Penyederhanaan Registrasi Kepabeanan

Sosialisasi PMK 219/PMK.04/2019 tentang Penyederhanaan Registrasi  Kepabeanan sebagai pengganti atas PMK 179/PMK.04/2016
Hari/tanggal : Kamis/ 3 Desember 2020
Waktu :09.00 WIB s.d selesai

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.

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

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).

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.

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.

Ship Passing Through The Panama Canal

Panama Canal and how it works Ship Passing Through The Panama Canal, you can see in the below video

Illustration of Ship Passing Through The Panama Canal

Canal locks time lapse


A Gigantic Container Ship Passing Through The Panama Canal


Cargo ship passing through panama cana

NVOCC (Non-Vessel Operating Common Carrier)

Currently, the carrier’s definition, the general is “a contract of carriage with the consignor or the person the actual transportation of people.” Agents into the field of international freight transport, to carry out a single mode or multimodal transport business, with clients as a contract of carriage, and issuing the transport document (FCT, FBL, etc.), responsible for transport, which has become a carrier . However, because they generally do not own or control means of transport can only transport through the carrier has entered into a contract of carriage, the actual transportation by others, such carrier known as NVOCC. NVOCC business only in the actual contract carrier, but the actual completion of the transport carrier is the actual carrier.

NVOCC business

As the economic, technological practice different, whether at home or abroad, non-vessel operating carrier very different scope, and do some non-vessel carrier cargo customs clearance, cargo transfer, short-haul, freight forwarding and distribution , and a variety of different modes of transport booking agency business, some of which apply only to one or more business.
The principal activities of NVOCC

1. As a carrier and shipper for the carriage of goods contract, the issue of shipping documents (bills of lading, consignment note), and to accept goods from place to place of destination, transportation for delivery of the goods.

2. As a general cargo carrier organizations, the entire transport, development of the whole transportation plan and organize the implementation of activities.

3. Requirements and the goods to the shipper, the specific conditions of contact with the actual carrier will transport (booking).

4. Received from the hands of the shipper of goods, organization or agency to export to Hong Kong Transport, a contract of carriage (in my name), and to deliver the goods to the ocean carriers have been booking. In the transition process, on behalf of the owner to complete the declaration, inspection, Tally and other procedures.

5. If necessary, the goods for storage and the database business.

6. In the hands of the port from the ocean carrier to accept goods, the delivery of the goods to the consignee. The owner is concerned, non-vessel carrier delivers the goods to transport, compared to the traditional carrier transport in the formalities to be much more convenient and can save freight forwarders commissioned this part.

According to the scope and nature of business is different from non-vessel carrier can be divided into the following three categories:

1. Carrier type
Such kind of shipping carrier is determined in their transport routes to carry out transport activities, to accept the shipper of the goods and issue bills of lading, the goods in transit loss, damage responsibility. In actual operations, he is a contract carrier, not by yourself transportation, only the goods to the actual carrier transport, and to accept the goods at destination, delivery of goods to the consignee.

2. Forwarders type
Such NVOCC specializing in transit, goods in transit and the major destination, with its own branch (office), or agents, from the hands of the shipper or the carrier to accept the land transport of goods, issuing bills of lading, Then apply for continuation transportation, transit, delivery, the carrier delivers the goods to the sea, from sea to complete maritime transport carrier in the port of destination to receive the goods, to raise the consignee. The type and carrier type of the main difference is that it is not limited to transportation routes, not only to choose the appropriate carrier, can also choose the most suitable transport routes. Currently, many shipping companies Zai canvassing area, pairs of non-vessel carrier Jiaoda transfer of dependence, therefore, Zhuanyun people canvassing in the Wei Zi Ji, Jingyingzhuanyun also actively De Zuowei agent, representative carrier people go through to accept delivery of goods, loading, unloading, care to do, collecting freight and other services, and derive the difference between receipts and shipping.

3. Agent-based
Class NVOCC in the cargo doors to take different after the owner, in principle, to provide transportation services directly to the owner, instead of using the “wholesale” approach, by mode of transport and direction, to transport people or type bulk carrier type The non-vessel carrier, bill of lading issued by them. Since this approach has obvious agent characteristics, so called agent-based. NVOCC act as a broker in recent years the emergence of a form of transport services, this type of non-vessel operating carrier generally do not engage in specific activities and the actual services business, the organization engaged only in transportation, goods distribution, transportation the choice of means and transport routes and services to improve their income mainly intermediary fees and because the “wholesale” freight differences arising.

MSDS (Material Safety Data Sheet)

MSDS (Material Safety Data Sheet) that safety data sheet can also be translated into technical specifications or chemical safety data on chemical safety instructions. Is the chemical manufacturers and importers of chemicals used to clarify the physical and chemical characteristics (such as the PH value, flash point, flammable, reaction activity, etc.) as well as the health of the users (such as carcinogenic, teratogenic, etc.) possible harm a document.

In European countries, MSDS, also known as security technology / data specifications SDS (Safety Data sheet). International Organization for Standardization (ISO) 11014 by SDS terminology, but the United States, Canada, Australia and many Asian countries have adopted the term MSDS.

MSDS is the chemical production or sale of business required by law to provide for the chemical characteristics of a comprehensive legal document. It provides the physical and chemical parameters of chemicals, blasting performance, health hazards, safe storage, disposal leak, emergency measures and laws and regulations relating to the content 16. MSDS by the manufacturer in accordance with the relevant rules of their own preparation. However, in order to ensure the accuracy of regulatory reports.

MSDS chemical product safety data, including: chemical product and company identifier; compound information or components; the proper use or misuse of the chemical hazards that may occur when there are symptoms and human health hazard identification; emergency treatment instructions and prescription ; chemical fire guidance, including product ignited the explosion limits and the application of fire-fighting materials; order for the harm caused by accidental leak minimizing measures to be taken; safe handling and storage measures; reduce the exposure of workers and self-protection products devices and measures; chemical products, physical and chemical properties; change the chemical stability, and react with other substances in the conditions; the toxicity of chemical substances and compounds of information; chemical substances in ecological information, including material on the flora and fauna and the environment may cause effects; the material handling recommendations; basic transport classification information; with the substance laws and regulations related to the annotations; other information.

The role of MSDS

Safety data sheet as product safety information passed the most basic technical document, its main role is reflected in:

1. To provide information about the hazards of chemicals, chemical products to protect users
2. To ensure safe operation, operating procedures for the development of dangerous chemicals to provide technical information
3. To provide emergency assistance and emergency help to deal with the technical information
4. Guide the production of chemical safety, security, distribution and safe use of
5. Is the registration of chemicals important foundation and source of information

MSDS contents

World trade, whether domestic or international trade, the seller must provide product descriptive legal documents. As individual countries, and even the states of chemicals management and the trade is not the same as legal documents, and some changes every month, so if the MSDS provided incorrect or incomplete information, will face legal accountability. Therefore, the preparation of MSDS is a measure of the quality of a company’s strength, image and management is an important symbol.

