A secure portal allowing our customers and vendors 24/7 access to their operational and financial information.
El transporte no está exento de riesgos y la intervención de sucesos extraordinarios como el mal tiempo, incendios, piratería y muchos otros acontecimientos que pueden dañar tu carga mientras se encuentra en tránsito con nosotros. Por lo tanto, el seguro protegerá tu carga de estos riesgos conocidos y te asegurará el derecho a ser compensado en caso de daños sin verte afectado por la eventual exclusión y/o limitación de la responsabilidad del transportista.
Solo tienes que facilitarnos los detalles de tu embarque para obtener un presupuesto instantáneo a través del equipo comercial de MSC.
The premium for your insurance will be charged and manifested on your shipping invoice.
Una vez que notifiques los daños de tu carga, la compañía de seguros nombrará a un perito local para establecer la causa y ayudarte a encontrar soluciones para la compensación.
En siniestros inferiores a 3.000€ no será necesario nombrar un perito, sino que será suficiente con proporcionar la documentación que acredite el siniestro (incluyendo fotografías).
Recibirás el listado de documentos que debes aportar cuando presentes la notificación de los daños. Los principales documentos a presentar son: la factura comercial, una copia del Conocimiento de Embarque, una carta de reclamación y el informe de inspección.
MSC aplica una política de devolución de dinero muy efectiva y tu reclamación se revolverá en 30 días.
MSC can arrange insurance accordingly while the cargo is already on the way but we reserve the right to first investigate the situation with our agent to check if there is no damage before issuing the Certificate of Insurance.
La prima del seguro se cobrará y manifestará en la factura de tu embarque.
Los daños deben ser notificados a email@example.com. Nuestro experto local te asistirá durante todo el proceso con la aseguradora.
MSC aplica una política de devolución de dinero muy efectiva y tu reclamación se resolverá en 30 días.
MSC Cargo Insurance se adapta a ambos tipos de embarques.
La póliza de este seguro se interpretará de acuerdo con las leyes de España y cualquier desacuerdo en relación a la misma será resuelto por los tribunales españoles.
The data that our reefer equipment records is confidential and for MSC internal eyes only. However, customers are more than welcome to place their own data recorder in with the cargo. In these instances placement is crucial to the accuracy of information and we would recommend the use of more than one such recorder.
Yes, our product is multi-carrier. The invoicing of your premium will simply be adapted accordingly. A portion of your cargo volumes must however be carried by MSC for you to benefit from the MSC Cargo Insurance product.
Yes. MSC has an extensive inventory of more than 10 million containers including 20’, 40’ and high cube boxes.
This is entirely dependent on the specific nature of the hazardous cargo. There are some consignments we will not carry, either on legal, ethical or environmental grounds. Contact your local MSC office for further clarification.
If your cargo is not one of those prohibited, then MSC will be happy to transport it. We have experienced teams all over the world that can help you through the whole shipping process. Our global chemical support department (based in Antwerp), meanwhile, is on hand to ensure that your shipment meets the stringent compliance requirements of the International Maritime Dangerous Goods Code. They can also deal with any contingency along the way.
Importing private and personal effects can be stressful and time consuming. There are lots of HMRC formalities involved in this type of import which can be confusing and can result in further charges being incurred. MSC’s in-house experts are fully trained in handling shipments of this nature.
We can offer guidance throughout the process, ensuring that your household goods or vehicles reach you with minimal delay. We can provide a dedicated point of contact who will oversee every part of the shipping process, including quotation, clearance and delivery, and will also provide you with any forms required by HMRC and will even help you complete them if you’re uncertain about how to do so.
Whilst on terminals and vessels our engineers will manually attend at least three times each day.
Whilst quayside and on vessels, the equipment is plugged into the port’s/vessel’s own power supply. The container’s temperature and conditions are set according to customer requirements.
The time taken to clear goods is dependent on certain information provided to Customs on the import declaration. Upon arrival into the UK, for example, UK Customs (HMRC) will assign a ‘route’ to the entry. Below is a list of the most common routes, and the approximate time it takes for clearance to be issued.
Route 1 – This is a full documentation check whereby customs require sight of original paperwork for a detailed check of the declaration, this can take up to three working hours to clear. The time starts when customs receive your paperwork.
Route 2 – This is a customs examination as well as document check. Customs require original paperwork before they request the container be presented and out-turned for examination. There is no time limit allocated to this routing as customs rely on the port service providers to present the container.
