Your Master Guide to Logistics

Chapter 2 Sea Freight

2.1 What is Sea Freight

Sea Freight is a way of using ships to transport goods between ports in different countries and regions through sea channels and is the most important transportation method in international trade. More than 2/3 of the total volume of international trade and 90% of my country's total import and export freight volume are transported by sea: there are two main modes of sea transport, namely liner shipping and charter shipping.

Sea Freight is carried out by natural waterway, which is not restricted by roads and tracks, and has stronger passing ability. With changes in the political, economic and trade environment and natural conditions, you can adjust and change routes at any time to complete transportation tasks.

With the development of the international shipping industry, modern shipbuilding technology is becoming more and more sophisticated, and ships are becoming larger and larger. The super-large tanker has reached more than 600,000 tons, and the fifth-generation container ship's container capacity has exceeded 5000TEU.

 

F&Q About Sea Freight

1. Marine cargo transportation is the main method of international trade transportation

Although the international ocean cargo transportation has the disadvantages of low speed and high risk, due to its large throughput, large volume, low freight rate, strong adaptability to cargo, and the unique geographical conditions around the world, it Become the main mode of transportation in international trade. 80% to 90% of China's total import and export cargo transportation is carried out by marine transportation. Due to the rise and development of container transportation, not only has the transportation of cargoes been integrated and rationalized, but also the cost of packaging materials and transportation charges , Reduced cargo loss and cargo difference, ensured transportation quality, shortened transportation time, and thus reduced transportation costs.

2. Ocean cargo transportation is one of the important channels for the country to save foreign exchange payments and increase foreign exchange income

In China, freight costs generally account for about 10% of total foreign trade imports and exports, especially freight for bulk cargoes account for a greater proportion. If we make full use of international trade terms in trade, and strive to send more ships to us, not only will we save foreign exchange payments, but also Can earn more foreign exchange income. In particular, our country's capacity is invested in the international shipping market, actively carrying out transportation in third countries, and creating foreign exchange income for the country. All countries in the world, especially the developing countries along the coast, attach great importance to establishing their own ocean-going fleet and pay attention to the development of marine cargo transportation. In some shipping developed countries, foreign exchange freight income has become an important pillar of the national economy of these countries.

3. The development of the marine transportation industry is conducive to improving the country's industrial structure and the structure of international trade export commodities

Marine transportation is realized by the practice of nautical activities. The basis of nautical activities is the shipbuilding industry, nautical technology and seafarers who master the technology. The shipbuilding industry is a comprehensive industry, and its development can promote the development of the steel industry, ship equipment industry, and electronic instrumentation industry, and promote the improvement of the industrial structure of the entire country. From the original ship importing country, my country has gradually become a ship exporting country in recent years, and is moving towards the ranks of ship exporting countries. Due to the continuous development of my country's nautical technology, the dispatch of labor by crew has attracted the attention of all countries in the world. With the development of the ocean transportation industry, China's ocean shipping fleet has entered the top 10 in the world, providing conditions for the future large-scale ship recycling industry, which not only provides cheap raw materials, energy saving and imported ore for the smelting of steel plants in China Consumption, and can export scrap for export. This shows that due to the development of the marine transportation industry, it can not only improve the national industrial structure, but also improve the commodity structure in international trade.

 

Types of Sea Freight

There are two main types of Sea Freight operations: liner transportation and charter transportation. Liner transportation is also called scheduled boat transportation, and charter transportation is also called unscheduled boat transportation.

1. Liner transportation

Liner transportation refers to a type of ship that conducts regular and repeated voyages on a specific route and a predetermined port in accordance with a predetermined schedule to engage in cargo transportation business and collect freight according to the previously published rate table Mode of transport. Its service targets are unspecified and scattered many cargo owners, and the liner company has the nature of a public carrier.

2. Chartering and Transportation

Chartering refers to a method in which a charterer leases a ship from a shipowner for the transportation of goods and is generally applicable to the transportation of bulk cargo. The relevant routes and ports, the types of goods transported, and the duration of the voyage are all confirmed by the owner of the ship in accordance with the requirements of the charterer. The rights and obligations between the charterer and the lessor are determined by the charter party contract signed by both parties.

