International shipping is equally complicated and expensive, particularly when it comes to long-distance freight. When importing from China to the USA, it’s important to focus on shipping companies and methods to reduce freight costs and times.
The flag of the United States of America and the flag of the Republic of China fly together on flag poles next to each other on a sunny, windy day.
How to Ship from China to the US
Importers who manufacture products in China and sell in the U.S. can choose from a variety of shipping methods, including express, air, and ocean.
Regardless of the method used, most importers will rely on Chinese freight forwarders to manage their shipments. This is because a reputable freight forwarder like TJ-chinafreight can help them with their complex logistical needs, and at the same time, they can save a lot of money due to their large number of shipping agreements with major airlines and freighters serving China.
What is the best way to ship from China to the US?
Ocean freight is by far the most common type of international shipping method. Around 90% of all shipping is carried out by ocean transport. If you’re transporting high volumes of goods, this should be your go-to option.
Ocean shipping vessels are capable of transporting enormous weight and quantities of goods. It is perhaps the most cost-effective mode of transport from China to the USA, and the CO2 emissions are relatively low compared to other options. There are generally fewer restrictions for ocean freight when compared to air transport.
Transit time
Sea freight is by far the slowest option you can choose: you should consider sea freight from both countries to take around 30-40 days. This transit time is not only due to upfront preparations, but also because shipping lines are now moving slower in order to be able to save on fuel costs. Also, keep in mind that many unexpected events can happen: bad weather, port congestion, etc. Regardless, TJ-chinafreight only works with the best and most reliable shipping companies to ensure a hassle-free process for our customers.
Here are some of the main charges that come with your shipment:
Air freight is the fastest way to import goods from China. It is used frequently by importers who are coordinating time-sensitive international shipments. Typically, ocean freight shipments take between 20 and 30 days to travel across continents from China to the US. Air freight is safe, reliable, and takes hours to reach its destination.
The major downside of air transport is that it is expensive. It is typically 5 times more expensive than trucking and 16 times more expensive than ocean freight. It is also limited when transporting large and bulky items.
Air freight rates are determined by weight and volume. Carriers charge by dimensional weight or actual weight, depending on which figure is more expensive.
Transit time
Express Options
When you air freight from China to the US using international express, you should consider the transit time of about three days. This delay accompanies the pickup and delivery of the cargo to the departure airport. If your shipment is really urgent, we can even set up priority express for faster delivery.
Standard Air Freight
Regular air freight between the two countries usually takes 8-10 days.
Express freight is generally used to transport goods at short notice. It is only cost-effective for shipping small items, so air or sea freight should be used for larger products.
The main reason it is so time-efficient is that it is a streamlined service, completed entirely by one company. Couriers such as UPS, FedEx, and DHL are regarded as express freight carriers.
If you want to choose the most suitable shipping method, the time requirement mainly determines the best shipping method
When time is a top priority, businesses will look for all possible options to ship the goods in the fastest way, and the speed of time determines the cost of shipping.
Of course, the weight and volume of your cargo will also affect your choice of shipping method.
No matter which shipping method you use, the cheapest way to ship from China to the US is to use a reputable China freight forwarder such as TJ-chinafreight.
In the Port of Oakland, California. The last time dockworkers' contracts expired, ports on the U.S. West Coast suffered months of disruption. Learn more about shipping services.
The International Longshore and Warehouse Union's contract expires at the end of June. For those whose livelihoods depend on the port—truck drivers, logistics companies, retailers—July 1 marks the beginning of a period of serious uncertainty.
The labor standoff could exacerbate floating traffic jams, leaving dozens of ships waiting in the Pacific Ocean before they can dock. That could exacerbate shortages and send already high consumer prices soaring.
Some port workers have accused dockworkers of fueling chaos at the port ahead of contract negotiations, increasing their leverage over terminal operators while hindering the flow of goods for everyone else.
"Every time a contract is signed, things slow down," said Anthony Chilton, 55, who drives a truck to move containers between ports and warehouses in Southern California. "We always blame the terminals. Workers. They slack off, take breaks, call in sick.”
Among those who work at the docks, such descriptions have provoked strong dissatisfaction. Dockworkers say they have no intention of slowing down or stopping the economically vital, physically draining and dangerous jobs they do without interruption during the worst pandemic in a century.
“Both sides are getting ready,” Mario Cordero, executive director of the Port of Long Beach, said in a recent interview from his office overlooking towering cranes and stacks of shipping containers , "It's an incentive because the whole country is watching.
As far as the negotiating situation is concerned, both sides appear to have sufficient advantages. For dockworkers, on the one hand, the long fleet of container ships outside the port has become their most powerful weapon. On the other hand, the full-time work of dock workers is very important to maintain the operation of the terminal and stabilize the ultra-high profits of the terminal company. At the opening of the new Pier (Pier 5) in Seattle on Jan. 7, Rich Austin, President of ILWV 19, said, "We've been working hard to improve our productivity over the past 5 to 6 years because we recognize that This is a very competitive industry and the number of containers handled per hour is important.” He also noted that the port employs a lot of temporary workers to support port operations.