Route 3 – This route sees clearance being given within approximately 10 minutes. Customs still require us to present original paperwork within 24 hours. Although this type of clearance can be issued within 10 minutes we request customers allow one hour for clearance to be issued.
Route 6 – Instant clearance pending funds being in place for Duty and VAT. Usually clearance is issued within 10 minutes of the declaration being accepted. Customs do not require presentation of any documentation.
When it comes to potentially dangerous hazardous cargo, each container MSC transports will be treated as a bespoke shipment. Factors influencing the ocean freight will include the nature of the cargo itself, any special stowage requirements, its weight, the specific trade zone in which it is to be shipped and whether there are any existing contracts or relationships in place.
Unless you are loading at a cold-store, which is the identical temperature to our reefer, then there is little point in pre-cooling; in fact, it can actually have an adverse effect. If warm ambient air hits a cold surface this creates condensation – this can then drip onto your cargo/packaging causing frost and staining.
MSC Cargo Insurance solution is adaptable to both types of shipments.
The rate of duty applicable will be dependent on the commodity code of the goods you wish to import and the country of origin. All this information can be found using the following LINK:
When trading internationally, you will need the correct commodity code for your goods so customs declarations can be completed accurately. The code is a ten-digit number for imports from outside the EU. Once you know the commodity code, you can look up other important information such as duty rates and any import or export restrictions.
Our reefer equipment cannot power itself, therefore a generator (aka genset) is required when moving inland. Of course not all cargo requires active transport inland; it depends on many factors. If you are unsure whether or not one is needed, our dedicated reefer team will be happy to guide you accordingly.
PTI stands for Pre-Trip Inspection. This inspection involves ensuring the equipment is in a sound condition, meeting ISO standards, is cleaned to meet the intended cargo requirements, and is fully operational for the journey ahead.
An EORI number is a number, unique throughout the European Community, assigned by a customs authority in a Member State to economic operators (businesses) or persons. By registering for customs purposes in one Member State, an Economic Operator (EO) is able to obtain an EORI number which is valid throughout the Community. The EO will then use this number in all communications with any EC customs authorities where a customs identifier is required for example customs declarations. Please find below a useful link to the Government website which can answer any questions regarding EORI.
Please refer to our recommended conditions guide for chilled and frozen cargo here.
Our refrigerated container equipment can maintain temperatures between -25.0c – +30.0c. However, for some commodities for which lower temperatures are required (such as ice cream) we can go to -28.0c.
Again, the rate of VAT is dependent on the product(s) being imported. Standard UK VAT, for example, is 20% but certain goods may be liable to a reduced or ‘nil’ rate of VAT. All this information can be found using the following link: http://www.hmrc.gov.uk/vat/forms-rates/rates/goods-services.htm
A The role of Customs is extremely varied, ranging from checking of documents for accuracy to physical examination of cargo and preventative controls to check on the movement of drugs etc.
Their remit includes:
20’ reefers are always in short supply, therefore we try to keep them on the trades which result in best utilisation. Thus there tends to be a reduced supply of 20’ reefer containers in regions in which a loaded round-trip use is likely. However, we will always do our very best to accommodate customer requests. For more information, please contact your local MSC agent.
Our reefers are bottom air fed, if you leave gaps in the floor these sections will have the lowest pressure, meaning the air will bypass some/majority of your cargo. For reference see our refrigerated cargo stuffing guide.
No. We calculate any additional costs i.e. plug/power etc. based on vessel sail date at time of booking. If the vessel is delayed, MSC absorbs the associated plug/power costs.
MSC has provided secure transport for rare and precious cargoes for many years. However, due to the bespoke nature of this service, such cargo is subject to application.
Yes. In these circumstances MSC dehumidifies its standard containers before transit to ensure they are suitable for transporting food-stuffs.
Yes. We’ve put together a comprehensive stuffing guide that details best practice when it comes to packing your container – both for dry vans and refrigerated containers.
A MSC has an extensive inventory of specialist chassis and trailers, including: rigid trailers, flatbeds, tippers, low loaders, container-lift trailers and gen-set trailers. This complements our specialist platform, flatrack, high cube and open-top containers.
Contact the Transport Operations teams (Transops) at your local MSC office – in the UK you can reach Transops on 01473 277759 or firstname.lastname@example.org.
With a reasonable amount of notice, we will always do our best to accommodate this sort of request. Check with your local MSC office for the cut-off point for such requests (e.g. 12pm the day prior to the day of delivery).