1. Meet U.S. OSHA requirements for MSDS should have the following
The first: Contact the manufacturer and
The second: Hazardous Chemicals Components
Third: Physical and Chemical Properties
Fourth: Combustion and Explosion Data
Fifth: Reactivity Data
Sixth: Health hazard data
Seventh: the safe operation and use
Eighth: protection method

2. Meet the requirements of the Canadian WHMIS MSDS should have the following
The first: the product name and manufacturer information
The second: Hazardous Chemicals Components
Third: Physical characteristics
Fourth: Fire or Explosion Data
Fifth: Reactivity Data
Sixth: toxicology
Seventh: preventive measures
Eighth: First Aid
Ninth: the preparation of information

3. American Standards Association
ANSI and ISO international standards body proposed the implementation of the MSDS content
The first: chemical name and manufacturer information
The second: the chemical composition of information
The third: Hazard Information
Fourth: First aid measures
Fifth: Fire Fighting Measures
Sixth: Emergency disclosure
Seventh: Handling and Storage
Eighth: Exposure controls and personal protection measures
Ninth: Physical and Chemical Properties
10th entry: Stability and reactivity
Eleventh: Toxicological Information
12th entry: Ecological Information
13th entry: Waste Disposal
14th entry: Transport Information
15th entry: Regulatory Information
16th item: Other information

ISPM - International Standards for Phytosanitary Measures

"International standards for phytosanitary measures (ISPM) is an International Phytosanitary Measure developed by the International Plant Protection Convention (IPPC) as part of the United Nations Food and Agriculture Organization’s global programme of policy and technical assistance in plant quarantine. This programme makes available to FAO Members and other interested parties these standards, guidelines and recommendations to achieve international harmonization of phytosanitary measures, with the aim to facilitate trade and avoid the use of unjustifiable measures as barriers to trade."

Cargo shipment using wooden packing have to use ISPM No.15 (International Standards for Phytosanitary Measures No. 15) that directly addresses the need to treat wood materials of a thickness greater than 6mm, used to ship products between countries. ISPM 15 main purpose is to prevent the international transport and spread of disease and insects that could negatively affect plants or ecosystems. ISPM affects all wood packaging material (pallets, crates, dunnages, etc.) requiring that they be debarked and then heat treated or fumigated with methyl bromide and stamped or branded, with a mark of compliance. This mark of compliance is colloquially known as the "wheat stamp". Products exempt from the ISPM 15 are made from alternative material, like paper, plastic or wood panel products (i.e. hardboard, plywood and Oriented strand board).

TABLE OF CONTENTS
INTERNATIONAL STANDARDS FOR PHYTOSANITARY MEASURES ( ISPMs)

ISPM No. 1 ( 1993)
Principles of plant quarantine as related to international trade

ISPM No. 2 ( 1995)
Guidelines for pest risk analysis

ISPM No. 3 (2005)
Guidelines for the export, shipment, import and release of biological control agents
and other beneficial organisms

ISPM No. 4 (1995)
Requirements for the establishment of pest free areas

ISPM No. 5 (2005)
Glossary of phytosanitary terms

ISPM No. 6 (1997)
Guidelines for surveillance

ISPM No. 7 (1997)
Export certification system

ISPM No. 8 (1998)
Determination of pest status in an area

ISPM No. 9 (1998)
Guidelines for pest eradication programmes

ISPM No. 10 (1999)
Requirements for the establishment of pest free places of production and pest free production sites

ISPM No. 11 (2004)
Pest risk analysis for quarantine pests, including analysis of environmental risks and living modified organisms

ISPM No. 12 (2001)
Guidelines for phytosanitary certificates

ISPM No. 13 (2001)
Guidelines for the notification of non-compliance and emergency action

ISPM No. 14 (2002)
The use of integrated measures in a systems approach for pest risk management

ISPM No. 15 (2002)
Guidelines for regulating wood packaging material in international trade

ISPM No. 16 (2002)
Regulated non-quarantine pests: concept and application

ISPM No. 17 (2002)
Pest reporting

ISPM No. 18 (2003)
Guidelines for the use of irradiation as a phytosanitary measure

ISPM No. 19 (2003)
Guidelines on lists of regulated pests

ISPM No. 20 (2004)
Guidelines for a phytosanitary import regulatory system

ISPM No. 21 (2004)
Pest risk analysis for regulated non-quarantine pests

ISPM No. 22 (2005)
Requirements for the establishment of areas of low pest prevalence

ISPM No. 23 (2005)
Guidelines for inspection

ISPM No. 24 (2005)
Guidelines for the determination and recognition of equivalence of phytosanitary measures

Part I (519 KB)
Part II (638 KB)
Download full PDF version 1131 kb

For check the latest position of all the ISPMs on the IPPC web site: https://www.ippc.int

History of Container & Ship Container

Container and Container ships are cargo ships that carry all of their load in truck-size intermodal containers, in a technique called containerization. They form a common means of commercial intermodal freight transport.

There are two main types of dry cargo: bulk cargo and break bulk cargo. Bulk cargoes, like grain or coal, are transported unpackaged in the hull of the ship, generally in large volume. Break-bulk cargoes, on the other hand, are transported in packages, and are generally manufactured goods. Before the advent of containerization in the 1950s, break-bulk items were loaded, lashed, unlashed and unloaded from the ship one piece at a time. However, by grouping cargo into containers, 1,000 to 3,000 cubic feet (28 to 85 m3) of cargo, or up to about 64,000 pounds (29,000 kg), is moved at once and each container is secured to the ship once in a standardized way. Containerization has increased the efficiency of moving traditional break-bulk cargoes significantly, reducing shipping time by 84% and costs by 35%. As of 2001, more than 90% of world trade in non-bulk goods is transported in ISO containers. In 2009, almost one quarter of the world's dry cargo was shipped by container, an estimated 125 million TEU or 1.19 billion metric tons worth of cargo.

Container vessels owe their existence to an American trucker by the name of Malcom McLean. In 1931, McLean purchased his first truck to send and pick up loads to and from vessels in various ports. Malcolm P. McLean, the "Father of Containerization", had the idea of rationalizing goods transport by avoiding the constant loading and unloading from one means of transport to another way back at the end of the 1930s at the port of Hoboken, when still operating as a small-scale hauler. To start with, McLean would load complete trucks onto ships, in order to transport them as close as possible to their destination. The development of standardized containers and trailers, moved by tractors, made it possible to ship just the trailers with the containers, so saving on space and costs. Later, the trailers were also left behind and the ships transported just the containers.

The earliest container ships were converted tankers, built up from surplus T2 tankers after World War II. In 1951 the first purpose-built container vessels began operating in Denmark, and between Seattle and Alaska. In 1955, McLean built his company, McLean Trucking into one of USA’s biggest freighter fleets. In 1955, he purchased the small Pan Atlantic Steamship Company from Waterman Steamship and adapted its ships to carry cargo in large uniform metal containers. The first container ship in the United States was the Ideal X, a T2 tanker, owned by McLean as the first ship designed to carry only containers is the "Maxton", a converted tanker, which could carry sixty containers as deck cargo, in April 1956. This left Newark on 26th April 1956 carrying 58 containers between Newark, New Jersey and Houston, Texas on its first voyage and a new revolution in modern shipping resulted.

Container vessels eliminate the individual hatches, holds and dividers of the traditional general cargo vessels. The hull of a typical container ship is a huge warehouse divided into cells by vertical guide rails. These cells are designed to hold cargo in pre-packed units – containers.

Shipping containers are usually made of steel, but other materials like aluminium, fibreglass or plywood are also used. They are designed to be entirely transferred to and from trains, trucks or trailers to and from a ship. There are several types of containers and they are categorised according to their size and functions.