For terminal companies, most of which are subsidiaries of the world's largest liner companies, the docker strike will have an impact on their supply chain operations. But recent pressure from the Biden administration to keep supply chains stable makes it likely that there will be government intervention in the negotiations, and the administration under US President Joe Biden has made it clear that it is ready to pass Regulation to optimize supply chains.
For terminal companies, most of which are subsidiaries of the world's largest liner companies, the docker strike will have an impact on their supply chain operations. But recent pressure from the Biden administration to keep supply chains stable makes it likely that there will be government intervention in the negotiations, and the administration under US President Joe Biden has made it clear that it is ready to pass Regulation to optimize supply chains.
Beyond that, if the strike takes a toll on the U.S. economy, it won't do the dockworkers themselves any favors.
Dockworkers are among the highest-paid blue-collar workers in U.S. industry, but they argue that this is what they get at risk of their lives. The so-called Class A dockworkers, who have pensions and benefits, as well as regular hours, typically earn more than $100,000 a year. Even "temps" -- those guaranteed no shifts -- start at more than $32 an hour.
Looking to ship from China to the US? You can click to learn more
Supply and demand conditions improved, and freight rates continued to fall. There are many uncertain factors, and the future trend is still unclear.
Recently, the freight rates of major routes in the container shipping market have changed the pace of rising and have continued to decline in the past month. Even so, since the high freight rate in the fourth quarter of last year continued to the first quarter of this year, the current freight rate is still much higher than the same period last year.
Multi-route freight rates drop
According to Drewry data, as of March 17, the World Containerized Freight Index (WCI) was US$8,832.23/FEU, down 3.8% month-on-month and still up 79% compared with the same period in 2021.
In terms of routes, the Shanghai-Rotterdam spot freight rate was US$12,221/FEU, down 4% month-on-month; the Shanghai-Genoa spot freight rate was US$12,619/FEU, up 1% month-on-month; the Shanghai-Los Angeles spot freight rate was US$10,154 /FEU, down 7% month-on-month; Shanghai-New York spot freight rate was US$12,276/FEU, down 5% month-on-month.
On March 18, the China Export Container Freight Index (CCFI) released by the Shanghai Shipping Exchange was 3301.10 points, down 1.9% from the previous month. Among them, the freight index of European routes decreased by 1.9% month-on-month, the freight index of Mediterranean routes decreased by 0.5% month-on-month, the freight index of US-West routes decreased by 3.8% month-on-month, and the freight index of US-East routes increased by 2.1% month-on-month.
According to the Ningbo Export Container Freight Index (NCFI) released by the Ningbo Shipping Exchange, as of March 18, the composite index closed at 3,613.9 points, a month-on-month decline for 11 consecutive weeks, down 15.3% from the high level at the end of December 2021, and from the end of February. It fell 8.4%.
Judging from the situation of different routes since the end of February, the freight index of the South America east route decreased by 19.3%, the freight index of the South American west route decreased by 16.7%, the freight index of the Middle East route decreased by 17.6%, the India-Pakistan route decreased by 13.7%, and the freight index of the European route decreased by 13.7%. The price index fell 11.7%, the most significant decline. The average market price of the 40-foot TEU after the price increase in the Europe, South America East, South America West and America West routes fell by more than US$1,500/FEU, and the freight rate fell the most. It can be seen that, in the past month, although the freight rates of some routes remained flat or increased slightly month-on-month, in general, they showed a downward trend.
As far as the single-day freight rate is concerned, in early March, the freight rate trend showed a clear inflection point.
According to Xeneta data, recently, freight rates from China to Europe suffered the largest one-day drop since February 2020. On March 1, the average spot rate on the route fell by nearly $500/FEU to $13,340/FEU. This is the first time since September 2021 that freight rates on this route are below $13,500/FEU.
However, the agency also pointed out that the current freight rates on the Asia-Europe route are still at a very high level compared to before the COVID-19 outbreak. In 2018-2020, the average spot freight rate on this route was only US$1,500/FEU.
Based on this, Zheng Jingwen, a senior analyst at the International Shipping Research Institute of the Shanghai International Shipping Research Center, said in an interview with a reporter from China Shipping Weekly that according to the trend of previous years, the freight rate will indeed drop slightly and briefly in the first quarter.
Qian Hanglu, an industry analyst at Ningbo Shipping Exchange, also said: "This is mainly due to the traditional off-season, which makes the overall freight rate of the container shipping market continue to decline from mid-January to late March. For example, in 2019 In 2021 and 2021, the NCFI composite index has experienced a 10-week decline, with a cumulative decline of 25.7% and 19.4%, respectively."
According to Alphaliner, some ocean carriers are turning to buying ships to increase capacity, rather than chartering them, reducing capacity in the containership leasing market by 1.6 million TEU.
In addition, there are concerns in shipbroker circles that this reduction in open capacity will weaken the industry's ability to cope with the normal seasonal peak and low seasons of liner trade.
