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Which Items are Prohibited in Shipping Containers

shipping containers
Archives, Global Shippers 101, Global Trade Daily

Which Items are Prohibited in Shipping Containers

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While shipping undeniably makes the relocation process much easier and significantly less complicated, the shipping practices do have some restrictions. It is extremely important to be well-informed on what items are prohibited in shipping containers, so as not to encounter any difficulties, delays, or serious problems in your attempt to bring this process to end successfully. Bear in mind that each and every container is inspected in detail prior to shipping. Thus, do not try to ignore the strict regulations regarding the prohibited items in containers. 

To help you handle the whole process with ease and without any potential inconveniences, we have made a comprehensive list that can eliminate your dilemma and clear away all your doubts on what items are prohibited in shipping containers. Having studied these closely, you can start orchestrating the shipping operation and commence a search for ways to negotiate better shipping terms.

Flammable and toxic items

Flammable and toxic items are on the top position of our list for understandable reasons. These items can considerably harm not only the belongings within the shipping container but the whole shipment as well. While some of these are easy to identify, others come as a surprise. Hence, it is always a good strategy to obtain information on allowables and non-allowables from your shipping company.

The flammable and toxic items you are to avoid putting in a shipping container are batteries of all types, aerosols, household cleaners and solvents, nail polish and nail polish remover, fireworks, various chemicals, oils, fertilizers, and similar. The list is extensively long, so once again we need to emphasize the necessity of consulting your shipping company and relevant institutions on this point. Only this way will you get peace of mind and confirmation that none of your items are among non-allowables.

Plants and animals

There are numerous pros of maritime shipping, but being able to ship animals and plants is not one of them by any means. Although it does not take too much thinking to understand the reason behind this, there are still those who are willing to give this option a try nevertheless. Understandably, the outcome of such a decision always includes severe consequences. Namely, no living being is able to survive a few-day shipping in a firmly closed shipping container without light or fresh air. Moreover, some countries have very strict regulations regarding bringing non-native plants to their territory. Apparently, they feel threatened by plants and seeds potentially infected with dangerous parasites and germs. Eventually, these might affect and endanger their existing vegetation. While it is true that this may sound like an exaggeration, we cannot deny that it is still possible.  

Illegal items 

Even though certain types of items are illegal all over the world, a lot of countries have their own regulations that define legal and illegal items in shipping terms. To avoid any problems and complications, gather enough information on this point.  

Generally, firearms, ammunition, drugs, and some medications definitely need to be mentioned when discussing what items are prohibited in shipping containers. An immense number of countries have strict laws regarding bringing weapons and ammunition across their borders and these need to be obeyed at all times. 

Perishables are prohibited in shipping containers

Although the shipping industry is intensely working on automation that will change the pace for shipping operations, it is still common for containers to be placed in storage for some time until the shipping is finally scheduled. This period is more than enough for perishables to spoil and even damage some of your belongings in the container. Hence, items that are forbidden in these containers include fresh produce, frozen and refrigerated food, and any food containers that have been opened and cannot be firmly closed anymore. 

Items that are not prohibited but yet should not be in shipping containers

Besides the items which are not acceptable because they are hazardous and potentially harmful, there are those which are not prohibited but yet should not be in shipping containers.  These usually have either high material or emotional value and are, most often, considered irreplaceable for the owner. Concerning the period of time these would have to spend in a container, it is a reasonable choice not to go for this option. Otherwise, you risk damaging, losing, or even completely destroying these items irrevocably.

Hence, all the important business or personal documents, jewelry, family albums, money, computer disks and laptops, keys, and cell phones should be kept at hand and not exposed to the risk of being shipped in a container. Depending on their number, these could easily be packed in the essentials bag or box you will take with you.

Conclusion

Knowing what items are prohibited in shipping containers is of utter importance for the success of the shipping process. Should you disobey the restrictions regarding this, you risk going through some major difficulties. In other words, your shipment may be delayed or even canceled. Hence, it is advisable to get all the necessary information and do some research prior to sending your shipping container overseas. This is the only approach to this task that guarantees a positive, completely problem- and stress-free experience.

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David Nelson had worked in the shipping industry quite sometime before he became a copywriter. He has decided to share his knowledge and experience with all those who seek advice in this field. David also follows the latest trends and can provide the necessary information to make any shipping process easy to conduct, be it a part of a relocation or a try to import cargo from Japan with ease, for example. Unsurprisingly, when he is not writing, David is traveling around the globe and exploring new areas. He is a passionate globetrotter indeed.

Soybeans Containerization
Archives, Global Trade Daily, Imports/Exports

How Soybeans Can Save Billions in Container Repositioning

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Containers are essential to the shipping and trade industry, making shipping more efficient and often faster. However, many containers are left to sit idle due to the trade imbalance in the U.S. Costing the industry billions of dollars a year, vacant containers sit empty and cause congestion at ports.