No, in countries where it is geographically appropriate (the USA, for example), MSC will also use barges to ensure the optimum routing of customers’ cargo.
This would be the Transport Operations teams (Transops) at your local MSC office – in the UK you can reach Transops on 01473 277759 or email@example.com.
Yes. With our extensive road and rail networks combined with our outstanding port coverage MSC can provide optimised routing – loading and unloading closer to your point of origin/destination. This way we minimise the time, money and carbon footprint of the inland transport leg of the journey.
MSC’s transport operations departments can monitor your container’s progress throughout its journey. Simply contact the transport or intermodal team at your local MSC agency and they will provide you with all the information you need.
When you book the shipping of your breakbulk or out-of-gauge cargo with MSC, we can arrange the transport on your behalf – whether this is using our own intermodal services, other suppliers or a combination of both. This will be determined by your own preferences as well as the availability of transport services at either port.
If you’re unable to find the information you require, simply call your local MSC office and ask for the department that’s most relevant to your enquiry (reefer, breakbulk, transport, etc.). You can find the contact information for your local office on the information panel at the right-hand side of this screen.
EDI is the Electronic Data Interchange – this is a system of direct information connectivity between MSC and a selection of customers that book shipments across multiple trade lanes. It is a two-way secure link that allows for information to be exchanged instantly between systems. This facilitates bookings, status updates, schedules, accounting information, booking reservations and notifications. The system helps reduce costs and maximise efficiencies through accelerated processes and a minimal need for manual intervention.
EDI is administered centrally through our Geneva head office who will be happy to review your online requirements and assess how EDI can benefit your business. Please get in touch via email to firstname.lastname@example.org.
Describing itself as an ‘e-marketplace’ for ocean shipping, INTTRA is an online portal providing a range of operational, strategic and data provision services for organisations looking to find and book the international transit of cargo. Its development, in which MSC invested both time and money, was prompted by the desire to streamline the online sea freight booking process.
Its ship management services include:
INTTRA is the system that MSC, as well as the vast majority of ocean carriers, use to process their online bookings. Your booking remains with MSC and the shipment will benefit from our usual high standards of customer service – INTTRA is simply the mechanism of booking.
Absolutely not, we’re always happy to talk to customers directly, discuss their needs and process their bookings by email or over the phone. INTTRA simply provides another means by which customers can make their bookings.
A If the item or items to be transported are too large to fit inside a standard container, it is deemed to be ‘out of gauge’ (OOG). Such cargo might require an open top container, platform or flatrack.
If, however, the cargo is too big to be loaded onto a single flatrack, it is termed as ‘breakbulk’ or project cargo. Typically we have to load this type of cargo across multiple flatracks on the deck of a vessel.
A Each piece of outsized cargo is treated as a bespoke transport and assessed on its individual characteristics – there’s no such thing as a standard tariff. Factors affecting the cost include: size and weight (which influence equipment, transport and stevedoring requirements), consignment value and geographical trade lane.
No, not necessarily. The specialist equipment and/or stevedoring skills required to safely load and unload certain outsized cargoes are not available in every port around the world. For further information do talk with your local MSC out-of-gauge specialist for advice and scheduling information.
Yes. We can coordinate this process at your origin port or nearby depots (providing the origin port is capable of loading the cargo in the first place).
There’s really no such thing. The physical size of a piece of out-of-gauge cargo is only one consideration when assessing how to transport it most safely and efficiently. As such, there aren’t actually any maximum dimensions. Every single load is approached as a bespoke operation, assessed on an individual basis. Contact your local MSC office to discuss your requirements.
When you book the shipping of your breakbulk or out-of-gauge cargo with MSC we can arrange the transport on your behalf – whether through our own intermodal services, other suppliers or a combination of both. This will be determined by your own preferences as well as the availability of transport services at either port.
The charges quoted by MSC are our charges for arranging clearance of your cargo through HMRC formalities. However, MSC have no control over any subsequent checks HMRC may wish to perform. As such there may be further charges incurred which are outside of our control such as x-ray or out-turn examinations. We will always endeavour to inform you if you goods are delayed and if any additional charges are likely to be incurred.
An ocean-going ship specially constructed to carry LNG in tanks at 160 C. The current average carrying capacity of LNGs is 143,000 cubic metres. However the largest LNGCs developed by Qatargas - known as Q-Flex and Q-Max - can carry between 210,000 and 266,000 cubic metres of liquefied natural gas.