According to shipbrokers, the loss of capacity controlled by NOOs (non-operating shipowners) began in August 2020, when shipping lines, flush with cash due to soaring freight rates, began to add capacity to their own fleets.
In just 18 months, more than 500 container ships have been sold to liner operators through the secondary market, a massive fleet exodus rooted in high demand for freight post-COVID-19, Alphaliner said.
"The huge demand for container ships has caused container ship rents to soar to levels never seen before in the history of container shipping, almost overnight."
"MSC has been the main buyer so far, buying 169 second-hand container ships with a total capacity of 636,900TEU," Alphaliner said.
CMA CGM was the second most active shipping company in the container ship market, purchasing 62 vessels with a total capacity of 207,000TEU; Maersk ranked third with 27 vessels purchased with a total capacity of 141,600TEU; followed by Wanhai with 23 vessels ship with a total capacity of 139,700TEU.
However, some shipping companies have decided to take advantage of the freight rate gained on newbuildings to increase dividends to shareholders, or to seize opportunities in the charter market for longer-term fixed charters.
According to Alphaliner data, in the past 20 months, non-operating shipowners have ordered 175 ships with a total capacity of 710,321TEU, more than half of which have signed long-term charter contracts with shipping companies.
“The low number of newbuildings relative to the loss of capacity suggests that non-operating owners’ fleets need to order more 1,000-9,000 TEU-sized container ships,” the shipbroker said.
But he added that several factors were preventing owners from ordering new ships, including soaring costs, longer lead times, and uncertainty over environmental regulations and fuel options.
Meanwhile, sources at shipbrokers said they were concerned about the current lack of open container ship capacity in the market, as well as the lack of spare container ships in the future.
"At the moment, the outlook is not very good," said one broker. "However, we think that when the situation returns to some form of normalcy, shipping companies may consider moving some of the excess smaller ships they have purchased. Rent out, that will give us something to sell," he said.
U.S. exporters must be aware of certain obstacles when exporting to India. But with careful planning and assistance from agencies like US Business Services, exporters of all sizes can definitely succeed in the Indian market. According to the National Business Guide for India, the challenges include:
High tariffs and protectionist policies
Exporters and investors face an opaque and often unpredictable regulatory and tariff regime. xxx
price sensitivity
Even before the economic slowdown and the pandemic, Indian companies and consumers were extremely price-sensitive.
Infrastructure
Inadequate road, rail, port, airport, education, power grid and telecommunications infrastructure are major obstacles to the country's efforts to achieve strong economic growth. India's continued urbanization and rising incomes have led to increased demand for improved infrastructure to provide public services and sustain economic growth.
Data localization requirements and e-commerce restrictions
The Indian government is aggressively pursuing a policy of requiring Indian data to be processed and stored only in India, which has severely impacted the business of many US companies. The proposed data protection bill currently being passed through the Indian legislature will affect a wide range of businesses in India and internationally. Changes to laws on what and how e-commerce companies can sell online are an unexpected blow to the U.S. online giant. The new law limits discounts for e-commerce companies and prohibits companies from selling products from companies they affiliate or own.
Local content requirements
In specific sectors, including information and communication technology (ICT), electronics and solar energy, the Indian government is seeking local content requirements to stimulate an increase in the contribution of manufacturing to GDP. These policies have had a negative impact on U.S. exporters.
State power
Companies should be prepared to face the different business and economic conditions in India's 29 states and 7 federal territories. Power and decision-making in India is decentralized, with major differences at the state level in terms of political leadership, quality of governance, regulations, taxation, industrial relations and education levels.
Intellectual Property (IP)
India is one of the most challenging major economies in the world in terms of intellectual property protection and enforcement.
2. Customs regulations
First of all, all goods transferred to the inland freight station in India must be transported by the shipping company, and the final destination column of the bill of lading and manifest must be filled in as the inland point. Otherwise, it is necessary to dig out the box at the port or pay a high fee for changing the manifest before transshipment to the inland.
Secondly, after the goods arrive at the port, they can be stored in the customs warehouse for 30 days. After 30 days, the customs will issue a notice of delivery to the importer. If the importer cannot pick up the goods on time for some reason, he can apply to the customs for an extension as needed. If the Indian buyer does not apply for an extension, the exporter's goods will be auctioned after 30 days of storage in customs.
3. Customs clearance
After unloading (usually within 3 days), the importer or its agent must first fill in the Bill of Entry in quadruplicate. The first and second pages are retained by the customs, the third page is retained by the importer, and the fourth page is retained by the bank where the importer pays the tax. Otherwise, high detention fees must be paid to the port authority or airport authority.
4. Return regulations
Indian Customs stipulates that the exporter needs to provide the original importer's certificate of abandonment of the goods, the relevant delivery certificate and the exporter's request for return letters and telegrams, and entrust the shipping agent to complete the return procedures after paying the port storage fees, agency fees and other reasonable fees.
If the importer is unwilling to issue the exporter with the certificate of rejection of the goods, the exporter can rely on the letter of the importer's refusal to pay or take delivery or the letter of the importer's non-payment redemption provided by the bank or the shipping agent, the relevant delivery certificate and the seller's request. The letter and telegram for the return of the goods shall be entrusted to the shipping agent to directly submit the return request to the relevant Indian port customs and go through the relevant procedures.
