Useful Information Page

Outside Dimensions: 
	        Length   19'10-1/2"	(6.058 m.) 
		Width	  8'0"	        (2.438 m.) 
		Height	  8'6"	        (2.591 m.)

Inside Dimensions: 
	        Length	  19'4-3/16"	(5.897 m.) 
		Width	  7'8-33/64"	(2.350 m.) 
		Height	  7'10-11/64"	(2.392 m.)

Door Opening:
                Width     7'8-11/64"	(2.341 m.) 
                Height    7'5-11/16"	(2.278 m.)

Capacity: 
 Max.Gross Weight         67,200 lb.	(30,480 kg.) 
 Tare Weight	          5,070 lb.	(2,300 kg.) 
 Max. Payload	          62,130 lb.	(28,180 kg.) 
 Cubic Capacity	          1,170 cu. ft.	(33.2 cu. m.)

Outside Dimensions: 
	        Length	   40'0"	(12.192 m.) 
		Width	   8'0"	        (2.438 m.) 
		Height	   8'6"	        (2.591 m.)

Inside Dimensions: 
	        Length	 39'5-23/32"    (12.035 m.)
		Width	 7'8-19/32"     (2.352 m.)
		Height	 7'10-1 1/64"   (2.392 m.)

Door Opening:
                Width    7'8-1 11/64"   (2.340 m.)
                Height   7'5-49/64"     (2.280 m.)

Capacity: 
     Max. Gross Weight	 67,200 lb.	(30,480 kg.) 
     Tare Weight	 8,360 lb.	(3,790 kg.) 
     Max. Payload	 58,840 lb.	(26,690 kg.) 
     Cubic Capacity	 2,390 cu. ft.	(67.7 cu. m..)

Outside Dimensions: 
	        Length	     40'0"	(12.192 m.) 
		Width	     8'0"	(2.438 m.) 
		Height	     9'6"	(2.896 m.)

Inside Dimensions: 
	        Length	     39'5"	(12.033 m.) 
	        Width	     7'8"	(2.345 m.) 
	        Height	     8'9"	(2.381 m.)

Door Opening: 
	        Width	     7'8-23/64"	(2.346 m.) 
	        Height	     8'5-49/64"	(2.281 m.)

Capacity:
 Max. Gross Weight	    79,366 lb.	(36,000 kg.) 
 Tare Weight	           10,185 lb.	(4,620 kg.) 
 Max. Payload	           69,181 lb.	(31,380 kg.) 
 Cubic Capacity	           2,687 cu.ft.	(76.1 cu. m.)

Outside Dimensions: 
	        Length	      40'0"	(12.192 m.) 
		Width	      8'0"	(2.438 m.) 
		Height	      8'6"	(2.591 m.)

Inside Dimensions: 
	        Length	      37'11"	(11.557 m.) 
		Width	      7'6"	(2.286 m.) 
		Height	      7'4"	(2.240 m.)

Door Opening: 
	        Width	      7'6"	(2.286 m.) 
	        Height	      7'4"	(2.266 m.)

Capacity:
 Max. Gross Weight	      67,200 lb (30,480 kg.) 
 Tare Weight	              9,590 lb	(4,350 kg.) 
 Max. Payload	              57,610 lb	(26,130 kg.) 
 Cubic Capacity	              2,112 cu.ft(59.2 cu. m.)

Temperature Range: -25 to +25 C, +/- 2 C temperature variation

Outside Dimensions: 
	        Length	     40'0"	(12.192 m.) 
		Width	     8'0"	(2.438 m.) 
		Height	     9'6"	(2.896 m.)

Inside Dimensions: 
	        Length	     37'11"	(11.557 m.) 
	        Width	     7'6"	(2.286 m.) 
	        Height	     8'1-3/5"	(2.505 m.) 
Door Opening:
                Width	     7'6"	(2.286 m.) 
                Height	     8'1-3/5"	(2.478 m.)

Capacity: 
 Max. Gross Weight	     67,200 lb	(30,480 kg.) 
 Tare Weight	             8,950 lb.	(4,060 kg.) 
 Max. Payload	             58,250 lb	(26,420 kg.) 
 Cubic Capacity	             2,334 cu.ft(66.1 cu. m.)

