Air Freight Forwarder Vs Ocean Cargo Shipping - 3 Keys to Choosing Your Delivery Method

Whether you are shipping goods or starting an exciting life adventure as an expat, the decision between air and ocean freighting is crucial. Here are three keys to choosing your delivery method when deciding what's best: an air freight forwarder vs. ocean cargo shipping.

1. Cost

More likely than not, cost is going to be your deciding factor and determining resource no matter what you read in this article. As an individual moving internationally, you very likely will have a budget you need to stick to, even if your employer is paying for your move. As a business, anything that eats into your profit must be remedied. So naturally, the method you want to choose, all other factors being equal, is cost.

But, that is assumes equality of other factors, which is not always the case in the real world. In order to help you make an educated decision, it is a good idea to study how carriers charge for shipping. Air freight companies charge by weight, since the more a shipment weighs the more fuel is required to get the plane to its destination. Ocean carriers charge by standard shipping container rates. While weight is a factor, volume tends to be the most expensive variable of shipping costs.

In general, the larger and heavier the shipment, the cheaper it is to ship by sea. As shipments get smaller, the margin diminishes and eventually air freight will be the least expensive option.

2. Shipping Cycle Time

If you are looking for the fastest shipment possible, naturally, air freight is the best option. By law of business, time is money. If you are shipping time-sensitive products, the improved time of arrival can potentially justify the added expense of air freight. While air freight can take a day or two, sea freight can take a few weeks or a month to finally reach it's destination.

However, technology continues to improve and ships are becoming faster. Canals make it easier to create shorter shipping routes. Some ocean freight shipments have crossed oceans and arrived for delivery in as little as eight days time.

3. Reliability

Reliability is a characteristic we value highly in business, products, and even other people. There is much to be said for the peace of mind you get from knowing that your products will arrive on time, in mint condition, every time. Despite the relative industry history that ocean cargo has over air freight, air tends to be the champion of the reliability category.

While many of us may have experienced flight delays due to weather, airlines are relatively good about staying on schedule. This kind of rigor is not shared by the ocean cargo industry. Ocean carriers are notorious for their "it gets there when it gets there" mentality. Carriers don't think twice about being a day or two off schedule. If this could make or break your business, an air freight forwarder is definitely the best way to go.

Air Freight Forwarder Vs Ocean Cargo Shipping - 3 Keys to Choosing Your Delivery Method

Cargo Carrier

Air Freight Forwarder Vs Ocean Cargo Shipping - 3 Keys to Choosing Your Delivery Method

Air Freight Forwarder Vs Ocean Cargo Shipping - 3 Keys to Choosing Your Delivery Method
Air Freight Forwarder Vs Ocean Cargo Shipping - 3 Keys to Choosing Your Delivery Method

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Air Freight Forwarder Vs Ocean Cargo Shipping - 3 Keys to Choosing Your Delivery Method

Air Freight Forwarder Vs Ocean Cargo Shipping - 3 Keys to Choosing Your Delivery Method

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Air Freight Forwarder Vs Ocean Cargo Shipping - 3 Keys to Choosing Your Delivery Method

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Air Freight Forwarder Vs Ocean Cargo Shipping - 3 Keys to Choosing Your Delivery Method

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Mobility Scooter Carrier - Doubles As a Cargo Carrier

One problem for people that use Mobility Scooter Carriers is being able to take then with them when they travel in their vehicles.The scooter has to be left behind thus depriving then of some of their mobility.
One way to overcome this is by the use of mobility scooter carriers that fit on the back of vehicles, whether it is a car, van, rv or motor home.

These scooter carriers can be quickly and easily be attached to and removed from the vehicle via the use of a special adapter that fits to the tow bar of the vehicle. They can also be folded up vertically against the vehicle when not in use.
Made from welded steel and covered in nylon coating they are both strong and long lasting and fit in well with the aesthetics of the vehicle.

Another use of these carriers is that they can be used as cargo carriers, replacing the need for trailers or roof racks. And they attendant storage problems required for a trailer.