Microplastics generally refer to plastic particles between 0.33 mm and 5 mm in size [1]. Microplastics can come from a variety of sources, including microbeads from personal care products; fibers from synthetic clothing; pre-manufactured granules and powders; and fragments that degrade from larger plastic products. These smaller plastic particles can be ingested by aquatic organisms. ACC's Plastics Division and its member companies work to better understand the potential role of microplastics in the marine environment.
Multiple studies have shown that microplastics in the marine environment can absorb persistent organic pollutants (POPs).
Microplastics are small in size, but have a very large specific surface area, and have a strong ability to adsorb pollutants in the environment. Why is this?
Specific surface area refers to the total area possessed by a unit volume of material. Assuming that the microplastic is a cube, it is continuously cut, but the total volume remains unchanged. It can be found that the smaller the microplastic is cut, the larger the total contact area. The larger the contact area, the more adsorption sites, and the larger the adsorption capacity, so the microplastics have strong adsorption.
Why are microplastics bad?
We've known for years that microplastics are problematic, but a growing body of research continues to highlight just how much they affect the environment and our health. Microplastics are extremely persistent, which means it is nearly impossible to remove them from the environment in which they accumulate. Because of their persistence and the chemicals that make them up, research suggests they can be very harmful to the organisms they come into contact with, including causing reduced feeding, poisoning, and increased mortality. They also tend to facilitate the transfer of contaminants along the food chain, with potentially serious consequences for human health. Scientists warn that the situation is out of control. They found microplastics almost everywhere they looked: on mountains, in the ocean, in Arctic sea ice, and in our air, drinking water and bodies.
Where exactly do microplastics come from?
On the one hand, there is plastic waste, which is formed by physical, chemical and biological decomposition, which is secondary microplastics. Another major source is the friction particles such as polyethylene and polypropylene added in our daily use of toiletries, such as facial cleansers, toothpaste, and scrubs, which are primary microplastics. There may be more than 300,000 plastic microbeads in just one scrub. Microplastics eventually flow into the sea continuously. It is estimated that the amount of sediments on the seabed around the world has reached tens of millions of tons. It is imperative to control microplastics!
How to reduce microplastics?
Wastewater and drinking water treatment is very effective in removing microplastics. Research, albeit limited, has shown that they can remove more than 90 percent of microplastics.
But there is also a lot that individuals can do to reduce microplastics. Perhaps the most important step is to change the way we think and behave.
Modern lifestyles are full of single-use plastic items such as straws and cups. People think we use plastic cutlery for an average of three minutes at a time, but it remains in the environment for hundreds of years. Single-use plastics, including food packaging, are also one of the biggest contributors to plastic pollution.
Thinking about how plastic is made and what happens to it after it's used makes a difference.
"We need to ask ourselves if we really need to use certain types of plastic, like disposable forks," Alex said. "If we do, we need to question how we are responsible for it and how we can best handle it. It only takes a few seconds.
'An example of this is accidental littering. People might throw garbage into a full bin thinking they've done their part and the garbage collectors will take it from there, but all it takes is a gust of wind to blow it down and you've got Garbage everywhere. So while it may be well-intentioned, it is not a responsible disposal.
"Responsible disposal may be that you end up taking your rubbish home so you can properly recycle it. Every situation and individual is different.
The marine sector has grown by leaps and bounds over the past few decades, and ports and port facilities are needed to meet these growing demands.
This is why each country's shipping authority is focused on ensuring that its shipping ports are adequate for the needs of industry operators and drivers.
However, even as each country focuses on improving its port infrastructure, there are some global leaders with seaports - bigger and busier than all others.
Interestingly, the busiest port facilities are located in Asia due to the continent's geographic location on important maritime trade routes linking ports in Europe and the Middle East.
Details of the 10 busiest ports in the world are listed below, each with their own uniqueness.
NO.1 Ningbo Zhoushan Port
port of ningbo zhoushan, China
Ningbo Zhoushan Port is the port of Ningbo City and Zhoushan City in Zhejiang Province, China. It is located in the middle of the coastline of mainland China and the south wing of the "Yangtze River Economic Belt". It is an important iron ore transfer base, crude oil transfer base, liquid chemical storage and transportation base in China and an important coal and grain storage and transportation base in East China.
NO.2 Shanghai Port
Yang shan harbor of shanghai, China
Shanghai Port is a port in Shanghai, China. It is located in the middle of the coastline of mainland China and at the mouth of the Yangtze River. It connects the north and south coasts of China and the world's oceans, and then runs through the Yangtze River Basin, Jiangsu, Zhejiang, Anhui, and Taihu Lake Basins. Shanghai Port has established container cargo trade with more than 500 ports in 214 countries and regions around the world, and has more than 80 international routes.
In 2020, the port's annual cargo throughput exceeded 43.5 million TEUs, making it the busiest container facility in the world.
It mainly handles bulk cargo transportation of coal, metal ores, petroleum and its derivatives, steel, machinery and construction equipment.