Another decade passed before the first container ship moored in Europe. The first container on German soil was set down by the "Fairland" at Bremer Überseehafen on 6th May 1966. The first containers used by SeaLand in Northern Europe were 35' ASA containers, i.e. they were constructed to American standards. In other regions, 27' ASA containers and other ASA dimensions were often used. Shipowners in Europe and Japan quickly recognized the advantages of the container and also invested in the new transport technology.

Since American standards could only be applied with difficulty to conditions in Europe and other countries, an agreement was eventually reached with the Americans after painstaking negotiations. The resulting ISO standards provided for lengths of 10', 20', 30' and 40'. The width was fixed at 8' and the height at 8' and 8' 6". For land transport within Europe, agreement was reached on a 2.50 m wide inland container, which is mainly used in combined road/rail transport operations.

The majority of containers used worldwide today comply with the ISO standard, with 20'- and 40'-long containers predominating. For some years, the ISO standard has come repeatedly under pressure. As stowage factors increase for most goods, many forwarders want longer, wider and higher containers, preferably all at once. Some shipowners have given in to the pressure and containers of dimensions larger than provided for by the ISO standard are now encountered distinctly more frequently. "Jumbo" containers of 45' and 48' in length, widths of 8'6" (2.60 m) and heights of 9'6" (2.90 m) have been in existence for some years. Efforts to build even larger containers, e.g. 24' (7.43 m) and 49' (14.40 m) boxes 2.60 m wide and 2.90 m high, are mostly confined to the USA. Even 53' long containers have been approved for use for some time throughout the USA, while some states will even allow 57'. In Europe and on other continents, narrower roads are a limiting factor. Developing countries are understandably against changing the standards. More details are given in the section entitled "Container dimensions and weights"

Today, approximately 90% of non-bulk cargo worldwide is transported by container, and modern container ships can carry up to 15,000 twenty-foot equivalent units (TEU). As a class, container ships now rival crude oil tankers and bulk carriers as the largest commercial vessels on the ocean.

Coming back to McLean’s invention, while it is a well established fact that containerization caused a revolution in the world of shipping its introduction did not have an easy passage. Shipping lines, railway (railroad in the US) companies and trade unions vehemently opposed and tried to block the use of containerised ships. It took ten years of legal battles before container ships would be pressed into international service. In 1966, a container liner service from USA to the Dutch city of Rotterdam commenced.

Containerization changed not only the face of shipping but it also revolutionized world trade as well. A container ship can be loaded and unloaded in a few hours compared to days in a traditional cargo vessel. This, besides cutting labor costs, has reduced shipping times between points to a great extent, for example it takes a few weeks instead of months for a consignment to be delivered from India to Europe and vice versa. It has also resulted in less breakage due to less handling and there is less danger of cargo shifting during a voyage. As containers are sealed and only open at the destination, pilferage and theft levels have been greatly reduced.

Exporters load (stuff) their merchandise in boxes that are provided by the shipping companies. They are then delivered to the docks by road, rail or a combination of both for loading on to container ships. Prior to containerization, huge gangs of men would spend hours fitting various items of cargo into different holds.

Cranes, installed either on the pier or on the ship, are used to place containers on board the ship. When the hull is loaded, additional containers are stacked on the deck.

Containerization has lowered shipping costs and decreased shipping time, and this has in turn helped the growth of international trade. Cargo that once arrived in cartons, crates, bales, barrels or bags now comes in factory sealed containers, with no indication to the human eye of their contents, except for a product code that machines can scan and computers trace. This system of tracking has been so exact that a two week voyage can be timed for arrival with an accuracy of under fifteen minutes.

It has resulted in such revolutions as on time guaranteed delivery and just in time manufacturing. Raw materials arrive in factories in sealed containers less than an hour before they are required in manufacture, resulting in reduced inventory costs.

Today's largest container ships measure almost 400 metres (1,300 ft) in length. They carry loads equal to the cargo carrying capacity of sixteen to seventeen pre WWII freighter ships.

International Moving Company

When planning an international move for trading or cargo moving, it is important to remember that shipping your belongings overseas is not the same as packing boxes into a moving van. You will need to employ international movers that use container shipping, as well as, an international auto shipping company. Shipping overseas requires careful packing, trustworthy international relocation support and a lot of patience. Overseas Container Shipping

International moving is a huge step for anyone. Once the thrill of the news wears off, the reality of packing and moving will set in. In order to create the most efficient and fun moving experience, it is essential to have the best international trade and movers on your side. When contacting Freight Forwarder or Shipping Lines as the international moving company, make sure to ask about packing procedures. Some international shipping companies and or freight forwarder will package your goods the proper way for container shipping. Others will require you to pack the boxes and secure the furniture before the belongings are shipped. If your international mover requires you to pack, ask about the procedures, allowed packing supplies and total number of boxes or poundage allowed per container.

International movers will employ what is called container shipping. These containers will hold all of your worldly belongings and protect them during the trip to all the world. Overseas moving is unique, in that, from the time you place your items in the hands of the international movers, you will usually be unable to keep track of the shipment until it arrives in destination. The international shipping company you choose, needs to be one that has proven track record of satisfied customers.

Your automobile will also need to be shipped to all the world in a container. When contacting an international mover for your belongings, be sure to ask about international auto shipping. Some companies will be able to provide both services, and may even offer more best services when using the services together.

The final question you will need to ask the international mover is about pricing. Pricing for international shipping to overseas may be based by the pound or the container. Each international mover will need to have a different pricing scale. Knowing this scale ahead of time will help to ensure no surprise extra costs in the end of the trip.

The EU Customs Advanced Manifest Rule

The EU Customs advanced manifest rule aims to ensure that security risk assessment is performed before any imported goods arrive and enter the European Union (EU).

Effective January the 1st 2011 for goods entering the customs territory of the European Union, pre-arrival declarations must be lodged electronically by –in the case of shipping lines- by the carrier and within the timelines established by the European Customs authorities.

Rule will apply to all 27 » EU member states.

Entry Summary Declaration (ENS)
One of the main components of the rule is a requirement for ocean carriers to submit in advanced the cargo declaration, called Entry Summary Declaration (ENS) and at which appropriate risk-based controls, primarily for safety and security purposed will be performed.
ENS must be submitted in accordance to the deadlines established by the EU customs:

1. For deep sea shipments: 24 hours before cargo is laden onboard the vessel that will enter the EU
2. For short sea shipments: 2 hrs before vessel arrival to an EU port
3. For break bulk cargo: 4 hours before vessel arrival to an EU port

To comply with this rule, shippers are required to submit complete and accurate shipping instructions (SI) to the carrier within the established cut off times set up by each local Shipping agent office as carrier.
Shipping instructions must include all data elements required for ENS submission (see link below for list of required data elements).

ENS filing by 3rd parties
In Shipping Lines they will assist their customers to the best extent possible throughout the implementation of this rule, therefore Shipping Lines will file the ENS for all their customers with the relevant EU customs even though 3rd parties are allowed to file the ENS themselves.

Risk Assessment
Customs will electronically let The Carrier know if there are any risks identified with cargo scheduled to enter the EU. There are 3 risk types established by EU customs:

• Risk Type A: do not load.

