incident at sea caused by many overweight containers. This was the actual starting point for discussing stricter rules on container weight declaration. Onward accidents incurred many discussions worldwide and IMO got interested in preventing the recurrence of them.

The International Maritime Organization (IMO) will enforce globally the Safety of Life at Sea (SOLAS) Convention requirements regarding the verification of the gross weight of packed containers. All loaded containers are required to have a Verified Gross Mass (VGM) declared by exporter/shippers.

What is Verified Gross Mass (VGM)? Verified Gross Mass is the shipper declared total gross mass of a packed container as obtained by one of the methods described below. This Verified Gross Weight must include all packages and cargo items, all additional loading equipment (e.g. packing materials) and the container tare weight. Please refer to Chapter 2.1 of the SOLAS guideline.

The rules prescribe two methods by which the shipper may obtain the verified gross mass of a packed container: 
  1. Method 1, upon the conclusion of packing and sealing a container, the shipper may weigh, or have arranged that a third party weigh, the packed container
  2. Method 2, the shipper (or, by arrangement of the shipper, a third party) may weigh all packages and cargo items, including the mass of pallets, dunnage and other packing and securing material to be packed in the container, and add the tare mass of the container to the sum of the single masses of the container’s contents. (Estimating the weight of a container’s contents is not permitted.)
In respect of both method 1 and 2, the weighing equipment used must meet the applicable accuracy standards and requirements of the State in which the equipment is being used. Also under either method, the declaration of the verified weight must be signed and dated by the shipper or by its duly authorized representative and to provide to the carrier via either electronic interchange channels or a physical shipping document.

IMO Guidelines (SOLAS chapter VI, part A, regulation 2)
In the long run, the IMO's Maritime Safety Committee (MSC) at its 93rd session (May 2014) approved and (November 2014) adopted changes to the saftey of Life at Sea (SOLAS) convention regarding a mandatory container weight verification requirement on shippers.
The SOLAS amendments become effective on 1 July 2016.

The regulation clearly states the shipper is always responsible for the verification of the gross mass of a container carrying cargo.
The shipper is also responsible for ensuring that the verified gross mass is communicated to the carrier in a shipping document sufficiently in advance to be used by the ship's master or his representative and the terminal representative in the preparation of the vessel’s stowage plan.
This document can be part of the shipping instructions to the shipping company or a separate communication

Wednesday, April 2, 2014

Shipping Lines Term

General:
The Terms are from the perspective of the shipping line and define which services (for example loading of the vessel, unloading of the vessel, stowage of the cargo in the vessel, trimming of the cargo in the vessel, etc) are included and which services are not included.
Only the text version published by the shipping line is binding

FILO (Free In Liner Out):
The cost of loading the vessel at the port of loading are not included (Free In) and the cost of unloading the vessel at the port of destination are included (Liner Out).

FIO (Free In Out):
The cost of loading the vessel at the port loading and the cost of unloading the vessel at the port of destination are not included.

FIOS (Free In Out Stowed):
How FIO and additional are the stowage cost in the vessel excluded.

FIOST (Free In Out Stowed Trimmed):
How FIOS and additional are the trimming cost in the vessel excluded.

FIOT (Free In Out Trimmed):
How FIOS but includes the trimming cost in the vessel.

FLT (Full Liner Terms):
The cost of loading the vessel at the port loading, the stowage- and the trimming costs are included. The cost of unloading the vessel at the port of destination are included.

LIFO (Liner In Free Out):
The cost of loading the vessel at the port loading are included (Liner In) and the cost of unloading the vessel at the port of destination are not included (Free Out).

Wednesday, March 26, 2014

Incoterms 2010 International Trade for Export & Impor

The International Chamber of Commerce (ICC ) has published revisions to its International Commercial Terms, also known as INCOTERMS®, that take effect on January 1, 2011.

The revised rules, designated "INCOTERMS 2010", contain a series of changes, such as a reduction in the number of terms to 11 from 13. The DAF, DES, DEQ, and DDU designations have been eliminated, while two new terms, Deliv ered at Terminal (DAT) and Delivered at Place (DAP), have been added. INCOTERMS 2010 also attempt to better take into account the roles cargo security and electronic data interchange now play in international trade

The two main categories of Incoterms® 2010 are now organized by modes of transport. Used in international as well as in domestic contracts for the first time, the new groups aim to simplify the drafting of contracts and help avoid misunderstandings by clearly stipulating the obligations of buyers and sellers.

Group 1. Incoterms® that apply to any mode of transport are:
  • EXW Ex Works
  • FCA Free Carrier
  • CPT Carriage Paid To
  • CIP Carriage and Insurance Paid To
  • DAT Delivered at Terminal
  • DAP Delivered at Place
  • DDP Delivered Duty Paid
Group 2. Incoterms® that apply to sea and inland waterway transport only:
  • FAS Free Alongside Ship
  • FOB Free on Board
  • CFR Cost and Freight
  • CIF Cost, Insurance, and Freight
Group 1.
EXW - EX WORKS (... named place of delivery)
Means that the seller delivers when he places the goods at the disposal of the buyer at the seller’s premises  or another named place (i.e. works, factory, warehouse, etc.) not cleared for export and not loaded on any  collecting vehicle. This term thus represents the minimum obligation for the seller, and the buyer has to bear all costs and risks involved in taking the goods from the seller’s premises.

FCA - FREE CARRIER (... named place of delivery)
Means that the seller delivers the goods, cleared for export, to the carrier nominated by the buyer at the named place. The buyer must contract at his own expense the carriage of the goods from the named place.