The port consists of 125 terminals and 19 terminal facilities capable of accommodating the world's largest ships and carriers. In addition to the 5 main port areas, the port also has a cruise ship terminal with an annual throughput of more than 1 million passengers. More than a quarter of China's trade is handled at the port of Shanghai.
NO.3 Tangshan Port
Tangshan Port is located on the southeast coast of Tangshan City, Hebei Province. It is an important regional port along the coast of my country and an important part of the specialized transportation system for bulk materials such as energy and raw materials. Tangshan Port is adjacent to the Beijing-Tianjin-Hebei urban agglomeration. Caofeidian is 400 nautical miles from Incheon, South Korea, 680 nautical miles from Nagasaki, Japan, and 935 nautical miles from Kobe. The shipping routes to ore exporting countries such as Australia, Brazil, Peru, South Africa, and India are also very smooth.
In the past ten years, the planned coastline of Tangshan Port has increased from 32.5 kilometers to 65.5 kilometers, the planned dock coastline has increased from 90.1 kilometers to 190.3 kilometers, and the number of berths that can be planned and arranged has increased from 344 to 602, forming the "one port, three" in the whole port. District” and the planning and layout of dislocation development.
NO.4 Port of Qingdao
Like many famous seaports in China, Qingdao Port has a long history - since 1892, it has connected the Bohai Rim and Yangtze River Delta regions with the rest of the world. Qingdao offers direct flights to more than 180 countries and 700 ports.
Qingdao Port includes Qingdao Old Port, Huangdao Oil Port and Qianwan New Port
In 1984, three U.S. Navy ships docked in Qingdao, the first time the U.S. docked at a Chinese port in 37 years.
NO.5 Guangzhou Port
Known as the "Maritime Silk Road", Guangzhou Port has a coastline of nearly 250 miles and is an important shipping hub in South China. Located in the Pearl River Delta, Guangzhou is connected to more than 100 ports in China and more than 350 ports around the world.
In recent years, Guangzhou Port has benchmarked against world-class container hub ports, and has taken various measures to promote the development of containers to a new level, consolidating and improving the energy level of Guangzhou Port as an international container hub. In 2021, Guangzhou Port will complete a total cargo throughput of 623.67 million tons, an increase of 1.8%.
NO.6 Port of Singapore
The Port of Singapore is located on the southern coast of Singapore, with the southeastern side of the Malacca Strait in the west and the northern side of the Singapore Strait in the south. It is one of the largest container ports in the world. The port is the main shipping route between the Pacific Ocean and the Indian Ocean, and its strategic position is very important. It has been an international trade port since the 13th century and has developed into an internationally renowned entrepot. The Port of Singapore is also the country's political, economic, cultural and transportation center.
The Port of Singapore has superior natural conditions, spacious waters, and little impact from storms. The administrative area is 5.38 million square meters. The water depth is suitable. Ships with a draft of about 13m can smoothly enter the port and berth. The port equipment is advanced and complete, and computerized information is used. The system also seeks to simplify and facilitate user procedures.
NO.7 Suzhou Port
Suzhou Port, located in Suzhou City, Jiangsu Province, China, is located in the throat area of the mouth of the Yangtze River, starting from Changshan Mountain in the west (the junction of Zhangjiagang and Jiangyin), and east to the south of Liuhekou (the junction of Taicang and Shanghai). The southeast is close to Shanghai, and the southwest is the economically developed Jiangsu, Xi and Chang areas. It is an emerging port built by the combination of Zhangjiagang Port, Changshu Port and Taicang Port, the former national first-class open ports in China. The original three ports correspondingly become Suzhou Port Zhangjiagang Port Area, Changshu Port Area and Taicang Port Area.
In 1968, Zhangjiagang Port Area was established; in 1992, Taicang Port Area was developed and constructed; in August of the same year, Changshu Port Area started construction; in 2002, the original Zhangjiagang Port, Changshu Port and Taicang Port were combined to form Suzhou Port.
NO.8 Port Hedland
Port Hedland, a port on the Indian Ocean coast in the northwest of Western Australia, Australia. Australian iron ore export port. Located on the northwest coast of Western Australia, east of the port town, facing the southern Indian Ocean to the north, 133 nautical miles from Dampier to the west, 258 nautical miles from Broome Port in the northeast, 812 nautical miles from Wyndham Port, 917 nautical miles from Darwin Port, and north of Lombok The strait is 706 nautical miles and has a population of 15,000.
Just this February, Australia's Western Australian state government approved a development plan to allow Port Hedland, the operator, to export 660 million tonnes of iron ore a year, enabling port backers to invest in onshore infrastructure upgrades and advance their investment and development. growth strategy.
NO.9 Rizhao Port
Rizhao Port is located in Rizhao City, Shandong Province, China. It faces the Yellow Sea in the east, Qingdao Port in the north, Lianyungang Port in the south, and faces Japan, South Korea and North Korea across the sea. It is one of the 20 major coastal hub ports developed by China. In 1978, the Shandong Provincial People's Government planned and surveyed the port selection of Rizhao Port. In 1982, the Rizhao Port officially started construction; in 1986, the Rizhao Port opened for operation.