  Carrier or Shipping Lines will not be allowed to load any container which has not been approved by EU customs for loading

• Risk type B: hold at entry port
• Risk type C: hold at discharge port

  These 2 risk types mean that customs will most likely inspect cargo either at EU entry port or at discharge in an EU port

Should you have any further questions regarding this rule, You may visit their » EU Customs advanced manifest rule page on each of Shipping Lines website or contact your local Shipping Lines agency representative.

Please refer to these links for further details on the EU advanced manifest rule:

» European Commission website
» EU Member states
» HS Codes
» ENS FAQ

Mover Services as Shipping

When you move. There's a lot to think about: packing, cleaning, furniture disassembly, rental trucks, loading, driving, and unloading.
You should be check out moving service comparison and booking tool Learning Center. Then check out the movers listing for the loading help and unloading help. By putting in your zip code and move date, you'll get a ranked list of moving companies in your area with total cost moving quotes. The movers at the top of the list are rated the best based on a combination of completed jobs and customer reviews. Information on each company's licensing and insurance are listed as well as what equipment they have available for your local movers.

Recommended to check HireAHelper is a moving services comparison which companies offer packing, loading, driving, and unloading help. Some of their movers even offer full service moves, meaning they’ll provide the moving labor and moving truck. They've got everything from apartment movers to pool table movers and cleaning.

Cleaning helpers are available to clean houses, apartments or offices and are often booked before moving into a new home or after moving out. This helps customer receive their security deposit back after moving.

They know that sometimes lightning strikes. But they also know, that even if lightning strikes, your move still needs to happen. So put your move details in above and click "Compare Prices" or browse our movers by area below - whether you're looking for Houston movers to give you some loading help or New York movers to come rearrange your household equipment.

Bill of Lading Terms - Part 2

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12. DELAY, CONSEQUENTIAL LOSS, ETC.
(1) Arrival times are not guaranteed by the Carrier. If the Carrier is held liable in respect of delay, consequential loss or damage other than loss of or damage to the Goods, the liability of the Carrier shall be limited to double the freight for the transport covered by this Bill of Lading, or the value of the Goods as determined in Clause 11 whichever is the less.
(2) If at any time the carriage is or is likely to be affected by any hindrance, risk, delay, difficulty or disadvantage of any kind (including the condition of the Goods), whensoever and wheresoever arising (whether or not the carriage has commenced) the Carrier may:
(a) without notice to the Merchant abandon the carriage of the Goods and where reasonably possible place the Goods or any part of them at the Merchant's disposal at any place which the Carrier may deem safe and convenient, whereupon the responsibility of the Carrier in respect of such Goods shall cease.
(b) without prejudice to the Carrier's rights subsequently to abandon the Carriage under (a) above, continue the carriage. In any event the Carrier shall be entitled to full charges on Goods received for carriage and the Merchant shall pay any additional costs resulting from the above mentioned circumstances.
(3) The liability of the Carrier in respect of the Goods shall cease on the delivery or other disposition of the Goods in accordance with the orders or recommendations given by any Government or Authority or any person acting or purporting to act as or on behalf of such Government or Authority.

13. DEFENCES
The defences and limits of liability provided for in these Conditions shall apply in any actions against the Carrier for loss of or damage or delay to the Goods whether the action be founded in contract or in tort.

14. LIABILITY OF OTHER PERSONS
(1) Any person or vessel whatsoever, including but not limited to, the Carrier's servants or agents, any independent contractor or his servants or agents, and all others by whom the whole or any part of the contract evidenced by this Bill of Lading. whether directly or indirectly, is procured, performed or undertaken, shall have the benefit of all provisions in this Bill of Lading benefiting the Carrier as if such provisions were expressly for his benefit and in entering into this contract the Carrier to the extent of these provisions, does so not only on his own behalf but also as agent or trustee for such persons and vessels and such persons and vessels shall to this extent be or be deemed to be parties to this contract.
(2) The aggregate of the amounts recoverable from the Carrier and the persons referred to in paragraph (2) of Clause 5 shall in no case exceed the limits provided for in these conditions.

15. METHOD AND ROUTE OF TRANSPORTATION
(1) The Carrier may at any time, with or without notice to the Merchant, use any means of transport or storage whatsoever; load or carry the Goods on any vessel whether named on the front hereof or not; stow the Goods, whether containerised or not, on or under deck; transfer the Goods from one conveyance to another including transhipping or carrying the same on a vessel other than that named on the front hereof or by any other means of transport whatsoever; at any place unpack or remove Goods which have been stuffed in or on a Container and forward the same in any manner whatsoever; proceed at any speed and by any route in his discretion (whether or not the nearest or most direct or customary or advertised route) and proceed to or stay at any place whatsoever once or more often and in any order; load or unload the Goods from any conveyance at any place; comply with any orders or recommendations given by any Government or Authority or any person or body acting or purporting to act as or on behalf of such Government or Authority or having under the terms of the insurance on the conveyance employed by the Carrier the right to give orders or directions; permit the vessel to proceed with or without pilots, to tow or be towed or be dry-docked; permit the vessel to carry livestock, Goods of all kinds, dangerous or otherwise, contraband, explosives, munitions or warlike stores and sail armed or unarmed.
(2) The liberties set out in paragraph (1) of this Clause may be invoked by the Carrier for any purposes whatsoever whether or not connected with the Carriage of the Goods. Anything done in accordance with paragraph (1) of this Clause or any delay arising there from shall be deemed to be within the contractual Carriage and shall not be a deviation of whatsoever nature of degree.

16. DELIVERY
If delivery of the Goods or any part thereof is not taken by the Merchant, at the time and place when and where the Carrier is entitled to call upon the Merchant to take delivery thereon, the Carrier shall be entitled to store the Goods or any part thereof at the sole risk of the Merchant, where upon the liability of the Carrier in respect of the Goods or that part thereof stored as aforesaid (as the case may be) shall wholly cease and the cost of such storage (if paid by or payable by the Carrier or any agent of sub-contractor of the Carrier) shall forthwith upon demand be paid by the Merchant to the Carrier.

17. BOTH-TO BLAME COLLISION
If the vessel on which the Goods are carried (the carrying vessel) comes into collision with any other vessel or object (the non-carrying vessel or object) as a result of the negligence of the non-carrying vessel or object or the owner of, charterer of or person responsible for the non-carrying vessel or object, the Merchant undertakes to defend, indemnify and hold harmless the Carrier against all claims by or liability to (and any expense arising therefrom) any vessel or person in respect of any loss of, or damage to, or any claim whatsoever of the Merchant paid or payable to the Merchant by the non-carrying vessel or object, or the owner of, charterer of or person responsible for the non-carrying vessel or object and set off, recouped or recovered by such vessel, object or person(s) against the Carrier, the carrying vessel or her owners or charterers.

