Freight - 7 5.7.pptx - Freight - 7 5.7.pptx

Freight - 7 5.7.pptx

1. WELCOME TO CLASS. WE WILL BEGIN SHORTLY

2. REFERENCE

3. IMPORTANT DATES ASSSIGNMENT S – May 3 (Fri) MIDTERM – May 10 (Fri) FINAL EXAM: May 17 (Fri)

4. SECURITY AND THE POLITICAL LANDSCAPE The post- 9/11 world has dealt us a whole new set of circumstances, and we continue to be confronted with fundamental issues that pit civil liberties against collective security. Canada’s Bill C- 36 (a bill to amend Canada’s Criminal Code to implement international conventions related to terrorism and national security concerns) have focused on its impact on individual rights, such as due process and privacy, under the Charter of Rights and Freedoms.

5. We are also confronted with possibly compromising the perceived issues of national identity and independence to safeguard our economic well- being and standard of living by assuring unencumbered and effective access to our most important market, namely the United States of America.

6. SECURITY AND THE ECONOMY The competitiveness of nations and the competitiveness of firms are interdependent concepts. This concept measures and compares how countries are doing in providing firms and enterprises with an environment that sustains the domestic and global competitiveness of these national entities.

7. Today, it is widely accepted that a country’s competitiveness cannot simply be reduced to measuring the GDP and productivity because firms must cope with the political, cultural, and educational dimensions of countries, as well as their economies.

8. For instance the Canada- U.S. partnership is absolutely fundamental to this c ou n t r y ’ s economic well- being.

9. SECURITY AND THE PRI V A TE SECTOR Tighter security for our society must be a combined effort between the private and public sectors.

10. SECURITY AND THE PRIVATE SECTORS Governments can do much to set the parameters, but implementation and added awareness of measures must be promoted and actively supported by the private sector, as well. The private sector role must be integral and can help a great deal in alleviating incorrect perceptions of Canada’s da’s security measures.

11. Security covers the physical safeguarding of freight from pilferage and theft, as well as from terrorism.

12. SECURITY AND THE INTERNATIONAL FREIGHT FORWARDING INDUSTRY Every organization within the freight chain and every individual within those organizations has a responsibility to protect cargo at all times while in their care, yet security measures and awareness training vary greatly from country to country - and from company to company!

13. SECURITY AND THE INTERNATIONAL FREIGHT FORWARDING INDUSTRY For example, in the United Kingdom, the Department for Transport - the equivalent to Transport Canada - has issued stringent security regimes and government legislation on the air side that include mandatory training for airlines and general sales agents while voluntary compliance and training are urged for air cargo agents.

14. These recommendations are based on minimum standards developed BY IATA (International Air Transport Association) in cooperation with ICAO (International Civil Aviation Organization) and ECAC (European Civil Aviation Conference). IATA set up the Cargo Security Task Force (CSTF) to ensure that the experiences and constraints of the airline industry are considered in the development of effective security regulations.

15. Air cargo agents, truckers, and packing companies who participate voluntarily in formal security training and are meeting the required standards enjoy freer access and priority handling to and by airlines.

16. Some countries are putting into place a multilayer approach to security of cargo shipments by having companies register with the applicable government agencies.

17. PUBLIC/PRIVATE SECTOR PARTNERSHIPS IN PROTECTION Suppliers, manufacturers, forwarders, and carriers register with the government and sign agreements that they will follow applicable security legislation, regulations, and recommendations and develop and follow their own security plans. In exchange, they would be deemed “low risk,” and their shipments would move through the transportation chain with minimal physical inspections and subsequent delays

18. Canada has a voluntary program called Partners in Protection, which is under the administration of the Canada Border Services Agency.

19. Partners in Protection (PIP) It is designed to enlist the cooperation of the transportation industry in the fight against contraband smuggling and terrorism. Partners (government and businesses) sign a Memorandum of Understanding that provides a framework for joint efforts and outlines the commitments of both signatories. Each MOU focuses on four areas of cooperation: intelligence, the exchange of information, security, and joint training/information initiatives.