There are 58 productive berths in Rizhao Port, with an annual throughput of over 300 million. There are two major port areas, Shijiu and Lanshan. As of 2010, Rizhao Port has 38 40-ton, 25-ton, 16-ton and 10-ton gantry cranes, 7 high-horsepower diesel locomotives, 2 imported alumina special ship unloaders, tire cranes, excavators and other Heavy, transport and other equipment
NO.10 Tianjin Port
Shot in Tianjin, China.
Tianjin Port is an important port facility and an important logistics and shipping center in North China. It is located on the west coast of Bohai Bay and is also the maritime gateway to Beijing. It is the largest artificial port facility in China and the ninth busiest port in the world. It handled more than 18.35 million TEUs in 2020 and has trade links with more than 600 ports in 190 countries, with more than 120 container routes.
Tianjin Port covers an area of more than 120 square kilometers, with a wharf of 34 kilometers long and has more than 170 berths for cargo ships. It has 2 passenger terminals and 9 port areas, among which the 3 port areas of Beijiang, Nanjiang and Dongjiang undertake most of the trade business. It also has six main and two temporary anchor areas.
As China is an important central node of the global industrial chain, with a large economy and developed industrial manufacturing, and thanks to the effective prevention and control of the epidemic, manufacturing and residents' lives are generally running smoothly. Compared with foreign ports, major ports generally have better performance. High cargo throughput levels.
No matter what industry you're in, chances are you'll find yourself shipping something that's classified as a hazardous material. Many products contain elements that can be dangerous if mishandled, and such products are required by law to be transported in a certain way.
But how do you know if these requirements apply to you? What qualifies as a hazardous substance? If you found yourself needing to ship anything, how would you pack and ship them? In this Hazardous Logistics Safety Guide, we provide answers to these questions and some tips for shipping dangerous goods.
Some of the most important safety tips to follow.
1. Get proper training
The Transportation of Dangerous Goods (TDG) Act and Regulations deal with the handling and transportation of dangerous goods, whether by road, air, rail or water. It consists of various elements, focusing on aspects such as the composition of dangerous goods, preparation of relevant documentation, reporting of incidents and incidents, and training required for contacts. A company's first priority should be to ensure that anyone involved in the transport of dangerous goods has the correct training and is kept up to date with that training. There are courses specifically designed to train personnel to handle and transport dangerous goods, but laws may vary by region, so check government advice and local regulations to ensure your employees are properly trained in advance. The TDG certificate is generally valid for 3 years, after which retraining is required. Anyone handling unlicensed dangerous goods must be supervised by a witness.
2. Correctly classify dangerous goods
Dangerous goods is an umbrella term covering many different materials and substances. It is important to remember that not all dangerous goods are created equal, and they should be handled and transported in a manner appropriate to the particular type of hazard. TDG divides different types of dangerous goods into 9 categories. these are:
Class 1: Explosives
Class 2: Gases
Class 3: Flammable Liquids
Class 4: Flammable solids; substances liable to spontaneous combustion; substances which, in contact with water, emit flammable gases (water-reactive substances)
Class 5: Oxidizing Substances and Organic Peroxides
Class 6: Toxic and Infectious Substances
Class 7: Radioactive material
Class 8: Corrosives
Class 9: Miscellaneous products, substances or organisms (including environmentally hazardous substances)
3. Contact your shipper in advance
Different shipping companies may have different requirements and restrictions when it comes to shipping dangerous goods. The TDG outlines the minimum requirements expected by the legislation, but different shipping lines may take other steps. Therefore, it is always recommended that you contact your shipper beforehand to check the details of how your shipment should be prepared for shipping.
4. Make sure your shipment is properly packaged and labeled
Ensuring that shipments are properly packaged and labelled is absolutely critical. Before attempting packaging or labeling, you should take the time to research the various requirements for the specific hazmat you are shipping. Companies shipping in and out of Canada should ensure that labels comply with the Globally Harmonized System of Classification and Labeling of Chemicals (GHS), an international standard that has been adopted by countries around the world.
How should you package hazardous materials?
Given the wide variety of items that can be considered dangerous, you may find that you sometimes need to ship items in one of the above categories. Even if it's not as dangerous as an explosive, it could still be something like perfume or matches.
What should you do when this happens? How should you wrap it? Here are some basics on how to transport dangerous products.
Safe packaging
A good start is to pack all materials as safely as possible. By locking them as securely as you can, you can minimize the risk of any adverse events. For example, with aerosol cans, you should put lids on and wrap them in bubble wrap or other similar material to keep them from rolling.
Take a similar approach with other hazardous materials, storing them safely with plenty of filling so they get as little jostling and nudge as possible during transport. Also, be careful not to pack incompatible items together, such as explosives and oxidizing substances.
In extreme cases, like nuclear or radioactive waste, the material must be stored in a special type of container designed for the substance, like the familiar yellow drums in various movie images. Hopefully most of your materials will be more common and can be packaged in standard boxes and containers. But they still need to be safe, so make sure they are safe!