However, container repositioning offers a solution to the wasted money and time many face. By repositioning containers to back-haul with U.S. soybeans, it works to help alleviate a huge problem in global trade.

This introduces profitability when product flows back and forth and offering opportunity to US farmers. In fact, many Asian markets have shown a growing preference for containerized shipping of specific goods, such as soybeans due to the preservation it offers to fresh goods. By working to reposition containers, it offers savings as well as opportunity for U.S. farmers. Read more at https://www.ilsoy.org/.


Archives, Global Trade Daily, Special Reports

Infographic: Containers Give Illinois an Edge in Quality Soybean Exports

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Illinois is the global leader in producing soybeans. In 2018, Illinois farmers grew nearly 700 million bushels of soybeans, the highest of any state. If Illinois was a country, it would be the 4th largest soybean producer in the world. Not only does Illinois offer a large amount of soybeans, but the state also offers specialty and preserved quality beans.

With container shipping, soybeans are able to travel to international destinations while maintaining quality throughout the supply chain. Containerization limits damage from fungi, insects and foreign material. For food-grade, identity-preserved and non-GMO soybeans, container shipping is the preferred method.

Beans can be loaded on or near the farm and remain in the same container throughout the journey, from truck to rail to ocean vessel. This, in turn, reduces handling and prevents any potential damage. For more information about the benefits of container shipping, visit: https://bit.ly/2VDkYWp


Archives, Global Trade Daily, News

WiseTech Global Announces Containerchain Acquisition

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Singapore-based leading container optimization solutions provider, Containerchain, makes the news as WiseTech Global confirms its latest acquisition of the company supports efforts towards forward-thinking technology integration and adding significant strategic value.

WiseTech Global Founder and CEO, Richard White explained additional value the acquisition will bring to the company as a whole:

“Containerchain is a valuable connector technology, digitizing and optimizing container depot operations and gate slot-bookings, adding adjacent technology to our portfolio of CargoWise One 2PL and 3PL execution capabilities and further facilitating our new platform in development, CargoWise Nexus. We see great strategic value in the team’s container management technology and expertise, connectivity across landside communities and significant market penetration in Australia, New Zealand and Singapore. Importantly this acquisition further expands our offering and ability to reach new customer segments.

“Bringing Containerchain into the WiseTech group now, with our powerful innovation capacity across our 20 development centres worldwide and our significant operational capacity to support commercial engagement for their new entry markets, presents an incredible opportunity for efficient future growth – benefiting container communities and the 12,000 organisations using WiseTech logistics solutions across the world.”

“This transaction is an additional component in our global container automation and domestic land-side technology developments. We currently track more than 12 million international ocean containers annually through all major milestones, including container depots and ports for logistics organisations. Now, with Containerchain, we will be able to provide additional visibility, notifications and decision-making capability domestically on both ends of the container chain. Increasingly, we are expanding into capabilities that will connect and enable logistics providers and carrier with Beneficial Cargo Owners (BCO’s) such as shippers, importers, exporters and other logistics users.”

 

Source: WiseTech Gobal

Archives, Global Logistics, Global Trade Daily, News, Ocean Carriers

World’s Largest Containership Launched in Korea

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Los Angeles, CA – The world’s largest containership – the CSCL Globe – has been launched in South Korea for China Shipping Container Lines (CSCL) at the Hyundai Heavy Industries Co. Ltd. shipyard in South Korea.

The massive ship is the first of five 19,000 TEU (20-foot-equivalent unit) containerships built for the Chinese shipping company and takes the title of world’s largest containership from Maersk Line’s 18,000 TEU ‘Triple E Class’ vessels.

Measuring 1,300 feet in length and 183,800 tons, the CSCL Globe is as large as four football fields. She will be deployed on the Asia-Europe trade loop after being handed over to the owner later this month, the company said.

The ship is the first of an upcoming fleet of four such $175 million vessels that the company plans to launch by the end of 2015.

The CSCL Globe has a top speed of 16 knots and is powered by a 77,200 bhp electronically-controlled main engine that incorporates an electronically-controlled throttle.

The new throttle system takes the ship’s relative speed and the prevailing ocean conditions into account to offer increased fuel efficiency rates.

As a result, the containership will burn 20 percent less fuel per TEU in comparison with the 10,000 TEU containerships, the builder said.

The new ship displaces the existing container capacity record holder, the MV Maersk Maersk, which has a capacity of 18,000 TEU (twenty-foot equivalent unit) shipping containers.

The Maersk ship beat out the older, 16,020 TEU MV CMA CMG for the title in 2013.