The main benefit of these mobility scooter carriers is that it enhances the enjoyment of the lives of people defendant on the use mobility scooters. They can go places where they couldn't go before, visiting friends, loved ones, going on holiday,or simply exploring new places.

Previously only available in the USA they are now manufactured in the north of England, and can be delivered throughout the UK.

This eliminates the need for people requiring them to go to the trouble and expense of importing them from the USA.
Many disabled people are now able to have increased mobility and freedom in their lives by always being able to take their powered wheelchairs with them on the back of their vehicle.

Mobility Scooter Carrier - Doubles As a Cargo Carrier

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Mobility Scooter Carrier - Doubles As a Cargo Carrier

Mobility Scooter Carrier - Doubles As a Cargo Carrier
Mobility Scooter Carrier - Doubles As a Cargo Carrier

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Mobility Scooter Carrier - Doubles As a Cargo Carrier

Mobility Scooter Carrier - Doubles As a Cargo Carrier

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Ocean Cargo Containers

Ocean cargo travels either loose or in containers. Most ocean freight is containerized in metal boxes know as ocean containers. Ocean containers come is many different sizes. Ocean cargo containers are known primarily by their length dimensions. Ocean container dimensions, particularly steel ones may be from 8 feet to 53 feet long. The most standard container measurements are 20 feet and 40 feet.

Ocean containers are built to agreed standard dimensions so cargo can be loaded and unloaded, stacked and transported efficiently by container ship, rail and semi-trailer trucks without being opened.

The first shipping vessel built to carry ocean containers began operation in Denmark in 1951. In the U.S. ships began carrying ocean containers between Seattle and Alaska in 1951. Malcolm McLean, a former trucking company owner, worked with engineer Keith Tantlinger to develop the first modern intermodal container in 1955. This development reduced transport costs and supported an increase in international trade. Today, about 90% of non-bulk cargo worldwide moves by ocean containers on transport vessels.

APL introduced the first 45-foot ocean container in 1980, the 48-footer in 1986, and the domestic 53-foot box in 1989. In November 2007 introduced the first 53 foot ocean container. The new, reinforced 53-foot boxes are built specifically for international trade and designed to withstand ocean voyages. According to APL, 53-foot containers could become the transport method of choice for customers moving cargo. The bigger boxes have 60% more capacity than standard 40-foot containers. They're 9 feet 6 inches high and 102 inches wide - six inches wider than standard boxes. That extra space enables shippers to consolidate more cargo into fewer containers.

A 20 foot ocean container measures 20 feet in length, 8 feet in width and 8 feet in height. A 40 foot shipping container has measurements that are 40 feet long, 8 feet wide and height of 8 feet and 6 inches. There are 53 foot ocean containers that have container dimensions 53 feet long, 8 feet height and 9 feet 6 inches wide. The actual inside dimensions of ocean containers vary based on the container type and shipping vessel line.

The twenty-foot equivalent unit (often TEU or teu) is an inexact unit of cargo capacity often used to describe the capacity of container ships and container terminals. One TEU represents the cargo capacity of a standard 20 foot intermodal container.

For this specific type of shipping container, the internal dimensions are the following: length - 19 feet and two inches, width -seven feet and six inches as well as height - seven feet and eight inches. The external length and width of this container are 19 feet and 10 inches as well as seven feet and six inches, respectively. The external height of the container measures eight feet and six inches. The height of the door opening is seven feet and four inches while the width is seven feet and six inches.

40 Foot ocean containers are built to withstand a variety of different conditions, and are suitable for shipping on land or sea. Due to the difference in size compared to a 20 Foot container, there will be a higher price tag attached to it.

Intermodal is the utilization of different transportation modes to move cargo. One of the most common types of shipping containers used for this purpose is the 40 foot containers. FEU is an abbreviation for "forty-foot equivalent unit." FEU is an ocean freight term meaning containerized cargo equal to one forty-foot (40 x 8 x 8 feet) or two twenty-foot (20 x 8 x 8 feet) containers. One FEU equals about 25 metric tons or 72 cubic meters.