18. FREIGHT AND CHARGES
(1) Freight shall be paid in cash without discount and, whether prepayable or payable at destination, shall be considered as earned on receipt of the Goods and not to be returned or relinquished in any event.
(2) Freight and all other amounts mentioned in this Bill of Lading are to be paid in the currency named in the Bill of Lading or, at the carrier's option in the currency of the country of dispatch or destination at the highest rate of exchange for Bankers Sight Bills current for prepayable Freight on the day of dispatch and for Freight payable at destination on the day when the Merchant is notified of arrival of the Goods there or on the day of withdrawal of the delivery order, whichever rate is the higher, or at the option of the Carrier on the date of the Bill of Lading.
(3) All dues, taxes and charges or other expenses in connection with the Goods shall be paid by the Merchant.
(4) The Merchant shall reimburse the Carrier in proportion to the amount of Freight for any costs for deviation or delay or any other increase of costs of whatever nature caused by war, warlike operations, epidemics, strikes, governments or force majeure.
(5) The Merchant warrants the correctness of the declaration of contents, insurance, weight, measurement or value of the Goods but the Carrier reserves the right to have the contents inspected and the weight, measurement and value verified. If on such inspection it is found the declaration is not correct it is agreed that a sum equal either to five times the difference between the correct figure and the Freight charged, or to double the correct Freight less the Freight charged whichever sum is the smaller, shall be payable as linquidated damage to the Carrier for his inspection costs and losses of Freight on other Goods notwithstanding any other sum having been stated on the Bill of Lading as Freight payable.

19. LIEN
The Carrier shall have a lien on Goods and any documents relating thereto for all sums whatsoever due at any time to the Carrier from the Merchant and for General Average contributions to whomsoever due and for the costs of recovering the same and the Carrier shall have the right to sell the Goods and documents by public auction or private treaty, without notice to the Merchant and at the Merchant's expense and without any liability towards the Merchant.

20. GENERAL AVERAGE
(1) The Carrier may declare General Average which shall be adjustable according to the York/Antwerp Rules of 1974 at any place at the option of the Carrier and the amended Jason Clause as approved by BIMCO is to be considered as incorporated herein and the Merchant shall provide such security as may be required by the Carrier in this connection.
(2) Notwithstanding (1) above, the Merchant shall defend, indemnify and hold harmless the Carrier in respect of any claim (and any expense arising therefrom) of a General Average nature which may be made on the Carrier and shall provide such security as may be required by the Carrier in this connection.
(3) The Carrier shall be under no obligation to take any steps whatsoever to collect security for General Average contributions due to the Merchant.

21. NOTICE
Unless notice of loss or damage to the Goods and general nature of it be given in writing to the Carrier or the persons referred to in paragraph 2 of Clause 5 at the place of delivery before or at the time of the removal of the Goods into the custody of the person entitled to delivery thereto under this Bill of Lading, or if the loss or damage be not apparent, within seven consecutive days thereafter, such removal shall be prima facie evidence of the delivery by the Carrier of the Goods as described in this Bill of Lading.

22. NON DELIVERY
If this Bill of Lading is issued evidencing the Carriers Contract of Carriage by Combined Transport, failure to effect delivery within 90 days after the expiry of a time limit agreed and expressed herein or, where no time limit is agreed and so expressed, failure to effect delivery within 90 days after the time it would be reasonable to allow for diligent completion of the combined transport operation shall, in the absence of the evidence to the contrary, give to the party entitled to receive delivery, the right to treat the Goods as lost.

23. TIME BAR
The Carrier shall be discharged of all liability under the Terms and Conditions of this Bill of Lading, unless suit is brought within nine months after
(1) the delivery of the Goods, or
(2) the date when the Goods should have been delivered, or
(3) the date when in accordance with Clause 22, failure to deliver the Goods would, in the absence of evidence to the contrary, give to the party entitled to receive delivery, the right to treat the Goods as lost.
In the event that such time period shall be found contrary to any Convention or law compulsorily applicable, the period covered by such Convention or law shall then apply but in that circumstance only.

24. VARIATION OF THE CONTRACT
No servant or agent of the Carrier shall have power to waive or vary any of the terms hereof unless such waiver or variation is in writing and is specifically authorised or ratified in writing by a director or officer of the Carrier who has the actual authority of the Carrier so to waive or vary.

25. PARTIAL INVALIDITY
If any provision in this Bill of Lading is held to be invalid or unenforceable by any court or regulatory or self regulatory agency or body, such invalidity or un enforceability shall attach only to such provision. The validity of the remaining provisions shall not be affected thereby and this Bill of Lading contract shall be carried out as if such invalid or unenforceable provision were not contained therein.

26. AFRICA AND MIDDLE EAST CLAUSE (see definition * below)
In case of a combined transport carriage to or from the Continent of Africa, or the Middle East, the responsibility of the Carrier prior to loading and subsequent to discharge from the vessel at a port in the Continent of Africa, or the Middle East notwithstanding any other provisions to the contrary in this Bill of Lading, shall be

(1) Where the stage of carriage where the loss or damage occurred is known and the Carrier has sub-contracted that stage, the Carrier shall have the full benefit of all rights, limitations and exclusions of liability available to such sub-contractor in Contract between the Carrier and such sub-contractor and in any law, statute or regulation and the liability of the Carrier shall not exceed the amount recovered, if any. by the Carrier from such sub-contractor.
(2) In all other cases the Carrier shall be under no liability whatsoever and howsoever arising.

*For the purposes of this Bill of Lading only, the Middle East is expressly defined as: - Bahrian, Egypt, Iran, Iraq, Jordan, Kuwait, Lebanon, Oman, PDR of Yemen, Qatar, Saudi Arabia, Syria, Turkey, United Arab Emirates, Yeman Arab Republic and Afghanistan.

27. DEMISE CLAUSE
If the ship is not owned or chartered by demise to the Company or line by whom this Bill of Lading is issued (as may be the case notwithstanding anything that appears to the contrary) this Bill of Lading shall take effect only as a contract with the owner or demise charterer as the case may be as Principal made through the agency of the said Company or Line who act as agents only and shall be under no personal liability whatsoever in respect thereof

27. LAW AND JURISDICTION
The Contract evidenced by or contained in this Bill of Lading shall be governed by the law and Civil Code of business as stated on the reverse of this Bill of Lading and any claim or dispute arising hereunder or in connection herewith shall (without prejudice to the Carrier's right to commence proceedings in any other jurisdiction) be subject to the jurisdiction of the country in which that place of business is situated.

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Bill of Lading Terms - Part 1

BILL OF LADING FOR PORT TO PORT SHIPMENT OR FOR COMBINED TRANSPORT

DEFINITIONS "Merchant" means and includes the Shipper, the Consignor, the Holder of this Bill of Lading, the Receiver and the Owner of the Goods.
"Carrier" means the issuer of this Bill of Lading as named on the face of it.
"Hague Rules" means the provisions of the International Convention for Unification of certain Rules relating to the Bills of Lading signed at Brussels on 25th August 1924.
"Hague-Visby Rules" means the Hague Rules as amended by the Protocol signed at Brussels on 23rd February 1968.
"Hamburg Rules" means the provisions of the United Nations Convention on the Carriage of Goods by Sea 1978.
"SCOGSA 1972" means the Singapore Carriage of Goods by Sea Act 1972.
"COGSA 1936" means the Carriage of Goods by Sea Act of the United States of America approved on 16th April 1936.
"COGWA 1936" means the Carriage of Goods by Water Act of Canada dated May 6th 1993.
"SDR'S" means Special Drawing Rights as defined by the International Monetary Fund.
"Container" includes any type of Container, Trailer, Flat or Unit Load Device.
"Person" includes an individual, a firm and a body corporate.

CONDITIONS 1. APPLICABILITY
The provisions setout and referred to in this document shall apply if the transport as described on the face of the Bill of Lading is Port to Port or Combined Transport.