Temperature Range: -25 to +25 C, +/- 2 C temperature variation

Outside Dimensions: 
	        Length	     19'10-1/2"	(6.058 m.) 
		Width	     8'0"	(2.438 m.) 
		Height	     8'6"	(2.591 m.)

Capacity: 
 Max. Gross Weight	     67,200 lb.	(30,480 kg.) 
 Tare Weight	             6,170 lb.	(2,800 kg.) 
 Max. Payload	             61,030 lb. (27,680 kg.)

Outside Dimensions: 
	        Length	     38'3-1/8"	(11.662 m.) 
		Width	     7'3-9/16"	(2.224 m.) 
		Height	     6'4-1/2"	(1.943 m.)

Capacity: 
 Max. Gross Weight	     78,400 lb.	(35,562 kg.) 
 Tare Weight	             11,012 lb.	(4,995 kg.) 
 Max. Payload	             67,388 lb.	(30,567)

For example, a company is anticipating purchasing from three suppliers in Hong Kong. It can either choose option 1 -- let the supplier choose the carrier to handle the shipment or it can choose option 2 -- consolidate the three cargoes and ship them simul taneously.

Shipment Option 1 -- Using shipping companies chosen by suppliers

SHIP-    CBM     RATE       TOTAL     HANDLING  FORKLIFT  CARTAGE  BROKER   GRAND 
MENT                                                                                             			    TOTAL

 #1      2.50	x $57	  = $142.50    + $35	 + $25	  + $45	  + $100   $347.50 
 #2      0.50	x $56	  = $56(min)   + $35	 + $25	  + $45	  + $100   $261.00 
 #3      0.75	x $54	  = $54(min)   + $35	 + $25	  + $45	  + $100   $259.00

         3.75	            $252.50	$105       $75	   $135	    $300   $867.50

Shipment Option 2 -- Consolidating the 3 shipments

3.75 CBM X $60/CBM    =	 	 $225.00
		                 $ 35.00 Handling
		                 $ 25.00 Forklift
		                 $100.00 Cartage
		                 $100.00 Broker
		                 $485.00

COST SAVINGS PER SHIPMENT = $867.50- $485.00 = $382.50

Note:
Option 1  uses lower ocean freight rates than Option 2, yet the cost is
$382.50 lower in Option 2!!!

BENEFITS OF CONSOLIDATION


1. Reduced transportation cost

2. Easier logistical planning (various shipments arrive at one time)

1. Does your policy cover perils. This is damage caused to your goods due to: heavy weather conditions, salt water damage, collisions, fires, jettisons (voluntary dumping overboard of either cargo or ship's material to protect property from a common danger)?

2. Does it cover war risks and riots? Due to events like the recent Los Angeles riots and warlike situations occurring worldwide, this point needs much attention and consideration. Situations arise most often without warning and may result in dam age to your merchandise.

3. Does it cover General Average? This is a loss resulting from a voluntary sacrifice of any part of the vessel or cargo, or an expenditure to safeguard the vessel and the remainder of the cargo. In a declared General Average, the financial respo nsibility you bear is determined by the value of your cargo in relation to the total values involved in the voyage. This cost can sometimes total more than the value of your merchandise.

4. Is your policy expressed in US dollars? When your buying terms are CIF, coverage is provided by a foreign insurance company. Since coverage by such companies is often not expressed in U.S. dollars, you are subject to fluctuations of currencies that may result in losses to your company. In addition, foreign insurance companies are not under the jurisdiction of U.S. laws, thus causing extreme delays in payment, if at all.

5. Who negotiated the insurance policy? If your buying terms are CIF, your supplier negotiates the policy. Often they are unaware of what is actually covered. Many times the policy only covers on a port-to-port basis and not inland transportatio n.

6. Do you know what country has jurisdiction over your policy? For example, if you are purchasing from Hong Kong or China, the coverage is based on the conditions specified in the U.K. Furthermore, these conditions are subject to how your supplie r interprets the coverage which may not actually meet your needs.

   Also, in a case like this, the language barrier inevitably causes a problem. The interpretation of the conditions/coverage specified by the insurer in London is subject to how well your Chinese supplier comprehends the English language. This can result in many miscommunications and misunderstandings when it comes to filing a claim.

7. Were you party to the insurance policy negotiations? If your answer is no, filing a claim with a foreign insurance company is difficult because the negotiations were made without your presence. This would mean you will have to deal with the fo reign insurance through your supplier. Again, this process is quite cumbersome, time consuming and causes delays in payment to you.