 

Damages in Sea Freight

To prevent cargo damage, you must first know the cause, and the process and details of forming these causes, so that you can correctly and deeply understand the cause of cargo damage and take targeted measures. There are many causes of cargo damage found on the ship, which can be summarized as follows:

· It has been damaged before shipment or has latent damage factors;

· Damaged during loading and unloading operations;

· The conditions of the loaded site do not meet the requirements;

· Improper stowage on board;

· Improper storage after loading, during the voyage and before unloading;

·natural disaster;

· Other accidents are involved;

·theft;

·other.

 

Sea Freight Protection - Air Circulation

1) How does water vapor in the air condense into water droplets?

Ventilation is one of the main measures taken by the crew to keep the cargo. Some people think that ventilation is better than not. This statement is not correct everywhere. Cargo compartment ventilation is not simple. In different situations, there is a difference between necessary, unnecessary, prohibited, and unable to ventilate, and even slower (breathable) and accelerated ventilation. To properly understand and truly grasp the timing of ventilation, you have to spend some time first to understand the objective natural phenomenon of water vapor in the air that is not visible to the naked eye condensed into water droplets that can be seen by the naked eye (folk called dew condensation, and the crew said sweat). . At a certain temperature, the water vapor content in one cubic meter of air (that is, absolute humidity, which will be omitted later) reaches saturation when it reaches a certain amount, and then condenses into water droplets. In the above-mentioned saturation state, we call the relative humidity at that time 100%; if its water vapor content is only half of that at saturation, the relative humidity is 50%, so that different relative humidity can be derived. It should be noted that if the temperature is higher (or lower), the water vapor content in the air needs to be a little more (or a little less) in order to (or be able to) reach saturation and condense water. Therefore, the voyage starts after loading in the port with very high temperature and high relative humidity. If the water is not ventilated and reaches the very low temperature water, the water vapor in the cabin may condense into small water beads on the cold hull plate . On the contrary, sailing is carried out in ports with very low temperature. If the port is not ventilated and arrives at a port with high humidity and relatively high temperature, if the cabin is suddenly opened or vigorously ventilated, the water vapor in the air outside the cabin will be cold Small drops of water condense on the surface of the cargo. Since at a certain temperature, the water vapor content in a unit volume of air reaches a certain amount, that is, when the relative humidity is 100%, it will condense into water droplets; conversely, when a certain content of water vapor in a unit volume of air drops to a certain temperature when the original temperature drops to a certain temperature Will condense into water droplets, this temperature is called the dew point temperature. The dew point temperature can be read from the instrument, or can be found in the table with dry and wet temperature as two parameters.

 

2) What is the purpose of cargo compartment ventilation?

There are three purposes for preventing cargo damage and the safety of people, ships and cargo, namely:

·Humidity reduction, specifically, to reduce relative humidity, that is, to avoid condensation or sweating, and some goods are damp, mildew, spontaneous combustion, and accelerated corruption;

·Cooling, its function is the same as "humidification";

·Exclude dangerous gases and supply fresh air to prevent explosion and poisoning accidents.

 

3) What are the reasons for the complexity of the cargo compartment ventilation?

Cargo compartment ventilation generally works well, but sometimes it plays a bad role. Some of the complex factors are difficult for shore personnel to experience, such as:

A. Ventilation is best if it can lower the temperature and humidity, but sometimes the temperature increases when the humidity is reduced, or the humidity is increased when the temperature is lowered; and most goods are afraid of temperature and humidity. Fortunately, most goods are afraid of humidity and not hot. It's not enough to be hot. When you can't take care of it, you can only dehumidify first. In addition, many goods will heat up after being wet, so you should consider dehumidifying first. Only a few cargoes are afraid of heat or humidity, and can be cooled while ventilated or even sprayed with water. Therefore, different kinds of cargoes should be treated differently in terms of ventilation with different climates, meteorological navigation areas and ports. This is one of the reasons for the complexity.

B. There are different temperatures throughout the cargo compartment, which not only affect each other but also rise and fall due to different factors. For example, the temperature changes with the temperature outside the cabin during ventilation and the heat dissipated or absorbed by the cargo in the cabin; the surface temperature of the cargo changes with the air temperature, temperature, cargo characteristics and moisture content of the port of loading; The temperature varies with air temperature, sunlight, upsurge, snow, and icing; among the temperatures of the bulkhead and the bottom of the cabin, the temperature adjacent to the fuel tank is affected by the oil temperature, and the temperature separated from the engine room is affected by the temperature of the engine room. Therefore, when warm and humid air enters the cabin, dew will be condensed in some places and not condensed in some places. This is the second reason for complexity.