20. First developed in 1995 with a primary focus on promoting business awareness and compliance with Customs regulations, the PIP program’s focus shifted after 9/11 to place a greater emphasis on supply chain security, which included urging members to improve their physical, infrastructure, and procedural security.

21. Partners in Protection (PIP) In June 2008, the Government of Canada launched a strengthened PIP program: minimum security requirements; mandatory site validations; denial, suspension, cancellation, reinstatement, and appeal policies and procedures; and an automated application process.

22. In June 2008, the Government of Canada launched a strengthened PIP program: minimum security requirements; mandatory site validations; denial, suspension, cancellation, reinstatement, and appeal policies and procedures; and an automated application process.

23. Customs- Trade Partnership against Terrorism (C- TPAT) C- TPAT is a voluntary government- business program to strengthen and improve overall international supply chain and U.S. border security. U.S. Through Customs and Border Protection, the United States Department of Homeland Security has developed a program called the Customs-Trade Partnership. Against Terrorism (C- TPAT). Under C- TPAT, businesses take significant steps towards policing themselves at international borders in exchange for a quicker trip through Customs.

24. Reflecting on 20 Years of Progress | CBP CTPAT 20th Anniversary

25. CBP is seeking a strong anti- terrorism partnership with the trade community through C- T PA T .

26. Trade partners will have a commitment to both trade security and trade compliance rooted in their business practices to ensure supply chain security and compliance with trade laws.

27. CANADA'S SECURITY MEASURES The National Security Policy assesses the threats to Canadians, articulates the national security interests, and outlines an integrated management framework for national security issues. It provides a blueprint for action in six key areas: intelligence, emergency management, public health, transportation, border security, and international security.

28. The Government of Canada in order to fulfill its security responsibilities and activities. Key measures include the following: Enhancing intelligence capabilities; Securing critical government information systems; Fully implementing the RCMP Real Time Identification Project and improving the national fingerprint system; and Implementing the Passport Security Strategy, including facial recognition biometric technology on the Canadian passport, in line with international standards.

29. The policy also outlines structures and strategies that will enable the Government of Canada to better anticipate and effectively manage complex threats: The creation of the Integrated Threat Assessment Centre and Government Operations Centre to improve the sharing and dissemination of threat information and to better coordinate responses. The creation of Health Emergency Response Teams made up of health professionals from across the country, increasing Canada’s ability to respond to health emergencies.

30. CONT. The strengthening of marine security, including measures to improve coordination, enhance capacity, and develop greater marine security cooperation with the United States. The development of a Critical Infrastructure Protection Strategy for Canada - with the provinces, the territories, and the private sector - beginning with the release of a position paper in summer 2004 setting out key elements. The convening of a high- level national Cyber- Security Task Force with public and private representation to develop a National Cyber- Security Strategy.

31. The Advance Commercial Information (ACI) initiative was designed primarily to introduce more effective risk management processes and tools for the CBSA to identify threats to our health, safety, and security prior to the arrival of cargo and conveyances in Canada.

32. In support of these enhanced risk management processes The CBSA is requiring critical data to be transmitted electronically before goods and conveyances arrive in the country. High- risk shipments are targeted for inspection, while legitimate low- risk shipments w ill be cleared more quickly. Due to the system's complexity and immense software development programs required of this targeting tool, ACI is being delivered in phases.

33. 3 PHASES 1 PHASE I: MARINE MODE 2 PHASE II: AIR MODE AND MARINE SHIPMENTS LOADED IN THE U.S.A. 3 PHASE III: eMANIFEST

34. PHASE I: MARINE MODE Phase I of the Advance Commercial Information (ACI) Program was implemented on April 19, 2004. Requiring marine carriers to electronically transmit marine cargo report, supplementary cargo report (if applicable), conveyance report and conveyance arrival certification message (CACM) to the CBSA in advance.