Label container
After loading materials into containers, be sure to properly label those containers. You'll want to do everything you can to help supply chain workers understand their content. Use appropriate hazmat stickers on the outside of the container. However, try to keep the number of tags out there so as not to distract anyone with too much information.
In addition to marking what the materials are and the hazards they pose, mark how they should be handled. Make sure the shipper knows what to do with them, either through actions such as marking the container "this side up" or by communicating directly with the shipper.
Record everything
In a similar fashion, record everything about the process. Document everything you ship for yourself and the shipper. Document the materials shipped and how they are packaged and labeled. The more information you keep track of, the easier it is for you to deal with anything that might go wrong. In any case, some documents may be required by law, but even if not, you still need to document everything that happens in the process.
Track your package
It is also important to keep track of the materials you ship. At the very least, take advantage of tracking tags so you can track the progress of materials as they stop and keep track of where they are. Even better, you can use a GPS tracker, which allows you to see where your package is at any time. Tracking your package helps keep you informed and prepared in case something goes wrong.
Abide by the law
Of course, while it's a good idea to do all of these things anyway to be on the safe side, in many cases it's required by law -- especially if your package is being transported by plane. Some materials cannot even be legally transported by plane. For those you can ship to, you may still need to follow a few procedures.
The exact nature of what you have to do will vary depending on the type of material, whether it is new or reused, and whether you ship in bulk. Different combinations of these factors will result in different requirements. In some cases, you may have to use UN-spec packaging, which must have internal materials tested to ensure it will work properly before it is allowed to ship.
Why is MSDS required when exporting dangerous goods and general chemicals by sea?
MSDS is an important document for conveying chemical hazard information. It briefly describes the hazards of a chemical to human health and the environment and provides information on the safe handling, storage and use of the chemical. Developed countries such as the United States, Japan, and EU countries have generally established and implemented the MSDS system. According to the chemical management regulations of these countries, manufacturers of hazardous chemicals usually provide a safety data sheet for their products when they sell, transport or export their products.
At present, the foreign requirements for MSDS (SDS) have been extended to almost all chemicals. In this regard, chemicals exported to developed countries are now basically required to have MSDS (SDS) in order to be successfully declared. And some foreign buyers will require MSDS (SDS) of items, and some domestic foreign companies or joint ventures will also request this.
A bill of lading is a document that certifies the contract of carriage of goods by sea and that the carrier has received or loaded the goods and guarantees that the carrier will deliver the goods in accordance with the contract. Since the goods can only be picked up by the bill of lading, in international trade, especially under the conditions of FOB and CFR, the bill of lading is of great significance and is considered to be the representative and sign of the goods.
However, since only one set of bills of lading can be issued for one shipment of goods, and the bill of lading is a negotiable document, once the bill of lading is lost, it will have a great impact on the development of foreign trade, which may cause the seller to fail to settle foreign exchange and the buyer to pick up the goods.
What is a bill of lading?
A bill of lading (BOL or B/L) is a shipping document whereby the carrier is obliged to deliver the goods at a named place.
The bill of lading is also proof that the contract is signed before the bill of lading is handed over to the master.
For more information on bills of lading, see our article - Bills of Lading.
Lost bill of lading
Losing a bill of lading can be a big problem as ocean carriers deliver containers against it. Missing this document may prevent us from picking up your order.
Downtime or demurrage charges may apply if containers remain in port for too long.
What to do if OBL is lost..??
Here are some steps you can take if a negotiable bill of lading is lost, stolen or destroyed
1. Pictures of lost bills Advertise in local media about the "lost" or "obsolete" original bills 2. Security may be obtained by a court order advising the carrier (shipping line) to deliver the goods to the owner of the goods, subject to the security provided by the goods claiming entity, in the amount of the court.. 3. The carrier shall also receive an indemnity letter to indemnify the carrier or any person injured by the delivery against liability under the unpaid original bill. The court may also order reasonable costs and attorneys' fees to be paid to the carrier. 4. Certain banks accept a letter of guarantee signed by the bank and the bank will be jointly and severally liable to return the original bill of lading (if found).
However, some precautions need to be taken, such as:
Advertising about damages is by no means a complete defense of liability for wrongful delivery.
This is only evidence that the loss occurred and that the original owner had the intention to cancel the original bill of lading issued.
The carrier should know who owns the goods and only issue copies to that entity, as in some cases an entity that does not own the goods has advertised the loss and persuaded the carrier to issue a second set of originals, while the first still remains. In the hands of its rightful owners, nothing was actually lost.
It should be treated differently according to different situations:
Under a named bill of lading: the carrier may deliver the goods to the consignee of a named bill of lading after receiving the consignee's company guarantee and the consignor's written assurance that the goods are to be handed over to the consignee.