C. In theory, the cargo cabin ventilation is equivalent to two groups of air exchanges with different temperatures and humidity, but in fact the ventilation process is not so simple. The low-temperature and dry outside air enters the cabin and pushes out the high-temperature and high-humidity air in the cabin. It was a good thing, but if you enter too fast and too fast, the two groups of air with different temperatures and humidity meet, then the nearby places will condense water droplets, and the good things become bad things. This is the third reason for the complexity. In general, cargoes that are afraid of moisture require ventilation only when the dew point temperature of the outside air is lower than the surface temperature of the cargo, which is also the basic condition for ventilation.

 

 

2.2 Special Container Shipping

Here are more information on special containers:

 

1. Type of Special Containers

Special Containers is a master term used to describe reefer containers, open-top containers, platform-based containers, pen containers, tank containers, car containers, etc., as opposed to general containers. They could be roughly classified into two categories, out of gauge cargo and refrigerated cargo.

 

1) 20’/40’ Open Top Container

These containers are mostly used for cargo that can’t be easily loaded through the door and need to be loaded from the top, or over high cargo, needed forklift in loading. Machinery usually requires such kind of container.

2) 20’/40’ Flat Rack Container These containers are mainly used for overweight or over high cargo, such as machinery, vehicles, equipment, etc. Some of the flat racks, the ends could be folded like collapsible racks.

3) 20’/40’ Flat or COFL Convertible to Platform Containers

These containers are used for oversized (over-width or over-length) machinery, heavy equipment, vehicle, etc.

4) Refrigerated Container (Reefer)

These containers are used for shipping temperature-sensitive cargo. Refrigerated containers have an integral refrigeration unit and are connected to the external power of container ship, land-based site, trailer, etc. Frozen meat, fresh produce, fruits, vegetables, chemicals, pharmaceutical products, etc. require this type of container in shipping.

5) Tank Container

Tank containers are used for transporting liquids, gases, powders, etc. Tank containers are vessels of stainless steel surrounded by insulation and a protective layer of usually polyurethane and aluminum. They can be used to transport both hazardous and non-hazardous products.

6) Other Special Containers

There are some other special containers like auto containers, livestock containers, dress hanger containers, etc.

 

 

2. What should you know about special container shipping?

When you are shipping cargo by special container, you have to have a clear and specific plan and foresee the problems that may happen, or you may cause huge loss or serious delay. Shipping cost, cargo loading, binding, inland trucking, customs declaring and clearing, inspections are the main links that you should look into. A special container is not necessarily available locally, you may have to pick the container from other places. The extra container picking fee is one of the additional cost items. You may need some professional personnel and equipment for cargo loading and binding. Some terminal may have special requirements for binding. You have to work closely with your shipping forwarder and plan well to avoid the return of container due to some small problems, which will result in the delay of shipping and extra charges. The limits on height, width, and weight of the cargo are very important issues. You’d better choose the more experienced and professional shipping forwarder to handle the cargo for you. 3. How to ship a special container?

1) Inquiry

When you inquire about your forwarder, you have to provide as detailed cargo information as possible, such as cargo width, length, high and weight, cargo packing, loading port, destination port, container loading time and place, cargo lifting point, binding point, etc. And you also have to decide the services you would order from your forwarder. The professional shipping forwarder can arrange inland shipping, container stuffing, binding, canvas, equipment packing, loading supervision report, shipping space ordering, customs declaration, etc.

2) Cargo Packing

The cargo has to be packed based on its size and weight. Choose appropriate packing material like wood or steel to be the base of the packing and use screws, pallets, cords, or welding to fasten the cargo within its packing. The cargo packing not only has to satisfied the requirement for loading into container, the safety during shipping, but also has to keep its final dimensions as small as possible to save shipping cost.

3) Container Loading

Choose the appropriate loading site based on the cargo packing, lifting point, weight, and dimensions and also select the right lifting equipment and sling tools. As the freight charge will be based on both the space and weight, when shipping cargo in multiple containers, you have to plan well the cargo for each container, to avoid overweight of each container, as well as reduce the total container numbers.

4) Binding and Fastening

Based on the cargo characteristics, weight, size, center of gravity, choose the right binding and fastening material to make sure the cargo is safe during handling and shipping. Some of the shipping companies have special requirements for cargo binding and fastening. Make sure you check with your shipping forwarder before you do the job, to avoid containers be returned for not up to their standard.