2. CARRIER'S TARIFF
The provisions of the Carrier's applicable Tariff, if any, are incorporated herein. Copies of such provisions are obtainable from the Carrier or his agents upon request or, where applicable, from a government body with whom the Tariff has been filed. In the case of inconsistency between this Bill of Lading and the applicable Tariff, this Bill of Lading shall prevail.

3. WARRANTY
The Merchant warrants that in agreeing to the terms hereof he is the agent of and has the authority of the person owning or entitled to the possession of the Goods or any person who has a present or future interest in the Goods.

4. NEGOTIABILITY AND TITLE TO THE GOODS
 (1) This Bill of Lading shall be non-negotiable unless made 'to order' in which event it shall be negotiable and shall constitute title to the Goods and the holder shall be entitled to receive or to transfer the Goods herein described.
(2) This Bill of Lading shall be prima facie evidence of the taking in charge by the Carrier of the Goods as herein described. However, proof to the contrary shall not be admissible when this Bill of Lading has been negotiated or transferred for valuable consideration to a third party acting in good faith.

5. ISSUANCE OF THIS BILL OF LADING
By issuance of this Bill of Lading the Carrier assumes liability as set out in these Conditions and
(1) For Port to Port or Combined Transport, undertakes to perform and/or in his own name to procure the performance of the entire transport, from the place at which the Goods are taken in charge to the place designated for delivery in this Bill of Lading.
(2) For the purposes and subject to the provisions of this Bill of Lading, the Carrier shall be responsible for the acts and omissions of any person of whose services he makes use for the performance of the Contract evidenced by this Bill of Lading.
(3) When issued on a Port to Port Basis, the responsibility of the Carrier is limited to that part of the Carriage from and during loading onto the vessel up to and during discharge from the vessel and the Carrier shall not be liable for any loss or damage whatsoever in respect of the Goods or for any other matter arising during any other part of the Carriage even though charges for the whole Carriage have been charged by the Carrier. The Merchant constitutes the Carrier as agent to enter into contracts on behalf of the Merchant with others for transport, storage, handling or any other services in respect of the Goods prior to loading and subsequent to discharge of the Goods from the vessel without responsibility for any act or omission whatsoever on the part of the Carrier or others and the Carrier may as such agent enter into contract with others on any terms whatsoever including terms less favourable than the terms in this Bill of Lading.

6. DANGEROUS GOODS INDEMNITY
(1) The Merchant shall comply with the rules which are mandatory according to the National Law or by reason of International Convention, relating to the carriage of Goods of a dangerous nature, and shall in any case inform the Carrier in writing of the exact nature of the danger, before Goods of a dangerous nature are taken in charge by the Carrier and indicate to him, if need be, the precautions to be taken. (2) lithe Merchant fails to provide such information and the Carrier is unaware of the dangerous nature of the Goods and the necessary precautions to be taken and if, at the time, they are deemed to be a hazard to life or property, they may at any place be unloaded, destroyed or rendered harmless, as circumstances may require, without compensation, and the Merchant shall be liable for all loss, damage, delay or expenses arising out of their being taken in charge, or their carriage, or of any services incidental thereto. (3) If any Goods shipped with the knowledge of the Carrier as to their dangerous nature shall become a danger to the vessel, vehicle or cargo, they may in like manner be unloaded or landed at any place or destroyed or rendered innocuous by the Carrier, without liability on the part of the Carrier, except-General Average, if any.

7. DESCRIPTION OF GOODS AND MERCHANT'S PACKING
(1) The Consignor shall be deemed to have guaranteed to the Carrier the accuracy, at the time the Goods were taken in charge by the Carrier,' of the description of the Goods, marks, numbers, quantity, weight and/or volume as furnished by him, and the Consignor shall defend, indemnify and hold harmless the Carrier against all loss, damage and expenses arising or resulting from inaccuracies in or inadequacy of such particulars. The right of the Carrier to such obligation from the Consignor shall in no way limit his responsibility and liability under this Bill of Lading to any person other than the Consignor.
(2) Without prejudice to Clause 8 (A) (2) (c), the Merchant shall be liable for any loss, damage or injury caused by faulty or insufficient packing of Goods or by faulty loading or packing within containers and trailers and on flats when such loading or packing has been performed by the Merchant or on behalf of the Merchant by a person other than the Carrier, or by defect or unsuitability of the containers, trailers or flats, when supplied by the Merchant, and shall defend, indemnify and hold harmless the Carrier against any additional expenses so caused.
(3) Carrier will not be liable for any failure of the Consignee to take delivery of any Goods transported under this Bill of Lading, and any and all Costs, Consequences, Fines, Dues, Taxes, Penalties, Levies, Container Detention Charges as per tariff will remain entirely the responsibility of the Merchants, including and notwithstanding any and all responsibility towards Authorities as a result of the failure to take delivery. The Merchant will not be absolved of the responsibility and the costs levied to return containers utilized for the transport of the Merchant’s Goods as agreed prior to the Carriage. If containers are returned in damaged condition the Merchant shall compensate the Carrier for all possible costs of repair and expenses or replacement value on those containers supplied by the Carrier.
(4) Carrier will not be liable for inherent vice of Goods, including damage to Goods shipped in ordinary containers due to ambient low or high temperatures, shall not be responsible for loss or damage to perishables due to hot loading, over stowage, loss or damages due deterioration, decay, rot, heat or frost, discolouration, change in skin texture, marked, cut or stained bags or boxes or other packages of freights, fruits, vegetables and other goods carried expressly at the sole risk of the Merchant.
(5) It is agreed that superficial rust, oxidation or any like condition due to moisture is not a condition of damage but is inherent to the nature of the Goods and acknowledgement of the receipt or the Goods in apparent good order and condition is not a representation that such conditions of rust, oxidation or the like did not exist on receipt.
(6) (a) The Merchant undertakes not to tender for transportation any Goods which require temperature control without previously giving written notice of their nature and particular temperature range to be maintained and in the case of a temperature controlled Container stuffed by or on behalf of the Merchant further undertakes that the Goods have been properly stuffed in the Container and that its thermostatic controls have been properly set by the Merchant before receipt of the Goods by the Carrier. If the said requirements are not complied with the Carrier shall not be liable for any loss of or damage to the Goods by such non-compliance.
(b) The Carrier shall not be liable for any loss of or damage to the Goods arising from latent defects, derangement, breakdown, stoppage of the temperature controlling machinery, plant insulation or any apparatus of the Containers, provided that the Carrier shall before or at the beginning of the transport exercise due diligence to maintain the temperature controlled Container in an efficient state.