Under the order bill of lading: if the port of discharge agent receives a request from the consignee that the bill of lading is lost and cannot take delivery of the goods against this bill of lading, the consignee shall be required to present the original/copy of the bill of lading issued by the original carrier, commercial invoice, commercial Documents such as contracts and packing lists to check whether the consignee is the consignee. The port of discharge agent should also require the consignee to provide a form of guarantee issued by a first-class bank that meets certain standards. At the same time, the agent of the port of discharge should ask the agent of the port of loading to contact the consignor on the bill of lading to obtain the consignor's consent. In this case A written guarantee that the shipment is released to the consignee.
Under the bearer bill of lading: refer to the instruction bill of lading for specific practices. If the consignee returns the full set of original bills of lading, the letter of guarantee can be returned to the consignee. If the consignee cannot return the full set of original bills of lading, in principle, the letter of guarantee shall be retained indefinitely. If the consignee makes a return request, the port of discharge agent shall retain a minimum period according to the law of the host country. The domestic port proposal needs to be kept for 6 years. After the bill of lading is lost, contact the shipping company immediately to control the cargo, no matter what the circumstances. In this way, losses can be reduced, and at the same time, the rights and interests of the receiver and the consignor will not be damaged.
A sea container (also known as a container, freight container, intermodal container, ISO container, hi-cube container, box, conex case, and sea tank) is a steel container that can be moved repeatedly within a product for safe and efficient movement Use an intermodal freight system.
Container shipping comes in many different sizes and options, including specialty options such as hanging garment containers, half-height containers, bulk shift containers and tanks. While these all have their uses, they are very niche.
Container leasing
The container leasing market has been fast-growing over the years. Today, around 55 % of the global container fleet is owned by leasing companies. Making container leasing a force to be reckoned with.
Are you considering leasing containers instead of buying? In that case, keep reading. We’ll tell you all you need to know about the different types of container leasing. As well as weigh the pros and cons of buying containers vs leasing them.
Container terminal
In container transportation, the specific handling department for the exchange and storage of boxes or cargoes. It authorizes the carrier or its agent to carry out the following business:
(1) Exchange and storage of FCL shipments.
(2) Those who have a container freight station shall handle the handover of LCL goods.
(3) Arranging the berthing of container ships, loading and unloading containers, and preparing stowage plans for each voyage.
(4) Handle the compilation and signature of relevant shipping documents.
(5) Prepare and sign the relevant documents for the entry, exit and circulation of the container using the means of transport.
(6) Handle the inspection and maintenance of containers, vehicles, loading and unloading tools, as well as cleaning and fumigation of empty containers.
(7) Send and receive, store and keep empty boxes.
(8) Arrange the stacking of empty boxes and heavy boxes in the yard, and prepare a site allocation plan.
(9) Other related business work. Container loading and unloading areas are generally composed of dedicated docks, frontiers, yards, freight stations, command towers, repair departments, gates and offices. Sometimes the storage yard or freight station can be extended to the transfer station of 5~15 kilometers in the urban area.
Container front yard (marshalling yard)
In front of the container terminal, in order to speed up the loading and unloading of ships, the container is temporarily stacked. Its function is: before the container ship arrives at the port, the export containers are neatly stacked in a planned and orderly manner according to the stowage requirements, and the imported containers are temporarily stacked in front of the wharf during unloading to speed up the loading and unloading operations of the ship.
Container yard
A place where heavy or empty containers are handed over, kept and stacked. In some countries, container yards are not divided into front yards or rear yards, which are collectively referred to as yards. The container rear yard is an integral part of the container handling area. It is the place where the FCL of the container transportation "on-site" handover method is handed over (actually, the handover is carried out at the "gateway" of the container unloading area).
Empty container yard (van pool)
A site dedicated to the collection, storage, storage or handover of empty containers. It is specially set up when the container handling area or the transfer station yard is insufficient. This kind of yard does not handle heavy box or cargo handover. It can be operated independently, or it can be set up outside the area by the container handling area. Some capitalist countries, operating such empty container yards, must declare to the shipping association.
Container freight station
The place where the ship and cargo parties handle the handover for the packing and unpacking of the LCL cargo. The carrier can only entrust the operator of one container freight station in a port or inland city. It handles the following main business on behalf of the carrier:
(1) Tally and handover of LCL cargo.
(2) If there is any abnormality in the inspection of the appearance of the goods, an annotation shall be processed.
(3) The stowage and packing of the LCL cargo.
(4) Unpacking and storage of imported unpacked goods.
(5) Seal and issue a station receipt on behalf of the carrier.
(6) Handle various documents and preparations.
The maximum compensation amount that the carrier should bear in the event of cargo damage during container transportation. Limitation of liability for LCL shipments is the same as for conventional shipments. Compensation for FCL is based on some current international precedents. If the number of pieces of goods in the box is not listed on the bill of lading, each box is used as a claim calculation unit. If the number of pieces in the box is listed on the bill of lading, it is still calculated according to the number of pieces. If the damage and loss of the goods are not carried out by sea, but occurred during inland transportation, the maximum compensation amount for land transportation shall be handled. If the container is owned or provided by the shipper, in the event of loss or damage, the responsibility for the loss or damage is indeed the responsibility of the carrier, and it should also be regarded as a claim calculation unit.