The 40 Foot ocean container internal length of this container is 39 feet and an inch while the internal width is seven feet and six inches. The internal height of the freight container is seven feet and eight inches. When it comes to the external length, width and height, the container dimensions are 40 feet, eight feet as well as eight feet and six inches. The width of the door opening of the container is seven feet and six inches while the height is seven feet and four inches.

Ocean Cargo Containers

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Insurance For Truck Drivers - The Coverage You Need

First, truckers, tractors, and trailers, are insured as commercial equipment and not automatically afforded the coverage extensions of a personal auto policy. Electronics, loading equipment, load securing equipment, rental reimbursement and personal property are insured differently and are not automatically covered.

Commercial Auto Liability is pretty straight forward. If a trucker has ICC Authority, a filing for proof of financial responsibility will be given to the Feds. Filings are what keeps a trucker compliant with federal (ICC) authority requirements. Uninsured / Under Insured Motorist is also helpful for a trucker that has been injured by a vehicle with out insurance. Medical payments are useful when some one is injured in and on your truck.

Cargo insurance covers the truckers' responsibility for others goods he is hauling. There are 3 different forms or policies: Named Perils and Theft which is narrow in coverage, Broad Form which adds certain coverage to the basic form and All Risk coverage which offers coverage for all causes unless excluded by language in the policy. Regardless of the form, There are certain coverages a trucker would need. Truckers should buy cargo coverage equal to the highest value of goods they haul. Some policies have a co-insurance clause that can limit coverage limits if you are hauling a higher value load than the limit insured on your policy.

1) A refrigerated carrier would need Reefer Malfunction or Reefer Breakdown coverage to cover the damage from freezing or spoilage incurred if his reefer unit breaks down. Remember to find out if the policy covers a mistake in setting the temperature control device. Most reefer policies only cover in case of a unit breakdown or malfunction.

2) A flat bed carrier should have a wetness coverage or endorsement in the event his load is damaged from rain or snow. Most policies have a tarpaulin endorsement that limits coverage to loads that are properly covered. Sometimes a tarp can be damaged or blow loose due to no fault of the trucker resulting in damage to the load that may not be covered unless wetness coverage is added. Coverage for tarps, chains and binders is also desired to replace stolen or damaged binding equipment that are not other wise covered.

3) A dry van carrier would be advised to make sure that shifting of a load is covered. In this type of operation, larger and longer trailers are used and load securing equipment can fail. These instances are rare but do happen.

Every trucker should have earned freight coverage on his cargo policy. This coverage pays for lost revenue when he is not able to deliver his load due to a covered loss. Disposal and cleanup coverage for a loss should be at least , 000.

Physical Damage coverage is generally to repair the tractor and trailer in case of a covered loss. This coverage is insured on a stated value. The value set for the equipment is the truckers responsibility. The insurance company will pay a loss based on equipment of like quality. That means market value. So the trucker should make sure his values are accurate. Remember you will pay a deductible for each unit unless your policy has a combined deductible endorsement. Also towing is only for a covered loss not disablement or breakdown. Many policies pay losses and include towing and storage limits in the stated amount of the vehicle, so if you have a loss and a big tow or storage bill, the policy limit may not cover all your loss. Towing coverage can and should be purchased in addition to physical damage. Make sure your towing policy covers disablement and roadside service.

Electronics like cell phones, televisions and radios are generally not covered unless you buy additional coverage. Your personal property is also not covered unless specifically covered in the policy but may be covered by your home owners insurance. Rental reimbursement is also not automatically covered.

I've insured truckers for many years and know the emotional attachment to their trucks can be very strong, but the insurance companies see them as a piece of equipment used to generate revenue. Therefore, the older they are and more miles they have, the less money they are worth. Also betterment issues come into play. Tractors run many more miles than automobiles and have a longer life. The average tractor travels between 115, 000-135, 000 miles a year. Some insurance companies take this into consideration when replacing an engine or suspension part after a wreck. If the part life is expected to be 500, 000 miles and you have a wreck at 250, 000 miles some insurance companies will only pay half of the replacement value of the part because half of the parts expected life has been used. If an agent does not know how his insurance company handles this upfront, there may be hell to pay.