8. EXTENT OF LIABILITY
A (1) The Carrier shall be liable for loss or damage to the Goods occurring between the time when he takes the Goods into his charge and the time of delivery.
(2) The Carrier shall, however, be relieved of liability for any loss or damage if such loss or damage was caused by
(a) an act or omission of the Merchant, or person other than the Carrier acting on behalf of the Merchant or from whom the Carrier took the Goods in charge:
(b) insufficiency or defective condition of the packaging or marks and/or numbers:
(c) handling, loading, storage or unloading of the Goods by the Merchant or any person acting on behalf of the Merchant:
(d) inherent vice of the Goods:
(e) strike, lockout, stoppage or restraint of labour, the consequences of which the Carrier could not avoid by the exercise of reasonable diligence:
(f) a nuclear incident if the operator of a nuclear installation or a person acting for him is liable for this damage under an applicable International Convention or National Law governing liability in respect of nuclear energy:
(g) any cause or event which the Carrier could not avoid and the consequences whereof he could not prevent by the exercise of reasonable diligence.
(3) The burden of proving that the loss or damage was due to one or more of the above causes or events shall rest upon the Carrier. When the Carrier establishes that, in the circumstances of the case, the loss or damage could be attributed to one or more of the causes and events specified in (b) to (d) above, it shall be presumed that it was so caused. The claimant shall, however, be entitled to prove that the loss or damage was not, in fact, caused wholly or partly by one or more of these causes or events.

B When in accordance with Clause 8 A(1) the Carrier is liable to pay compensation in respect of loss or damage and the stage of transport where loss or damage occurred and the stage of transport where loss or damage occurred is known, the liability of the Carrier in respect of such loss or damage shall be:-
(1) determined by the provisions contained in any International Convention or National Law, which provisions
(a) cannot be departed from by private contract, to the detriment of the claimant, and
(b) would have applied if the claimant had made a separate and direct contract with the Carrier in respect of the particular stage of transport where the loss or damage occurred and received as evidence thereof any particular document which must be issued in order to make such International Convention or National Law applicable.
(2) with respect to the transportation in the United Slates of America or in Canada to the Port of Loading or from the Port of Discharge, the responsibility of the Carrier shall be to procure transportation by carriers (one or more) and such transportation shall be subject to the inland carriers' contracts of carriage and tariffs and any law compulsorily applicable. The Carrier guarantees the fulfilment of such inland carriers' obligation under the contracts and tariffs.

 9. CONTAINERS
(1) Goods may be stuffed by the Carrier in or on Containers and Goods may be stuffed with other Goods.
(2) The terms of this Bill of Lading shall govern the responsibility of the Carrier in connection with or arising out of the supply of a Container to the Merchant, whether supplied before or after the Goods are received by the Carrier or delivered to the Merchant.
(3) If a Container has been stuffed by or on behalf of the Merchant.
(A) the Carrier shall not be liable for loss or damage to the Goods;
(i) caused by the manner in which the Container has been stuffed
(ii) caused by the unsuitability of the Goods for carriage in Containers;
(iii) caused by the unsuitability or defective condition of the Container provided that where the Container has been supplied by or on behalf of the Carrier, this paragraph (iii) shall only apply if the unsuitability or defective condition arose (a) without any want of due diligence on the part of the Carrier or (b) would have been apparent on reasonable inspection by the Merchant at or prior to the time when the Container was stuffed;
(iv) if the Container is not sealed at the commencement of the Carriage except where the Carrier has agreed to seal the Container.
(B) the Merchant shall defend, indemnify and hold harmless the Carrier against any loss, damage, claim, liability or expense whatsoever arising from one or more of the matters covered by (A) above except for (A) (iii) (a).
(4) Where the Carrier is instructed to provide a Container, in the absence of a written request to the contrary, the Carrier is not under an obligation to provide a Container of any particular type or quality.

10. PARAMOUNT CLAUSE
(1) This Bill of Lading insofar as it relates to sea carriage by any vessel whether named herein or not shall have effect subject to the Hague Rules or any legislation making such Rules or the Hague-Visby Rules compulsorily applicable (such as SCOGSA 1972 or COGSA 1936) to this Bill of Lading and the provision of the Hague Rules or applicable legislation shall be deemed incorporated herein. The Hague Rules (or COGSA) 1936 if this Bill of Lading is subject to U.S. law) shall apply to the carriage of Goods by inland waterways and reference to carriage by sea in such Rules or legislation shall be deemed to include reference to inland waterways. The Hague Rules or applicable legislation shall apply to all Goods whether carried on deck or under deck. If and to extent that provisions of the Harter Act of the United States of America 1893 would otherwise be compulsorily applicable to regulate the Carrier's responsibility for the Goods during any period prior to loading on or after discharge from the vessel, the Carrier's responsibility shall instead be governed by the provisions of Clause 8, but if such provisions are found to be invalid such responsibility shall be subject to COGSA 1936.

(2) The Carrier shall be entitled (and nothing in this Bill of Lading shall operate to limit or deprive such entitlement) to the full benefit of, and rights to, all limitations of or exemptions from liability and all rights conferred or authorised by any applicable law, statute or regulation of any country including, but not limited to, where applicable any provisions of sections 4281 to 4287, inclusive, of the Revised Statutes or the United States of America and amendments thereto and where applicable any provisions of the laws of the United States of America.

11. LIMITATION OF LIABILITY
(1) When the Carrier is liable for compensation in respect of loss or damage to the Goods, such compensation shall be calculated by reference to the value of such Goods at the place and time they are delivered to the Consignee in accordance with the contract or should have been so delivered.
(2) The value of the Goods shall be fixed according to the current commodity exchange price, or, if there be no such price, according to the current market price, or, if there be no commodity exchange price or current market price, by reference to the normal value of Goods of the same kind and quality.
(3) Except where otherwise provided in this Bill of Lading, compensation shall not exceed 2 SDR's per kilo of the gross weight, or 666.67 SDR's per package or unit, of Goods lost or damaged, whichever shall be the greater. SDR's shall be calculated as at the date when settlement is agreed or judgment made. However, the Carrier shall not, in any case, be liable for an amount greater than the actual loss to the person entitled to the claim.
Where the Hague Rules, Hague-Visby Rules or SCOGSA 1972 or COGSA 1936 apply, the Carrier shall not, unless a declared value has been noted in accordance with paragraph 5 of this Clause, be or become liable for any loss or damage to or in connection with the Goods in an amount per package or shipping unit in excess or the package or shipping unit limitation as laid down by the applicable Rules or Act or any legislation making these Rules compulsorily applicable to this Bill of Lading. Such limitation amount, according to SCOGSA 1972 is the equivalent of 10,000 Poincare Gold Francs per package or unit or 30 Poincare Gold Francs per kilo of the gross weight of the Goods lost or damage, whichever shall be the greater, and according to COGSA 1936 is US$500 and according to COGWA 1936 is Can. $500 If no other limitation amount is applicable under the relevant compulsory legislation, the limitation shall be according to SCOGSA 1972.
(5) The Carrier's liability, if any, may be increased to a higher value by the Shipper making a declaration, in writing, of the Goods valuation on delivery to the Carrier of the Goods for shipment, such valuation to be inserted on the front of this Bill of Lading, in the space provided, and extra freight paid if required by the Carrier. In such case, if the actual value of the Goods shall exceed such declared value, the value shall nevertheless be deemed to be the declared value and the carrier's liability, if any, shall not exceed the declared value and any partial loss or damage shall be adjusted pro rate on the basis of such declared value.
(6) Where a container is used to consolidate Goods and such Container is stuffed by the Carrier, the number of packages or shipping units stated on the face of this Bill of Lading in the box provided shall be deemed the number of packages or shipping units for the purpose of any limit of  liability per package or shipping unit provided in any International Convention or National Law relating to the Carnage of Goods by Sea or Water. Except as aforesaid the Container shall be considered the package, or shipping unit. The words ‘shipping unit’ shall mean each physical unit or piece or cargo not shipped in a package, including articles or things or any description whatsoever, except Goods shipped in bulk, and irrespective of the weight or measurement unit employed in calculating freight charges. As to Goods shipped in bulk, the limitation applicable thereto shall be the limitation applicable thereto shall be the limitation provided in such convention or law which may be applicable and in no event shall anything herein be construed to be a waiver of limitation as to Goods shipped in bulk.