Archives, Global Logistics, Global Trade Daily, News, Ocean Ports

Seattle, Tacoma to Combine Ocean Cargo Operations

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Seattle, WA – ​ The Seattle and Tacoma port commissions will unify the management of the two ports’ marine cargo terminals and related functions under a single Seaport Alliance “to strengthen the Puget Sound gateway and attract more marine cargo for the region.”

The new Seaport Alliance will manage marine cargo terminal investments and operations, planning and marketing, while the individual port commissions will retain their existing governance structures and ownership of assets, said a spokesman for the Port of Seattle.

This unprecedented level of cooperation between the state’s two largest container ports “is a strategic response to the competitive pressures that are reshaping the global shipping industry.”

The ports of Seattle and Tacoma, which, when combined, form the third-largest container gateway in North America, “face fierce competition from ports throughout North America, as shipping lines form alliances, share space on ever-larger vessels and call at consolidated terminals at fewer ports,” said Port of Tacoma Commission president Clare Petrich.

“Working together, we can better focus on financially sustainable business models that support customer success and ensure our ability to reinvest in terminal assets and infrastructure,” she said.

“Where we were once rivals, we now intend to be partners,” said Stephanie Bowman, co-president of the Port of Seattle Commission.

Instead of competing, “we are combining our strengths to create the strongest maritime gateway in North America. The Seaport Alliance is the result of our shared commitment to maintaining the economic health of our region through a thriving maritime industry.”

The Seaport Alliance is the outgrowth of talks held under the sanction and guidance of the Federal Maritime Commission (FMC).

Subject to further FMC review and approval, the two port commissions will enter into an ‘Interlocal Agreement’ (ILA), which is intended “to provide the ports with a framework for a period of due diligence to examine business objectives, strategic marine terminal investments, financial returns, performance metrics, organizational structure, communications and public engagement.”

Following the due diligence period, the two port commissions intend to submit a more detailed agreement for the Seaport Alliance to the FMC by the end of March 2015.

During the due diligence period, John Wolfe, Port of Tacoma CEO, and Kurt Beckett, Port of Seattle deputy CEO, will co-lead the planning work and coordinate with both port commissions, according to a joint statement released by both ports.

Commissioners from both ports expect to hold a public meeting next spring to hire Wolfe as the CEO of the Seaport Alliance following the FMC’s approval of the agreement.

10/13/2014

 

Archives, Global Logistics, Global Trade Daily, News, Ocean Carriers, Ocean Ports

Ports Face ‘Big Ships, Big Challenges’: White Paper

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Long Beach, CA – The deployment of the latest generation of mega-containerships “presents physical, financial and operational challenges that must be met by port authorities across the country” according to the Port of Long Beach’s Acting Deputy Executive Director, Dr. Noel Hacegaba.

Even for ports that will not see the mega vessels call at their ports any time soon, the arrival of the larger ships is creating a cascading effect in which the ships being replaced by mega vessels are being deployed in the smaller trade lanes,” says Hacegaba in a new white paper, “Big Ships, Big Challenges.”

The average size of container ships, he says, has grown considerably in recent years and the trend is likely to continue for years to come.

“Although 18,000 TEU [20-foot equivalent unit] vessels are the largest in service currently, ships that carry more than 10,000 TEUs are still considered large and have limited options with regards to trade lanes and to ports that can accommodate them,” he writes.

Hacegaba said the industry is turning to the larger ships because they reduce operating costs for shipping operators, and they help meet regulatory requirements to decrease in potentially harmful emissions.

According to the white paper, ports around the country are spending $46 billion in capital improvements, including $4.5 billion invested at the Port of Long Beach. Shipping companies “are ordering larger ships to meet demand, while cutting the operational costs they would otherwise incur by sending cargo on multiple trips.”

As a result, ports of all sizes “are struggling to ready themselves to handle the larger vessels.”

Hacegaba states that regardless of a port’s size, they face a demand to handle a larger class of vessels. In the coming years it is projected that smaller vessels will be put out of services to make way for larger ones. But the largest ships will go to the biggest ports, while today’s larger ships will switch to smaller ports.

For the vessel operators, “the major investments in larger ships is straining their resources. So ocean carrier alliances and consolidations are also being forged as a result,” he says.

While this is not new to the maritime industry, Hacegaba points out that they are “providing financial uncertainty for port authorities.”

The newly aligned or consolidated vessel operators may move to different ports, while a smaller port may spend millions on fixing its infrastructure, and then lose a major tenant. In addition, smaller ports that don’t upgrade infrastructure because of their struggle for funding may face losing business as small-sized fleets are phased out.

The maritime industry “is ever evolving as technologies improve,” he concludes, with port authorities “playing a primary role” in educating both the industry and the public in potential changes.