General Liability is for incidental liability exposure not covered by the commercial auto policy. This is a good coverage for auto haulers who may drive vehicles to a location after they are unloaded from a trailer. Also a trucker that uses his own forklift to load and unload cargo.

Workers Compensation is required for injury to truckers or their employees. Occupational Accident is a low cost alternative with certain coverage advantages and disadvantages. It is always best to see a Truck Insurance Specialist to explain all these coverages and to get advise on particular types of trucking risks.

For more info about me and truck related issues, see the links below.

Insurance For Truck Drivers - The Coverage You Need

Cargo Carrier

Insurance For Truck Drivers - The Coverage You Need

Insurance For Truck Drivers - The Coverage You Need
Insurance For Truck Drivers - The Coverage You Need

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Insurance For Truck Drivers - The Coverage You Need

Insurance For Truck Drivers - The Coverage You Need

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Interview mit Heimwerker-TV & der PCE Instruments - Thema "Kabelfinder / Leitungssucher "

Interview mit Heimwerker-TV & der PCE Instruments - Thema "Kabelfinder / Leitungssucher "

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Interview mit Heimwerker-TV & der PCE Instruments - Thema "Kabelfinder / Leitungssucher "
Moderator Ingo Wolf zu Besuch im ländlichen Sauerland bei der PCE Deutschland GmbH. Was ist zu tun um Kabel simpel aufzuspüren? Die PCE Deutschland GmbH führt Messinstrumente die stromführende, stromlose Kabel und Kabelbrüche ortet. Das Wirkprinzip hier läuft über ein Sender (der den Ton aussendet) und einen Empfänger/ Sucher (der die Kabel lokalisiert). In diesem Video werden unter anderem die Produkte PCE-CL 10, PCE-180 CB und das PCE-191 CB kurz präsentiert. More from PCE Instruments to www.warensortiment.de
Interview mit Heimwerker-TV & der PCE Instruments - Thema "Kabelfinder / Leitungssucher "

Interview mit Heimwerker-TV & der PCE Instruments - Thema "Kabelfinder / Leitungssucher "

Interview mit Heimwerker-TV & der PCE Instruments - Thema "Kabelfinder / Leitungssucher "





Interview mit Heimwerker-TV & der PCE Instruments - Thema "Kabelfinder / Leitungssucher "

Insurance For Truck Drivers - The Coverage You Need

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Importer Security Filing ISF Bond Requirements

Most importers know about the new US Import Security Policy that went into effect January 26, 2009. It requires importers and vessel operating ocean carriers to provide US Customs and Border Protection CBP with advance notification for all ocean vessel shipments inbound to the United States. The U.S. Import Security Policy is commonly known as the 10+2 ISF Importer Security Filing.

The new US Import Security Policy places the burden of compliance to the new security filing on the U.S. importer. Generally most importers do not clear their own goods directly with US Customs and know little about customs bond requirements. In many cases, customs bonds are arranged by the customs broker when the importer provides a signed Power of Attorney to the customs broker authorizing them to interface with US Customs on their behalf.

The new US Import Security Policy requires an Importer Security Filing ISF bond. The bonding requirement has created confusion with small importers. Recently US Customs and Border Protection (CBP) issued some clarification regarding the Importer Security Filing ISF bond. Below is clarification that US Customs and Border Protection (CBP) provided:

When will the bonds, including the stand alone ISF bonds be required? January 26, 2009 or January 26, 2010? Can we file ISFs during the delayed compliance period without obtaining a bond first? CBP Answer: Due to the structured review and flexible enforcement period, bonds will not be required until January 26, 2010. Therefore, ISFs may be filed during this period without obtaining a bond first. However, CBP is prepared to accept bond information in the ISF filing starting on January 26, 2009.