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Dry Bulk Cargo Barge

A dry bulk cargo barge is a barge designed to carry freight such as coal, finished steel or its ingredients, grain, sand or gravel, and similar materials. Barges are constructed of steel. They have an outer hull, an internal void that is fitted with heavy struts and cross braces, and an internal cargo box. The outer hull of a barge can come in one of two configurations. A rake barge has a curved bow to provide less resistance when being pushed and is usually placed at the head of the tow. A box barge is usually placed in the center and rear of the tow and can hold more cargo.

Such barges can be equipped with covers of various types if the cargo is weather-sensitive (finished steel or grain). Generally, these covers are fabricated of fiberglass or steel. They can be lifted or rolled away for access to the barge hold, or cargo box.

In 2004, the dry bulk cargo barge fleet on the Mississippi River System (Mississippi, Gulf Intracoastal Waterway east and west, Ohio, Illinois, Missouri Rivers, etc.) stood at 5,836 open hoppers and 11,572 covered hoppers, for a total of 17,408, according the Criton Corporation. Smaller barge fleets also operate on the East (Hudson River, etc.) and West coasts (Columbia River, Sacramento River, etc) of the United States, and in numerous countries including India.

"Dry bulk cargo barges" are typically operated and mainted with efficiancy and environmental stewardship in mind. Typically, an informal set of industry best practices are applicable, including:

Barge loading
Barge loading should be conducted in a manner that minimizes the amount of cargo spilled onto the deck. The loading process is the responsibility of the loader operator at the loading facility.

Barge unloading
Barge unloading should be conducted in a manner that minimizes the amount of cargo spilled onto the deck. The unloading process is the responsibility of the unloader operator at the unloading facility.

Cargo spillage
The nature of the dry bulk commodity business is such that some amount of cargo spillage is typically unavoidable. In such cases the following practices are standard:

When possible, cargo residue will be swept and shoveled back into the hopper, provided cargo is the same.

If the current cargo is not the same as the residue remaining on the barge deck, the residue should be swept up against the barge coaming and in some cases may be shoveled and placed into a container or bag.

If the quantity of cargo exceeds an amount that can be safely cleaned, then a barge report will be filed and the cargo will be cleaned at a facility.

Trash on deck
Trash that may be left on deck such as junk line or garbage is bagged and placed so that exposure to rain or the possibility of being washed off of tow is eliminated.

Below deck water
Barge hulls are maintained to minimize the accumulation of river water below deck.

If a barge develops a detectable leak, crew members will go below deck and install a temporary patch, known as a shingle.

The hull will be repaired when possible.

Water that accumulates in void tank generally needs to be removed. When this is the case, the following best practices are applicable:

Visually inspect the water in the void for a sheen.

If no sheen is detected, the water is pumped from the void tank into the river. The crew will observe the water surrounding the tow for any sign of a visible sheen.

In the event a visible sheen is detected, the pump is immediately turned off (provided the barge is in no danger of sinking.) and the corrective action process as described in the VGP is implemented.

Barge inspection
When a barge is picked up by a boat, the on watch deck crew does an inspection of each barge that includes the following:

Each void tank is inspected for water. If water is found it is visually inspected for a sheen.

The deck of each barge is visually inspected for cargo spillage or trash.

Barge inspections are recorded on a barge inspection form.

It is common for a barge to be handled by multiple vessels and even multiple vessels each barge voyage (empty to empty).

Barge inspection forms are maintained shore side.

At least once every watch, the deck crew inspects the void tanks of each barge to ensure that no water is being taken on.

Deck scaling
Barge decks are maintained to minimize the formation of large rust scales, this is typically accomplished by painting the deck as needed.

Terminology related to the dry bulk cargo barge industry:

Above Waterline- The portion of a barge that is out of the water at a given time. This will vary based on whether or not the barge is loaded or empty.

Barge- Non-powered cargo or work vessel.

Barge Pump- Small portable pump used for removing water.

Barge Voyage- The time from which an empty barge is placed in tow, until it has been loaded, emptied and returned to a fleet. May include stops in a terminal fleet, cleaning and/or repair.

Barge Washing- Using water to clean cargo from the deck and/or hopper of a barge. Typically conducted at a barge washing facility.

Below Waterline- The portion of a barge that is below the water at a given time. This will vary based on whether or not the barge is loaded or empty

Boot- Fitting attached to the end of a suction hose on a barge pump that prevents large particles from being suctioned.

Cargo Box- Open hold on a barge for cargo

Cargo Residue- A quantity of product remaining on a barge deck on in a hopper.

Cargo Trimming- Shifting or rearranging cargo to level a barge.

Coaming- High sides around an open hopper barge.

Cover- Fits over the coaming. Used to protect weather sensitive cargo such as grain. Large, typically constructed of steel or fiberglass. Depending on style, they can be lifted off by crane or rolled away for access to the hopper.

Cover Hatch- Lid which allows access to the cargo hopper through the cover. Typically used for cargo loading.

Deck- The work area and walkways of a barge.

Dry Dock- Structure used to raise a vessel out of the water so as to expose all parts of the hull for inspection, repairs or painting.

Draft- Vertical distance between the water line and the bottom of the vessel hull.

Empty Barge- A barge without cargo.

Fleet- Group of moored barges

Fleeting- Service that includes mooring of barges and associated shifting.

Fleet tug- Or Harbor Boat- small towboat used for fleeting.

Freeboard- Vertical distance from the water line to the deck.

Hatch- Opening in a deck for maintenance.

Hatch lid- Covers the hatch opening.

Hopper- Open hold on a barge for cargo.

Hull- The frame or body of a vessel, excluding the bulk heads, deck or mechanical equipment.

Inboard- Towards the center of the vessel.

Inland Waters- Waterways inside the united states.

Integrated tow- Barges of mixed cargo.

Jumbo Barge- Common size for dry cargo barge, 35’x195’ or 200’

Knuckle- Curved steel plate on side and bottom of barges.

Lightering- Removing product from a barge to achieve the desired draft.

Line Boat- Live on boat making regular trips.

Line Deck- Open deck at the end of a barge.

Loaded Barge- A barge containing cargo.

Mooring- The act of securing a vessel.

Outboard- Towards the outside of the vessel.

Rearrange Tow- To move barges within a tow.

Shifting- Moving barges within a fleet or from a terminal fleet to a loader or unloader.

Shingle- Temporary plug to stop a leak below deck.

Tier- Row of barges across the width of a fleet.

Terminal- A facility that conducts either loading or unloading operations.

Terminal Fleet- Group of moored barges at or near a terminal.

Turning- Two boats meeting and exchanging tows.

Tow- Group of barges lashed together for pushing.

Tow Work- Assembling and connecting barges together.

Void- Closed hull space providing buoyancy.

Watch- Working shift of a vessel crew member.

Western Rivers- The Mississippi river system.

Wet products, such as vegetable oils, orange juice, and liquid fuels are carried in tank barges.

S: wikipedia