35. PHASE II: AIR MODE AND MARINE SHIPMENTS LOADED IN THE U.S.A. The Advance Commercial Information (ACI) program requires all air carriers and freight forwarders, where applicable, to electronically transmit conveyance, cargo, and supplementary cargo data to the CBSA four hours prior to arrival in Canada. If the flight is less than four hours in duration, conveyance, cargo, and supplementary cargo data must be reported at the time of departure from the foreign airport.

36. WHAT IS AN eMANIFEST?

37. PHASE III: eMANIFEST eManifest requires the electronic transmission of advance cargo and conveyance information from carriers for all highway and rail shipments.

38. eMANIFEST The electronic transmission of advance secondary data is required from freight forwarders, and the electronic transmission of advance importer data is required from importers or their brokers. CBSA will have the correct information at the right time from carriers, freight forwarders, and importers in all modes of transportation.

39. EXPORT REPORTING In addition to import reporting, Canada has an obligation to ensure that goods coming from Canada do not pose a security threat to other countries.

40. Canada is also a member of the World Customs Organization (WCO) and, in proceeding with the eManifest initiative, is further supporting the WCO’s Framework of Standards to Secure and Facilitate Global Trade. This Photo by Unknown author is licensed under CC BY- SA .

41. Who Reports the Exports? The exporter must provide information that is complete and accurate. The person reporting the exports must have a business number (BN) for the purposes of exporting commercial goods or have the legal right to cause them to be exported.

42. Who Reports the Exports? The wording “cause them to be exported” does not mean the person involved in the transportation of the goods. The exporter (who could be a non- resident) may delegate the reporting of exports to another person (such as a freight forwarder), But the exporter is ultimately responsible for ensuring that the export documents are submitted to the CBSA within the time frames stated in the regulations. The exporter will receive the applicable penalty if the documents are not submitted accurately and on time. The export declaration will state the exporter’s BN in all scenarios.

43. U.S.A.: Restricted/Controlled Goods For restricted goods covered under general export permits (GEPs), you may not be required to submit individual export permit applications to Global Affairs Canada. Contact Global Affairs Canada directly for more information. An export declaration is not required for the sale of restricted goods to the United States.

44. Safety of Life at Sea Convention (SOLAS)

45. Safety of Life at Sea Convention (SOLAS) The International Convention for the Safety of Life at Sea is generally regarded as the most important of all international treaties concerning the safety of merchant ships. Its main objective is to specify minimum standards for the construction, equipment, and operation of ships, compatible with their safety.

46. International Ship and Port Facility Security Code (ISPS Code). The Code contains detailed security- related requirements for governments, port authorities, and shipping companies in a mandatory section, together with a series of guidelines about how to meet these requirements in a second non- mandatory

47. Security Awareness - Ship Security SPS

48. The ISPS Code applies to ships on international voyages (including passenger ships, cargo ships of gross tonnage [GT] of 500 tons and upwards, and mobile offshore drilling units) and the port facilities serving such ships.

49. To begin the process, each contracting government will conduct port facility security assessments. Security assessments will have three essential components:

50. 1) They must identify and evaluate essential assets and infrastructures that are critical to the port facility and those areas or structures that, if damaged, could cause significant loss of life or damage to the port facility’s economy or environment.

51. 2) The assessment must identify the actual threats to those critical assets and infrastructure in order to prioritize security measures.

52. 3) the assessment must address vulnerability of the port facility by identifying its weaknesses in physical security, structural integrity, protection systems, procedural policies, communication systems, transportation infrastructure, utilities, and other areas within a port facility that may be likely targets. Once this assessment has been completed, the contracting government can accurately evaluate the risk.

53. National Security, Economic Prosperity and Canada’s Future

54. Within months of 9/11, U.S. Customs Service created the Container Security Initiative (CSI).

55. THE U.S.A.’S RESPONSE TO MARITIME SECURITY CSI also allows participant countries to send their Customs officers to major U.S. ports to target ocean-going containerized cargo to be exported to their countries. CBP shares information on a bilateral basis with its CSI partners. Japan and Canada currently station their Customs personnel in some U.S. ports as part of the CSI program.