CPT - CARRIAGE PAID TO (... named place of destination)
Means that the seller delivers the goods to the carrier nominated by him but the seller must also pay the cost of carriage necessary to bring the goods to the named destination. This means that the buyer bears all risks and any other costs occurring after the goods have been so delivered. If multiple carriers are used for the carriage to the agreed destination, the risk passes when the goods have been delivered to the first carrier. The CPT term requires the seller to clear the goods for export.

CIP - CARRIAGE AND INSURANCE PAID TO (... named place of destination)
Means that the seller delivers the goods to the carrier nominated by him but the seller must also pay the cost of carriage necessary to bring the goods to the named place of destination. This means that the buyer bears all risks and any additional costs occurring after the goods have been so delivered. However, in CIP the seller also has to procure insurance against the buyer’s risk of loss of or damage to the goods during the carriage. Consequently, the seller contracts for insurance and pays the insurance premium. If multiple carriers are used for the carriage to the agreed destination, the risk passes when the goods have been delivered to the first carrier. The CIP term requires the seller to clear the goods for export.

DAT - DELIVERED AT TERMINAL (... named terminal at port or place of destination)
Means that the seller delivers the goods to the named terminal at the named port or place of destination, unloaded from the delivering carrier. “Terminal” may have multiple meanings and thus should be specified as clearly as possible. The DAT term requires the seller to clear the goods for export and the buyer to clear the goods for import. If the seller is also responsible to arrange transport beyond the terminal, then the DAP or DDP term should be used.

DAP - DELIVERED AT PLACE (... named place of destination)
Means that the seller’s obligation ends when the goods are delivered to the disposal of the buyer at the named destination place. The DAP term specifies the buyer bears the risk and is responsible for unloading. The DAP term requires the seller to clear the goods for export and the buyer to clear the goods for import. If the seller is to be responsible for import clearance, then the DDP term should be used.

DDP - DELIVERED DUTY PAID (... named place)
Means that the seller delivers the goods to the buyer, cleared for import, and not unloaded from any arriving means of transport at the named place of destination. The seller has to bear all the costs and risks involved in bringing the goods thereto including, where applicable, any “duty” (which term includes the responsibility for the risk of the carrying out of customs formalities and the payment of formali- ties, Customs duties, taxes and other charges) for import in the country of destination. If the parties wish the buyer to bear all risks and costs of the import, the DAP term should be used.

Group 2.
FAS - FREE ALONGSIDE SHIP (... named port of shipment)
Means that the seller delivers when the goods are placed alongside the vessel at the named port of shipment. This means that the buyer has to bear all costs and risks of loss of or damage to the goods from that moment. The FAS term requires the seller to clear the goods for export. This term is valid for vessel shipments only.

FOB - FREE ON BOARD (... named port of shipment)
Means that the seller delivers when the goods are loaded on board a vessel at the named port of shipment. This means that the buyer has to bear all costs and risks of loss of or damage to the goods from that point. The FOB term requires the seller to clear the goods for ex- port. This term is valid for vessel shipments only. If the cargo is delivered to the carrier by the seller before the goods are loaded on board the vessel, then the FCA term should be used.

CFR - COST AND FREIGHT (... named port of destination)
Means that the seller delivers when the goods are loaded on board a vessel at the named port of shipment. The seller must pay the costs and freight necessary to bring the goods to the named port of destination BUT the risk of loss of or damage to the goods, as well as any additional costs due to events occurring after the time of delivery, are transferred from the seller to the buyer when the goods are loaded onto the vessel. The CFR term requires the seller to clear the goods for export. This term is valid for vessel shipments only. If the cargo is delivered to the carrier by the seller before the goods are loaded on board the vessel, then the CPT term should be used.

CIF - COST INSURANCE AND FREIGHT (... named port of destination)
Means that the seller delivers when the goods are loaded on board a vessel at the named port of shipment. The seller must pay the costs and freight necessary to bring the goods to the named port of destination BUT the risk of loss of or damage to the goods, as well as any additional costs due to events occurring after the time of delivery, are transferred from the seller to the buyer when the goods are loaded onto the vessel. The CIF term requires the seller to clear the goods for export and to provide minimum insurance cover. This term is valid for vessel shipments only. If the cargo is delivered to the carrier by the seller before the goods are loaded on board the vessel, then the CIP term should be used.

N o t e s :
  • Incoterms must always be accompanied by a “named place” including city, province/state and country. The International Chamber of Commerce updates Incoterms every ten years, most recently in 2010. Because the implications and interpretations differ between publications, the year of the revised publication should also be stated. Example of correct Inco statement: “FOB Surabaya, Jawa Timur, INDONESIA, Incoterms 2010.”
  • Incoterms identify risk and cost to the seller and buyer, but do not identify title transference.
  • All reference to the cost of “Customs clearance” includes not only duty and /or other government levy but also the administrative cost associated with fulfilling that process.
  • The exporter and/or importer may or may not be the seller or buyer. Exporter and importer status are specifically governed by the particular laws of the country of export and country of import.

Saturday, February 8, 2014

Japan Customs Regulation of Advance Filing Rules (AFR)

Starting March 2014, Japan will applying the "Advance Filing Rules (AFR)", which require a vessel operator or a NVOCC to electronically submit to JAPAN Customs information on maritime container cargoes to be loaded on a vessel intended to entry into a port in Japan, in principle no later than 24 hours before departure of the vessel from a port of loading

This is  new rule in Japan that the Origin/Export side as POL must input all of data of shipment 24 hour advance upon shipping out and Export side (POL) must input the all data also HS CODE 6 digits (listed by Japanese Customs) prior the vessel sail through NACCS system but this systems is only allowed by SP (Service Provider) network for Japan Advance Filing Rules authorized by NACCS center to connect directly to NACCS.

If you fail to input the data before 24 hour upon departure, then, consignee can not get the container smoothly and might cause lots of penalty even not able to unload the container.

*The Rules will be implemented in March 2014.