8. Does your policy include a provision for taxes and duties? Policies negotiated by your supplier rarely includes duties and taxes that you have to pay once shipment arrives. Therefore, when you get reimbursed for your loss, you lose the cash ou tlay necessary to pay for these expenditures.

TERM

Definition

ACCEPTANCE

A draft, payable at a determinable future, date upon the face of which the drawee acknowledges his obligation to pay it at maturity.

ACT OF GOD

A natural event, not preventable by any human agency, such as flood, storms, or lightning. Forces of nature that a carrier has no control over, and therefore cannot be held accountable.

ADVANCE FREIGHT

Partial payment of the bill of lading freight in advance; in other respects is the same as guaranteed freight.

ALL RISK

The broadest form of coverage available, providing protection against all risks of physical loss or damage from any external cause. Does not cover loss or damage due to delay, inherent vice, pre-shipment condition, inadequate packaging, or loss of market.

ARBITRAGE

The buying of foreign exchange, securities, or commodities in one market and the simultaneous selling in another market, in terms of a third market. By this manipulation a profit is made because of the difference in the rates of exchange or in the prices of securities or commodities involved.

AVERAGE

Any loss or damage due to insured perils that is less than a total loss. Two types of average occur: Particular Average and General Average.

BENEFICIARY

The person in whose favor a draft is issued or a letter of credit opened.

BILL OF LADING

The document issued on behalf of the carrier describing the kind and quantity of goods being shipped, the shipper, the consignee, the ports of loading and discharge and the carrying vessel.

BONDED WAREHOUSE

A building for storing goods authorized by customs officials until removal, without the payment of duties.

BREAK BULK

Loose cargo, such as cartons, stowed directly in the ship's hold as opposed to containerized or bulk cargo. See "Containerization."

BULK SHIPMENTS

Shipments which are not packaged, but are loaded directly into the vessel's holds. Examples of commodities that can be shipped in bulk are ores, coal, scrap, iron, grain, rice, vegetable oil, tallow. fuel oil, fertilizers, and similar commodities.

C&F

(Cost and Freight.) Seller owns goods until they are loaded on vessel; selling price includes all costs so far plus cost of ocean freight.

C.I.F.

(Cost, insurance and freight.) Seller owns goods until they are loaded on vessel; selling price includes all costs so far plus cost of ocean marine insurance.

CARGO

Goods, merchandise or commodities of every description which may be carried aboard a vessel, in consideration of the freight charged; does not include provisions and stores for use on board.

CARRIAGE OF GOODS BY SEA ACT (C.O.G.S.A.)

1936 U.S. Statute that governs the acts that a carrier is responsible for and defines the terms used in shipping. The act provides that the shipowner's liability will be limited to $500 per shipping package, and it stipulates a one-year time limit for filing suit against the carrier. This act automatically applies to international ocean movements but not to domestic ocean transits unless the carrier agrees to be bound by it.

CARRIER

Usually means Steamship Company, but can also refer to trucking company, airline, or railroad as transporter of cargo.

CERTIFICATE OF INSPECTION

A document often required with shipments of perishable or other goods, when certification notes the good condition of the merchandise immediately prior to shipment.

CERTIFICATE OF MANUFACTURE

A statement sometimes notarized by a producer, usually also the seller, or merchandiser that indicates the goods have been manufactured and are at the disposal of the buyer.

CERTIFICATE OF ORIGIN

A specified document certifying the country of origin of the merchandise required by certain foreign countries for tariff purposes, it sometimes requires the signature of the consul of the country to which it is destined.

CHARTER PARTY

A written contract between the owner of a vessel and the one (the charterer) desiring to empty the vessel, setting forth the terms of the arrangement, i.e., freight rate and ports involved in the contemplated trip.

COLLECT FREIGHT

Freight payable at destination provided the vessel delivers the goods in special.

COMMERCIAL INVOICE

A statement of transaction between a seller and buyer prepared by the seller, and a description of the merchandise, price, terms, etc.

COMMERCIAL INVOICE

The seller's bill of sale for the goods sold, specifying type of goods, quantity and price of each type and terms of sale.