56. MARSEC MARitime SECurity is a three- tiered U.S. Coast Guard system designed to communicate possible security threats to the Coast Guard and the maritime industry, draft maritime security and/or safety and response plans and manuals, provide third- party plan audits to vessels or facilities, and administer training. MARSEC also has extensive experience in environmental response and maritime investigation.

57. MARITIME SECURITY

58. Canada has always had one of the safest and most secure air transportation systems in the world.

59. AVIATION SECURITY Transport Canada has launched an Air Cargo Security (ACS) Program for the freight forwarding, transportation, logistics, and supply chain industries. This supports tougher air cargo security measures implemented by the Transportation Security Administration (TSA) in the United States and other key international partners.

60. The U.S. Congress had mandated that 100% of cargo destined for a passenger aircraft be screened by August 2010.

61. AVIATION SECURITY IN THE U.S.A Improved x- ray and trace detection equipment is also being considered, as is the increased use of canine units at cargo shipping facilities whose primary focus is the screening of air cargo. Air cargo security issues also extend to scenarios such as the hostile takeover of a cargo flight, for which pilots need to be trained.

62. Right now, cargo flights rely heavily on a shipper’s background. Cargo flights currently accept cargo only from known shippers and try to verify that documents are in order.

63. In an effort to reduce this risk, the TSA is conducting more background checks, specifically on cargo employees who screen cargo and/or have knowledge of how it is going to be transported or who actually transport the cargo.

64. The rule requires more robust checks and more visibility on the shipping companies and their employees.

65. Aviation Security in the 21st Century Looking to Future on the 10th Anniversary of ATSA

66. Break Time!

67. IMPORTANT DATES ASSSIGNMENT S – OCTOBER 18 (Wed) & 31 (Tue) MIDTERM – OCTOBER 27 (Fri) FINAL EXAM: NOVEMBER 3 (Fri)

68. SURFACE TRANSPORTATION SECURITY Rail In the rail sector, Transport Canada is monitoring operations and security. The security of passenger rail transportation has been enhanced at critical locations and facilities through the implementation of detailed security plans. Transport Canada is also working with the Railway Association of Canada to further develop and test security and emergency plans, exchange and testing of security and emergency plans, the exchange of information, and incident reporting.

69. SURFACE TRANSPORTATION SECURITY Road Since September 11, 2001, the Government of Canada has worked closely with the provinces, as well as intelligence and law enforcement authorities, to monitor and assess security- related concerns. Action has been taken to enhance security at strategic locations such as bridges and tunnels, and to increase awareness of security in the transportation of dangerousgoods.

70. Why Airport Security Is So Bad In The U.S.

71. Perhaps the biggest security measure is the tracking of shipments.

72. Packages, containers, seals, vehicles, and even people can have tracking devices implanted in them to track their movement continuously and instantaneously through almost any part of the world.

73. Many companies (such as couriers) are already employing passive tracking devices such as bar- code readers to monitor the movement of shipments.

74. Dangerous goods are generally defined as articles and substances that are capable of posing a significant risk to health, safety, property, or the environment. Because these goods are dangerous, governments and other associations/agencies regulate them.

75. dangerous goods, otherwise known term in the United States, hazardous materials This Photo by Unknown author is licensed under CC BY-SA- NC .

76. APPLICABILITY In Canada, Transport Canada regulates the transportation of all dangerous goods by all modes of transport - air, ground, and ocean. This is done through the Canadian Transportation of Dangerous Goods Act and Regulations (TDGR), which is the Canadian law.

77. The Canadian TDGR allow for the use of the various international regulations: International Civil Aviation Organization (ICAO), International Air Transport Association (IATA), and International Maritime Organization (IMO), with certain provisions.

78. Understanding ICAO: International Civil Aviation Organization

79. DILIGENCE IS NECESSARY In the handling of dangerous goods, there is a definite similarity between ocean freight, land transportation, and air freight shipments. A mistake in an ocean freight movement might not cause the immediate sinking of the vessel in question, a mistake on an air freight shipment may well have disastrous (and fatal) consequences.