5) Inland shipping

Based on the specific conditions of your cargo, choose the best route for inland shipping. Choose appropriate trucking vehicles to make sure the cargo can be shipped to the loading terminal safely. Shipping cargo in special containers requires more expertise and have to look into the details of the specific case. If you have cargo to ship from China, you can contact us and we will assist you in selecting the most appropriate shipping solution.

 

2.3 Bulk Carriers

At Global Spring, we offer bulk carriers service and will the process easier to you. Please feel free to contact our consultants for more information. As cargo shipping by a bulk carrier is much more complicated than container shipping, to have an efficient operation, you need to have shipping experts to assist you in planning and executing your shipping task. If you have bulk cargo to ship from China, you can contact us at Global Spring, and we would work closely with you and give you a plan with detailed and perfect solution.

 

 

Here are more information about bulk carriers

 

1. What is a Bulk Carrier and what cargoes can be carried by it?

Bulk carriers, also called bulkers, are merchant ships designed to carry bulk material, such as grains, coal, ore, corn, salt, sugar, cement, etc. Some bulk carriers ship new types of bulk cargoes, such as bagged cargo, steel, aluminum ingots, pig iron, timber, rolls of newsprint, blocks of granite, and other cargo that is made up of a large number of individual pieces. As the loose cargo carried is usually identical in type and doesn’t require any packaging, without concern of pressure or friction, easy to load and unload, the carriers are usually single-deck ship with capacity over 50,000tons.

 

2. Size of Bulk Carriers

A. Mini Bulk Carrier Mini Bulk Carriers are mostly employed in short sea shipping or served as feeder vessels to large ships, carrying limited quantities of bulk cargoes generally to smaller ports without the restriction-on size of the vessel.

Deadweight tonnage: 3000-14,999

Length (m): up to 130

Draught (m): Less than 10

Cargo holds: 1-3

Cargo Type: Varies of dry cargo, including containers.

 

B. Handysize Bulker

Handysize bulkers are medium size and can carry cargoes to a large number of ports. It may carry considerable variety and quantity of cargoes. Handysize bulkers have a deadweight from about 15,000 to 39,000tons and are usually equipped with 5 cargo holds.

Dead weight tonnage: 15,000-34,999

Length (m): 130-150

Draught (m): Less than 10

Cargo holds: 5

Cargo Type: Cereals, Coal, Steels, Cement, Potash, Rice, Sugar, Gypsum, Forest Products, Scrap, Sulfur, Salt, Vehicles

 

C. Handymax

Handymax bulk carriers have a deadweight of 35,000 to 50,000 tons and 5 cargo holds. Both handysize and handymax carriers are popular most suitable for small ports with length and draught restrictions. Handymax can transport a greater variety of cargo types compared to the large bulk freighter.

Dead weight tonnage: 35,000-50,000

Length (m): 150-200

Draught (m): 11-12

Cargo holds: 5

Cargo Type: Cereals, Coal, Steels, Cement, Potash, Rice, Sugar, Gypsum, Forest Products, Logs, Wood chips, Scrap, Sulfur, Salt, Vehicles

 

D. Panamax

Panamax bulkers have a deadweight of between 60,000 and 79,999 tons, usually have 7 cargo holds and their name and dimension characteristics were established according to the maximum allowable dimensions (length and beam) for transiting the Panama Canal. Though, after the recent expansion of the Suez Canal, larger designs appeared to take advantage of the max deadweight at current Canal limitations. These vessels are known as post-Panamax bulkers and their size varies from about 90,000 tons to about 110,000 tons deadweight.

Dead weight tonnage: 60,000-79,000

Length (m): 200-230

Draught (m): 13-15

Cargo holds: 6-7

Cargo Type: seeds, Grains, Bauxite, Coal, Iron Ore, Phosphate, Gypsum, Wood chips, Wood Pellets, Sulfur

 

E. Capesize

Capesize has a deadweight of between 160,000 tons and 210,000 tons.

Capesize usually have 9 cargo holds. Capesize bulk carriers are the biggest common bulk carrier. The vessel is too big to cross the Panama or Suez canals. Known as Capesize vessels because they have to go around the Cape of Good Hope or Cape Horn. Due to the large size, only big harbors can accommodate this class in a fully loaded condition.