“Ports must be built to handle larger ships and be prepared when shipping alliances do not go in their favor. As the maritime industry and how goods are moved change, so must ports if they are to be ready to handle the next generation of larger ships.”

0919/2014

Archives, Global Logistics, Global Trade Daily, News, Ocean Ports

No Work Disruptions at West Coast Ports, Say PMA, ILWU

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Los Angeles, CA – Despite the failure to hammer out a contract by today’s 5:00 p.m. PST deadline, the Pacific Maritime Association (PMA)  and the International Longshore and Warehouse Union (ILWU) have announced that there will be no disruption of cargo handling activity at 29 ports from Tacoma to San Diego.

Both the PMA and the ILWU issued a joint statement saying that, “While there will be no contract extension, cargo will keep moving and normal operations will continue at the ports until an agreement can be reached.”

The PMA represents terminal operators and ocean carriers with the ILWU representing the 20,000 longshoremen that work the docks at what are some of the busiest container ports in the country.

Both sides, the statement said, “understand the strategic importance of the ports to the local, regional and US economies, and are mindful of the need to finalize a new coast-wide contract as soon as possible to ensure continuing confidence in the West Coast ports and avoid any disruption to the jobs and commerce they support.”

It’s not unusual for PMA-ILWU negotiations at West Coast ports to extend beyond the contract expiration date. The current round of negotiations could stretch through to the end of this month.

“The negotiators will keep negotiating, the workers will keep working,” said Craig Merrilees, spokesman for the ILWU last week. In 2002, a breakdown in negotiations resulted in a 10-day lockout at West Coast ports that resulted in an 11-day port shutdown that analysts said cost the US economy $1 billion a day and disrupted supply chains for six months.

7/01/2014

Archives, Global Logistics, Global Trade Daily, News, Ocean Ports

Secrecy of ILWU, PMA Contract Talks Blasted

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Los Angeles, CA – The Pacific Maritime Association (PMA) and the International Longshore & Warehouse Union (ILWU) should “part the curtain of secrecy surrounding their contract negotiations,” according to Los Angeles Chamber of Commerce President and CEO Gary Toebben.

The deadline for reaching agreement on a new labor contract governing America’s 29 West Coast ports passed at 5 p.m. PST this afternoon “and the scant amount of insight or information on the future status of a new contract worries many,” he said.

Toebben made his comments in an editorial for the Los Angeles Daily News published on the paper’s website  just a few hours before the contract deadline expired.

The last public statement on the progress of the talks was made on June 4 when the negotiations were described as “positive” by the leadership of both the PMA and the ILWU.

“About 12.5 percent of the US GDP currently flows through the ports, and 9.2 million jobs across America — including 3.7 million in California alone — depend on the efficient flow of goods on and off the docks,” he wrote.

“Industries spanning agriculture to manufacturing, from autos to electronics, and across all sectors of retail are currently scampering to implement contingency plans given that neither a new contract nor a contract extension has been announced, he said.”

Both the PMA, which represents the terminal operators and shipping companies, and the ILWU, which represents the 20,000 dock workers at the ports in California, Oregon and Washington, he said “are staying tight-lipped about the talks that have been ongoing for two months.”

It has been widely reported, Toebben added, “that rising health care costs are a major sticking point, given that the longshoremen, retirees and their families enjoy one of the most envied health care plans available in America today, with unlimited coverage at little or no cost.”

Also, he said, “it’s also understood that West Coast ports have been leaking market share for the past decade or more, as competing ports on America’s East and Gulf coasts have been lowering costs, improving performance and building infrastructure to attract greater shipping volumes. Global manufacturing patterns too are shifting, putting more origination points closer to East and Gulf coast destinations.”

Decrying the loss of cargo marketshare, Toebben said, “Suddenly, the West Coast is not the monopoly it used to be — and current lack of an agreement or extension only hastens shippers’ efforts to further diversify their transportation networks. In Southern California, the information ‘blackout’ by PMA and ILWU only fuels the worries of employees, families, politicians, communities and businesses small and large, who together wonder if we’ll see a repeat of 2002’s billion-dollar-per-day coast-wide shut down.”

Information, he charges, “is limited, but the questions aren’t – how close are the parties to reaching a new contract?; what issues have already been fully resolved, and which still remain?; will an extension be formalized to assuage concerns while talks continue?; will the union engage in work slowdowns if an extension can’t be signed?; and, can the ports continue to operate efficiently, with everyday issues and grievances resolved amicably, without an extension?

“Given the critical importance of the ports in today’s local and regional economies, and for the sake of the millions of people who depend on the uninterrupted flow of goods in and out of America,” Toebben concluded. “Such transparency is essential, especially given what is at stake now — and for years to come.”

07/01/2014