80. Valujet Flight 592 Miami, FL

81. Halifax explosion This Photo by Unknown author is licensed under CC BY- ND .

82. This Photo by Unknown author is licensed under CC BY- SA .

83. MT Bow Mariner - Sinking Animation

84. MISSISSAUGA TRAIN DERAILMENT

85. Dangerous goods are transported on almost every aircraft, ship, truck, and railcar every day and in every country.

86. Shippers, exporters, and importers must ensure that their goods are properly identified and classified as dangerous goods. Once they have determined their goods fall into the category of dangerous goods, they must be properly packaged, marked, labelled, documented, and finally made safe for transport.

87. Freight forwarders acting on behalf of shippers, exporters, and importers must verify that the shipper, exporter, or importer has followed all of the correct and applicable regulations, rules, and procedures.

88. Carriers must protect their aircraft, ships, trucks, and railcars from potential disasters by verifying that the shipper, exporter, or importer and freight forwarder have properly identified his shipments as dangerous goods

89. CARRIER SAFE TRANSPORT OF DG Many carriers implement verification procedures to ensure the shipment offered meets their individual requirements as well as any international and national regulations. Carriers must load the shipment so that it does not cause damage to other cargo and is separated from other dangerous goods that are incompatible and may cause a risk to the means of transport or other cargo. Finally, carriers must transport the dangerous goods shipment to destination in a safe manner.

90. SHIPPING LITHIUM BATTERIES

91. Lithium- ion (rechargeable) and lithium metal (non- rechargeable) batteries are considered dangerous goods for multimodal transport, as their failure can lead to fire and serious safety incidents.

92. Lithium batteries are used in many consumer and industrial products, such as laptops, smart phones, cameras, watches, power tools, electric motor vehicles; even airplanes use lithium batteries to power their electrical equipment.

93. Although the probability of an accident caused by lithium batteries is low, as the failure rate for rechargeable lithium- ion batteries is estimated at one in 10 million cells, 4 billion cells are manufactured every year and this number continues to grow, making shipping lithium batteries a serious safety concern.

94. Shipping lithium batteries by all means of transport is an extremely common, yet complicated, process guided by ever- changing regulations. More precautions continue to be taken by airlines, and IATA/ICAO and IMO have enforced strict packaging and documentation requirements.

95. To help reduce the potential of disaster, the Canadian Transportation of Dangerous Goods Act provides a general prohibition for safety requirements, standards, and marks for people involved in the dangerous goods supply chain.

96. IMPORTER RESPONSIBILITIES The importer of dangerous goods into Canada is responsible for ensuring that the shipper/exporter of the shipment has complied with the responsibilities listed above. This Photo by Unknown author is licensed under CC BY- SA .

97. Willie Walsh Report on the Industry | Outlook of the Aviation industry

98. DANGEROUS GOODS Identification and classification are the two main responsibilities of shippers/exporters. They must properly identify their cargo as dangerous goods and then must properly classify their items into one of nine classes of dangerous goods.

99. You would not expect children’s finger paint to be a dangerous good, and it is not, as the packing group for children’s finger paint is far below the criteria for even Packing Group III - Low Danger.

100. Generally, the package design and specifications must meet United Nations standards or, for radioactive materials, the International Atomic Energy Agency’s standards.

101. PACKAGING In the vast majority of cases, packaging for dangerous goods must meet stringent design and testing requirements. Packages that meet United Nations standards are called UN Specification packages and have certain UN Specification markings displayed on the package itself. This Photo by Unknown author is licensed under CC BY- SA- NC .

102. PACKAGING The actual manufacturer of the package must apply these specification markings, but it is still the responsibility of the shipper/exporter/importer to make sure they are correct for the shipment. The freight forwarder and carrier must verify that the correct packaging is used for the specific shipment being offered for transport.