Dead weight tonnage: 80,000-179,999

Length (m): 230-270

Draught (m): 17

Cargo holds: 9

Cargo Type: Oilseeds, Cereals, Grains, Coal, Iron Ore

 

 

3. Planning and Operation of Bulk Carrier

3.1 Cargo and Port Information To plan the cargo stowage, loading, and unloading sequence, the following information should be provided by the cargo terminal to the ship in advance.

1) Cargo characteristics, stowage factor, angle of repose, amounts, and special properties.

2) Cargo availability and any special requirements for the sequencing of cargo operations.

3) Characteristics of the loading or unloading equipment including the number of loaders and unloaders to be used, their ranges of movement, and the terminal's nominal and maximum loading and unloading rates, where applicable.

4) Minimum depth of water alongside the berth and in the fairway channels.

5) Water density at the berth.

6) Air draught restrictions at the berth.

7) Maximum sailing draught and minimum draught for safe maneuvering permitted by the port authority.

8) The amount of cargo remaining on the conveyor belt which will be loaded on board the ship after a cargo stoppage signal has been given by the ship.

9) Terminal requirements/procedures for shifting ship.

10)Local port restrictions, for example, bunkering and deballasting requirements, etc.

 

Planing cargo stowage and loading and unloading

The amount and type of cargo to be transported and the intended voyage will dictate the proposed departure cargo and/or ballast stowage plan. The officer in charge should always refer to the loading manual to ascertain an appropriate cargo load distribution, satisfying the imposed limits on structural loading.

There are two stages in the development of a safe plan for cargo loading or unloading:

Stage 1: Given the intended voyage, the amount of cargo and/or water ballast to be carried and imposed structural and operational limits, devise a safe departure condition, known as the stowage plan.

Stage 2: Given the arrival condition of the ship and knowing the departure condition (stowage plan) to be attained, devise a safe loading or unloading plan that satisfies the imposed structural and operational limits.

If the cargo needs to be distributed differently from that described in the ship's loading manual, stress and displacement calculations are always to be carried out to ascertain, for any part of the intended voyage, that:

1)The still water shear forces and bending moments along the ship's length are within the permissible Seagoing limits.

2)If applicable, the weight of cargo in each hold, and, when block loading is adopted, the weights of cargo in two successive holds are within the allowable Seagoing limits for the draught of the ship. These weights include the amount of water ballast carried in the hopper and double bottom tanks in way of the holds.

3)The load limit on the tanktop and other relevant limits, if applicable, on local loading is not exceeded. The consumption of the ship's bunkers during the voyage should be taken into account when carrying out these stress and displacement calculations.

Whilst deriving a plan for cargo operations, the officer in charge must consider the ballasting operation to ensure:

1)Correct synchronization with the cargo operation.

2) That the deballasting/ballasting rate is especially considered against the loading rate and the imposed structural and operational limits.

3) That ballasting and deballasting of each pair of symmetrical port and starboard tanks are carried out simultaneously.

During the planning stage of cargo operations, stress and displacement calculations should be carried out at incremental steps commensurate with the number of pours and loading sequence of the proposed operation to ensure that:

1)The SWSF and SWBM along the ship's length are within the permissible Harbour limits.

2)If applicable, the weight of cargo in each hold, and, when block loading is adopted, the weights of cargo in two adjacent holds are within the allowable Harbour limits for the No.46 Page 20 of 32 IACS Rec. 1996/Rev.1 2018 No. 46 (cont) draught of the ship.

These weights include the amount of water ballast carried in the hopper and double bottom tanks in way of the holds.

3) The load limit on the tanktop and other relevant limits, if applicable, on local loading is not exceeded.

4) At the final departure condition, the SWSF and SWBM along the ship's length are within the permissible Seagoing stress limits.

During the derivation of the cargo stowage, and the loading or unloading plan, it is recommended that the hull stress levels be kept below the permissible limits by the greatest possible margin. A cargo loading/unloading plan should be laid out in such a way that for each step of the cargo operation there is a clear indication of:

1) The quantity of cargo and the corresponding hold numbers to be loaded/unloaded.

2) The amount of water ballast and the corresponding tank/hold numbers to be discharged/loaded.

3) The ship's draughts and trim after each step in the cargo operation.

4) The calculated value of the still water shear forces and bending moments after each step in the cargo operation.