COMMERCIAL SET

Set of four "negotiable" documents that represents and takes the place of the goods themselves in the financing of the cargo sales transaction.

COMMON CARRIER

Transporter who holds himself out to the general public for the transportation of goods over a definite route and according to a regular schedule.

CONSIGNEE

Party who is to receive good; usually the buyer.

CONSIGNMENT

Merchandise shipped to a foreign agent or customer when an actual purchase has not been made, but under an agreement obliging the consignee to pay the consignor for the goods when sold.

CONSOLIDATION

The Consolidation Endorsement may be added to an Open Cargo Policy at an agreed premium, to provide coverage on merchandise while in transit to, and while at, a common consolidation point for the purpose of preparing or consolidating the merchandise for export.

CONSULAR DOCUMENTS

Bills of lading, certificates of origin or special invoice forms that are officially signed by the consul of the country of destination.

CONSULAR INVOICE

A detailed statement of goods shipped certified by the consul at the point of shipment.

CONTAINERIZATION

Shipping systems based on large cargo-carrying containers ranging up to 48 feet long that can be easily interchanged between trucks, trains and ships without rehandling the contents.

CONTRABAND

During the time of war, materials carried aboard a vessel that could aid a belligerent in the process of the war, such as arms, weapons or munitions.

CUSTOMS BROKER

Licensed by U.S. Customs to clear shipments for clients, also can forward goods "In Bond" to your portal.

D/A-DOCUMENTS AGAINST ACCEPTANCE

Instructions from a shipper to his bank that the documents are attached to a time draft for collection and deliverable to the drawee against his acceptance of the draft.

D/P-DOCUMENTS AGAINST PAYMENT

Instructions a shipper gives to his bank that the documents attached to a draft for collection are deliverable to the drawee only against his payment of the draft.

DECK CARGO

Cargo carried outside rather than within the enclosed cargo spaces of a vessel.

DELAY

Even under All Risk coverage, damage due to delay is not recoverable. Most underwriters have inserted a "Delay Cause" in the Open Cargo Policy, which states specifically that damage caused by delay is not recoverable even if the delay was due to a peril insured against.

DOCK RECIEPT

Receipt issued by an ocean carrier or its agent for merchandise delivered at its dock or warehouse awaiting shipment.

DOCUMENTARY CREDIT

A commercial letter of credit providing for payment by a bank to the name beneficiary, usually the seller of merchandise, against delivery of documents specified in the credit.

DOCUMENTS

Papers customarily attached to foreign drafts, consisting of ocean bills of lading, marine insurance certificates, and commercial invoices, and where required, including certificates of origin and consular invoices.

DRAFT

Buyer's payment for goods.

DUTY

(a) ad valorem duty means an assessed amount at a certain percentage rate on the monetary value of an import. (b) Specific duty: an assessment on the weight or quantity of an article without preference to its monetary value or market price. (c) Drawback: a recovery in whole or in part of duty paid on imported merchandise at the time of exportation, in the same or different form.

EX (POINT OF ORIGIN)

From the point where the shipment begins movement, e.g., "Ex Factory" "Ex Mine" or "Ex Warehouse." See "Terms of Sale."

EX-DOCK

(From dock.) Seller owns goods until they are unloaded on dock at port of discharge; selling price includes all costs so far plus cost of unloading from vessel.

EX-FACTORY

Seller owns goods until they are picked up at his factory; selling price is the cost of the goods.

F.A.S. VESSEL

(Free alongside steamer.) Seller owns goods until they are delivered alongside vessel; selling price includes all costs so far plus cost of transportation to dock.

F.C. & S.

Free of Capture & Seizure - Clause excluding war risks from the Marine Policy; war risks can be covered by issuing a separate War Policy with an additional premium being charged.

F.O.B. TRUCK

(Free on board truck.) Seller owns goods until they are loaded on truck at his factory; selling price includes all costs so far plus cost of loading on truck.

F.O.B. VESSEL

(Free on board vessel.) Seller owns goods until they are loaded on vessel; selling price includes all costs so far plus cost of loading on vessel.

F.O.B. WAREHOUSE

(Free on board warehouse.) Seller owns goods until they are delivered to buyer's warehouse at final destination; selling price includes all costs so far plus transportation to final warehouse.

F.O.B./F.A.S. ENDORSEMENT

If a merchant sells on F.O.B., F.A.S., C&F or similar terms, it is the buyer's responsibility to place the marine insurance.