103. SAFETY MARKS (MARKS & LABELS) Packages containing dangerous goods must have markings and labels that alert persons physically handling the packages of the contents. Emergency response personnel may use the markings and labels to identify the contents when responding to a dangerous goods accident, spill, or leak.

104. MARKS & LABELS It is the responsibility of the shipper/exporter/importer to properly package, mark, and label the shipment. The freight forwarder or carrier should not be involved in the actual packaging, marking, or labelling of the shipment but may provide advice.

105. Packages containing dangerous goods must have markings and labels that alert persons physically handling the packages of the contents. Emergency response personnel may use the markings and labels to identify the contents when responding to a dangerous goods accident, spill, or leak.

106. A placard similar to the dangerous goods labels must be applied to the outside of a cargo transport unit (ocean container, railway car, truck/trailer) to identify that dangerous goods are inside.

107. Ground and/or Ocean Transportation

108. Ground and/or Ocean Transportation

109. Air Transportation

110. AIR TRANASPORTATION

111. AIR TRANSPORTATION

112. DOCUMENTATION The transport document is normally completed in English but may have a translation in another language accompanying it. It is the responsibility of the shipper/exporter/importer to complete the transport document. The freight forwarder or carrier should NOT be involved in completing the documentation.

113. AIR For air transportation, there is a standard dangerous goods transport document - the IATA shipper’s declaration for dangerous goods form. The shipper’s declaration must accompany the cargo air waybill, which must also contain certain prescribed information pertaining to the dangerous goods.

114. Transporting DG to or from an Aircraft, an Aerodrome, or an Air Cargo Facility, or to or from a Ship, a Port Facility, or a Marine Terminal

115. Air Travel Before and After 9/11: How the Terror Attacks Changed How We Fly

116. INTRODUCTION The introduction of containerization revolutionized ship transport in the 1960s and resulted in vast improvements in port handling efficiency, thus lowering costs and helping lower freight charges. Almost every manufactured, imported product humans consume spends some time in an ocean container. Most international trade, approximately 95% of the world’s volume, is carried in ships.

117. Piracy is still quite common in some waters, particularly in the Malacca Straits, a narrow channel between Indonesia and Singapore/Malaysia, and cargo ships are still commonly targeted.

118. The waters off Somalia and Nigeria are prone to piracy as well, while smaller vessels are also in danger along parts of the South American and Southeast Asian coasts and near the Caribbean Sea.

119. The Crazy Techniques Gigantic Ships Use to Fight Pirates in Middle of the Ocean

120. THE ROLE OF THE INTERNATIONAL MARITIME ORGANIZATION (IMO) The umbrella organization governing ocean transportation is the International Maritime Organization (IMO). The IMO is responsible for the safety and security of shipping and the prevention of marine pollution by ships. IMO measures cover all aspects of international shipping, including ship design, construction, equipment, manning, operation and disposal, to ensure that this vital sector remains safe, environmentally sound, energy-efficient and secure.

121. IMO What is it?

122. Transporting goods by boat within continents and eventually across oceans, has been the main supporter of international trade, enabling large quantities of all kinds of goods to be exchanged safely and economically.

123. BULK CARGO Bulk cargo refers to commodities that are transported unpackaged in large quantities, usually pumped and blown into ships’ holds. It represents the largest volume of maritime commerce.

124. Materials are either in liquid or granular form and this category is divided into two sub-sections:

125. BREAKBULK CARGO This is the traditional mode of ocean transport, involving packaged and non-packaged goods (including machinery) being lifted individually by way of cranes and lowered into the vessel’s holds. It is also called “conventional cargo.” It includes general cargo, machinery, lumber, bundled steel, newsprint, vehicles (as long as they are lifted on and off).

126. BREAKBULK CARGO The security of the cargo is dependent on adequate packaging and protection, careful loading and unloading operations, and adequate securing, blocking and bracing in the ships’ hold. Securing the cargo involves using dunnage material (lumber, ropes, chains, straps, etc.). Breakbulk was the method of shipping general cargo by ocean before containerization started.

