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Konteyner ve sektör ile ilgili bazı terimlerin açıklamalarını aşağıda bulabilirsiniz.

A container interchange report is a document that gives a detailed description of the outward condition of a container when the container transfers from one responsible holder to another. By preparing an interchange report for each transfer, it can be established when damage to a container has occurred and the party who during that period had the container in his possession can be held responsible.

EIR is the abbreviation for Equipment interchange receipt.

The superstructure of High Cube (HC) containers is approximately 30 cm higher than that of standard 40Ft GP containers, making it possible to load higher elements and/or more goods. The seaborne freight is often equal to that of a standard 40Ft GP container.

Carriage of a commodity by different modes of transport, i.e. sea, road, rail and air within a single journey.

The internal width of Pallet Wide (PW) containers is 2.50 metres, like the standard trailers in road transport. These containers are used for short sea trips as fully-fledged counterparts and winning in popularity, as the handling per load unit is faster and cheaper compared to trailers.

PW containers are available in both 40Ft and 45Ft formats. The 45Ft PW type is often High Cube, making their superstructure approximately 30 cm higher than the standard 45Ft PW containers. As a result, it is possible to load higher elements and/or more goods, whereas the seaborne freight is often equal to that of a standard 45Ft PW container.

Payload is the maximum load weight of a container. This weight is stated on the right container door. The load weight must not exceed this value. However, the maximum load weight can differ per country, so that sometimes the container cannot be loaded up to this maximum.

The abbreviation RE refers to Reefer containers, suitable for transporting goods in a temperature-controlled condition. Temperature settings range from minus to plus 0 degrees Celsius. Drains can be opened or closed for condensation discharge. This depends on the goods.

Recorders that measure and register the temperature at set times are included in the load for certain goods that are sensitive to fluctuations in temperature.

Tare is the deadweight of the container. You must take this into account when calculating the maximum authorised load weight of the container, due to country-specific weights per unit.

The two most common international standardised container types are twenty and forty foot. A twenty foot unit measures about 6 meters, a forty foot about 12 meters (external dimensions). Depending on whether the ship loads twenty or forty foot containers (or a combination of the two), the number of containers held on board the ship will differ. As to express the capacity of a container ship in a uniform manner, the number of containers that the ship can load is converted into a number of containers of the smallest size, i.e. those that are twenty feet in length.

A forty foot container is regarded as two twenty foot containers or 2 TEU (sometimes referred to as FEU, Forty Foot Equivalent Unit). To calculate how many TEU a container is, just divide the actual length in feet by twenty. In terms of costs, reference is often made to costs per TEU, which means that these costs will double for 40 foot containers.

TEU is also used to indicate the nominal capacity of container ships or container terminals and in statistics regarding container transit in ports.

A twist lock is a special double pin that secures stacked containers. The pins are conic in shape and snugly fit the oval openings in the corner posts of a container. By turning the pin 90 degrees, it is secured. By securing the two pints in two containers stacked alongside or on top of each other, the containers are connected.

Vents are (sealable) openings in containers, making it possible to influence the degree to which the cargo is ventilated. Vents are also referred to as drains.

In 2014 the International Maritime Organisation has agreed to adjusting the SOLAS regulation VI/2. This adaption involves that the party, which has been notified as shipper on the B/L, has the responsibility to pass on the verified gross weight (VGW) to the carrier. This needs to be done after a container has been loaded and before a container will be loaded on board of a vessel. In case a verified container weight has not been passed on, the container will not be allowed to go on board of a vessel.
This rule will apply as of July 1st, 2016.
The weight can be determined in 2 ways:
1. The weight of a loaded container will be verified by weighing the container on a certified and calibrated platform scale/weigh bridge.
2. The weight of a loaded container will be verified by the shipper and proved based on a certified calculation procedure.