If an ISF agent allows his bond to be obligated, is he considered the ISF Importer with all of the liabilities associated with the ISF filing? CBP Answer:
If an agent is submitting an ISF on behalf of another party and the agent posts its bond, the agent agrees to have its bond charged if there are breaches of obligations regarding the filing. However, the ISF Importer remains ultimately liable for the complete, accurate, and timely ISF filing.

If the importer does not have a bond, can the ISF filer obligate its own bond? CBP Answer: Yes, the filer can obligate its own bond. See 19 CFR 149.5(b)

Will an import bond rider be required to fulfill the regulatory changes required in the ISF rule? CBP Answer: No. The Rule amends the terms and conditions of the activity code 1 (basic importation), 2 (custodial), 3 (international carrier) and 4 (foreign trade zone operator) bonds to include the obligation to meet ISF filing requirements. No rider is necessary for any of these bonds.

What is the process of notifying CBP that a bond is actually on file? CBP Answer: Use of single transaction bonds may be allowed on a case-by-case basis. CBP is currently in discussions with trade groups regarding the process for the use of a single transaction bond for an ISF filing.

Can a single transaction bond be utilized for the ISF filing? If a broker does not have a continuous bond and the importer does not have a continuous bond how will a bond for ISF be filed? Will CBP allow the use of a single transaction bond? If so, how will this actually work? Will there be paperless single transaction bonds for ISF purposes? CBP Answer: Use of single transaction bonds may be allowed on a case-by-case basis. CBP is currently in discussions with trade groups regarding the process for the use of a single transaction bond for an ISF filing.

As single transaction bonds for entry require a paper submission to CBP, how will an ISF single transaction bond be matched to an electronic ISF filing? CBP Answer: Use of single transaction bonds may be allowed on a case-by-case basis. CBP is currently in discussions with trade groups regarding the process for the use of a single transaction bond for an ISF filing.

Will CBP accept one bond for the ISF filing and a second bond for entry? Is this true for a continuous bond as well as Single Transaction Bonds? CBP Answer: Yes, if the ISF Importer and the importer of record on the entry are not the same party. And that is true for continuous and single transaction bonds. However, if the ISF Importer and the Importer of Record are the same party and the ISF and entry are submitted to CBP via the same electronic transmission ("unified filing option"), that party must submit one bond for both ISF and entry purposes.

How will ISF bonding requirements be determined when the value of the cargo is unknown? CBP Answer: The liquidated damages amounts are not based on the value of the cargo. That was changed from the proposed to the interim final rule.

How does the agent agree in writing to allow its bond to be used for an importer who doesn't have a bond and why is this necessary? Is there draft language for such "agreement"? Will the agreement be acceptable on a per-ISF basis, a blanket basis, or either (at the filer's option)? CBP Answer: The written agreement could be a power of attorney or other similar document. It is necessary to make clear the authority to use the bond. CBP will not intervene in how this agreement is to be drawn up.

The Interim Final Regulations provide that every ISF Filer/Importer must have a Basic Importation Bond under which the principal agrees to comply with the new provisions of part 149. To the extent that many ISF Filers/Importers have existing bonds, how does CBP intend to enforce this provision when the existing bonds do not contain this language? Is CBP suggesting that ISF Filers/Importers will need to obtain bond riders to reflect this change? How will CBP monitor compliance with this new bond requirement? CBP Answer: All existing activity 1, 2, 3, and 4 bonds now contain this language. Riders are unnecessary.

Will the Bond tie to the entry or will they have to have a Bond for Security Filing and a Bond for entry? CBP Answer: The same bond can guarantee the ISF and the entry if the ISF Importer and the importer of record on the entry are the same party.

For additional information about ISF bond requirements, talk with CBP or your customs broker.

Importer Security Filing ISF Bond Requirements

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Importer Security Filing ISF Bond Requirements

Importer Security Filing ISF Bond Requirements
Importer Security Filing ISF Bond Requirements

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Importer Security Filing ISF Bond Requirements

Importer Security Filing ISF Bond Requirements

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Importer Security Filing ISF Bond Requirements

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Importer Security Filing ISF Bond Requirements

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