127. CONTAINERIZED CARGO The packaging of the cargo is as important as if it was shipped on a breakbulk service, since the container affords little or no protection and is used merely for the convenience of cargo handling. Also, container services are generally more frequent and faster than breakbulk services.

128. ROLL- ON/ ROLL- OFF CARGO Often abbreviated as RO- RO, this method is different from other types, the distinguishing factor being mobility, as the cargo is either driven under their own power or towed onto the ship.

129. ROLL ON/ROLL OFF CARGO Automobiles, trucks, tractors, buses and heavy machinery are shipped this way. Out-of- gauge cargo is also often shipped on RO- RO ships. It must first be loaded and secured on a special trailer with wheels (commonly called a MAFI trailer), then the trailer is pulled on board. This Photo by Unknown author is licensed under CC BY-NC- ND .

130. OVER- DIMENSIONAL CARGO Shipping oversize cargo in specialized ocean containers is expensive because the containers themselves are more expensive than regular containers and are in limited supply. Oversize, out- of- gauge or over- dimensional cargo that does not fit in a standard ocean container must be shipped breakbulk, roll- on/roll- off or on a specialized container (open- top, flat- rack or platform).

131. Types of Ships Conventional (Breakbulk) Cargo Ships Container Ships RO- RO (Roll on/Roll off) LASH Vessels Specialized Vessels Heavy- Lift Vessels Reefer Ships

132. Conventional (Breakbulk) Cargo Ships These flexible, multipurpose vessels are designed to be self sufficient, most being equipped with cargo handling equipment such as cranes and derricks, and with heavy lift capabilities. It is anticipated that general breakbulk cargo consignments will have mostly moved to containers.

133. CONTAINER SHIPS TEU represents a “twenty- foot equivalent unit”; one 20- ft container is one TEU, one 40- ft container (FEU) is two TEUs. These vessels are totally dependent on a port’s facilities for loading and discharge of containers.

134. RO- RO (ROLL ON/ROLL OFF) This very flexible concept involves the loading of non- standard cargo onto the vessel, either self-propelled or towed, with mobile equipment, such as wheeled MAFI-trailers, lifters, tractors and other transport devices. The purest form of a RO- RO ship is the dedicated pure car/truck transporter.

135. LASH Vessels

136. The purpose of a container is to facilitate transport and cargo handling.

137. Purpose of a container

138. There are other types of containers that are highly specialized, such as livestock containers, nuclear-materials containers, automotive containers (equipped with stacking ramps) and “hang-tainers” (a specially equipped standard container to allow garments to be hung without the need for intermediate packaging).

139. Reefer Containers

140. DOLE – Example of Reefer Containers

141. Tank and Bulk Containers

142. Platform Containers

143. A primary port serving a major hinterland is also known as a gateway port. Gateway is the opening to one’s “backyard.” Gateways allow “others” to reach areas otherwise hidden. Gateway seaports are the “hubs,” where the highest level of regional export/import trade occurs.

144. 3 MAJOR SEAPORTS IN CANADA HALIFAX MONTRÉAL VANCOUVER

145. Why U.S. Ports Are Some Of The Least Efficient In The World

146. BOOK CARGO WITH AN OCEAN CARRIER The booking of cargo with a steamship line is initiated by the party that holds title to the goods intended to be shipped (merchant). This can be, for example, the shipper, consignee or the freight forwarder acting on their behalf. The steamship line provides a booking number and a booking confirmation. The booking confirmation is sent back to the shipper for review and approval. An example of a booking confirmation is provided for you below.

147. SECURING, BLOCKING AND BRACING

148. How containers are secured on ships?

149. The term “cargonomics” implies the application of the most cost- effective and efficient practices for the transport of goods to market. CARGONOMICS An effective forwarder utilizes the most beneficial possible cargonomics approach on behalf of clients.

150. REFERENCE International Transportation and Trade (8th Edition) [Texidium version]. (2020). Retrieved from http://texidium.com