5) Estimated time for completion of each step in the cargo operation.

6) Assumed rates of loading and unloading equipment.

7) Assumed ballasting rates The loading/unloading plan should indicate any allowances for cargo stoppage (which may be necessary to allow the ship to deballast when the loading rate is high), shifting ship, bunkering, draught checks, and cargo trimming.

3.3 Before Commencing Cargo Operations Before the commencement of cargo loading operations, it should be determined that:

1) No structural damage exists. Any such damage is to be reported to the respective classification society and cargo operations are not to be undertaken.

2) The bilge and ballast systems are in satisfactory working condition.

3) The moisture product of the intended cargoes which may liquefy is less than the transportable moisture limit. The cargo shall comply with the requirement of IMSBC.

3.4 Monitoring and Controlling Cargo Operations

1) Monitoring of Stevedoring Operation

The officer in charge has responsibility for the monitoring of the stevedoring operation and should ensure that:

• The agreed loading/unloading sequence is being followed by the terminal.

• Any damage to the ship is reported.

• The cargo is loaded, where possible, symmetrically in each hold and, where necessary, trimmed.

• Effective communication with the terminal is maintained. • The terminal staff advise of pour completions and movement of shoreside equipment following the agreed plan.

• The loading rate does not increase beyond the agreed rate for the loading plan.

If there is likely to be a change by the terminal to either the loading/unloading sequences or the cargo loading/unloading rate, the officer in charge is to be informed with sufficient notice. Changes to the agreed loading/unloading plan are to be implemented with the mutual agreement of both the ship and the terminal. If a deviation from the loading/unloading plan is observed, the officer in charge should advise the cargo terminal immediately so that necessary corrective actions are implemented without delay.

If considered necessary, cargo and ballasting operations must stop.

2) Monitoring the Ship’s Loaded Condition

The officer in charge should closely monitor the ship's condition during cargo operations to ensure that if a significant deviation from the agreed loading/unloading plan is detected all cargo and ballast operations must stop. The officer in charge should ensure that

• the cargo operation and intended ballast procedure are synchronized.

• draught surveys are conducted at appropriate steps of the loading plan to verify the ship's loading condition. The draught readings, usually taken at amidships and the fore and aft perpendiculars, should be in good agreement with values calculated in the loading plan.

• ballast tanks are sounded to verify their contents and rate of ballasting/deballasting.

• the cargo load is in agreement with the figures provided by the terminal.

• the cargo is loaded/unloaded in compliance with the ship’s approved Local Loading Diagram (Hold Mass Curve) for each cargo hold, where applicable. •the SWSF, SWBM, and, where appropriate, hold cargo weight versus draught calculations are performed at intermediate stages of the cargo operation.

These results should be logged, for recording purposes, against the appropriate position in the loading plan. Following a deviation from the loading plan, the officer in charge should take all necessary corrective actions to: •Restore the ship to the original loading/unloading plan if possible

•Replan the rest of the loading/unloading operation, ensuring that the stress and operational limits of the ship are not exceeded at any intermediate stage.

The modified loading/unloading plan should be agreed by both the officer responsible for the loading plan and the cargo terminal representative. Cargo operations should not resume until the officer in charge gives a clear indication to the terminal of his readiness to proceed with the cargo operation.

Hull Damage Caused by Cargo Operations

All damages should be reported to the ship's Master. Where hull damage is identified, which may affect the integrity of the hull structure and the seaworthiness of the ship, the ship's owner and classification society must be informed. General inspection of the cargo spaces, hatch covers, and the deck is recommended to identify any physical damage of the hull structure. Any structural damage found is to be reported to the classification society and for major damage, cargo operations are not to be undertaken.

4. Export Procedures for Bulk Carriers

1) Submit an application to the terminal First you have to inquire to the terminal for all charges that might happen, and then you prepare all documents needed and apply to the terminal for cargo to entering the terminal.

2) After cargo enters the terminal warehouse, declare to customs and inspection.

3) After the terminal approves the loading plan, apply for cargo to leave the terminal warehouse

4) After the terminal and customs confirm all documents, arrange crane and operation of loading.

As cargo shipping by a bulk carrier is much more complicated than container shipping, to have an efficient operation, you need to have shipping experts to assist you in planning and executing your shipping task. If you have bulk cargo to ship from China, you can contact us at Global Spring, and we would work closely with you in a detailed and perfect solution.