FREIGHT

The money charged by the carrier for transporting goods.

GENERAL AVERAGE (G.A.)

Ancient principle of equity in which all parties in a sea adventure (ship, cargo, and freight) proportionately share losses resulting from a voluntary and successful sacrifice of part of the ship or cargo to save the whole adventure from an impending peril, or extraordinary expenses necessarily incurred for the joint benefit of ship and cargo.

GENERAL AVERAGE SECURITY

Documents the cargo owner presents to the General Average Adjuster to replace the vessel owner's maritime lien on cargo for its share of General Average and to obtain release of the goods by the Steamship Company. G.A. Security consists of a G.A. Bond and either a cash deposit or an Underwriter's Guarantee.

GOODS

Cargo shipped by sea or air.

GUARANTEED FREIGHT

Freight payable whether the goods are delivered or not, provided the failure to deliver the goods resulted from causes beyond the carrier's control.

IN BOND

A term applied to the status of merchandise admitted provisionally to a country without payment of duties -- either for storage in a bonded warehouse or for trans-shipment to another point, where duties will eventually by imposed.

INHERENT VICE

A loss caused by the inherent nature of the thing insured and not the result of a casualty or external cause.

LETTER OF CREDIT - COMMERCIAL

A letter addressed by a bank, at the insurance and responsibility of a buyer of merchandise, to a seller, authorizing him to draw drafts to a stipulated amount under specified terms and undertaking conditionally or unconditionally to provide eventual payment for drafts.

LOAN RECEIPT

Document signed by the Assured where he acknowledges receipt of money advanced by the insurance company as an interest-free loan (instead of payment of a loss) repayable to the insurance company only if the loss is recovered from a third party and then only to the extent of the recovery.

LOSS OF MARKET

A situation in which, for one reason or another, sound cargo is no longer wanted by the consignee when it arrives. This is a "business loss" not recoverable under a Marine Cargo Policy; e.g., Christmas trees arriving in January undamaged.

MANIFEST

An itemized list by Bill of Lading number of the kind and quantity of all cargoes loaded aboard a vessel, prepared by the vessel's Master.

NAMED PERILS POLICY

Any marine policy limiting coverage to perils specifically listed in the policy; opposed to All Risks policy. See "All Risks."

OPEN POLICY

A cargo policy with no expiration date that provides automatic coverage of cargo to or from an Assured in a specified trade at agreed rates, terms, and conditions. Usually consists of separate Marine and War policies.

PALLET

A low portable platform, usually wooden, on which cargo is stacked for storage or transportation; a skid.

PERILS OF THE SEA

Fortuitous accidents or casualties, peculiar to transportation on a navigable water, such as stranding, sinking, collision of the vessel, striking a submerged object, or encountering heavy weather or other unusual forces of nature.

PILFERAGE

The theft of part of the contents of a shipping package.

SHIPPER'S LOAD AND COUNT

Note on bill of lading indication that the contents of a container were loaded and counted by the shipper and not checked or verified by the Steamship Company.

SPECIAL POLICY OF INSURANCE

Document issued on behalf of the Underwriter stating the terms and conditions of the marine insurance. Issued when evidence of insurance is required, as by the bank issuing the Letter of Credit.

SUBROGATION

The operation by which the insurance company (on payment of a claim) assumes all of the assured's rights to recovery from any third parties; substitution of one creditor for another.

SURVEYOR

A marine specialist who examines damaged property and determines the cause, nature, and extent of damage and methods of repair and/or replacement. He is not an adjuster, and all his actions are without prejudice to policy terms and conditions.

TENOR

The term fixed for payment of a draft.

TERMS OF SALE

The invoice is the sales contract between buyer and seller and indicates the Terms of Sale.

TONNAGE

Gross Tonnage - Total internal carrying capacity of a vessel expressed in measurement tons (one measurement ton = 100 cu. ft.).

TRANSIT SHIPMENT

A term designating a shipment destined for an interior point or a place best reached by reshipment from another port.

TRANSSHIPMENT

To transfer from one ship or conveyance to another for further transit.

VALUATION CLAUSE

The clause in the Marine Policy that contains a fixed basis of valuation agreed upon by the Assured and the Underwriter and which establishes the insured value of the merchandise.

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