August 2006
FHWA-HOP-O6-105
U.S. Department of Transportation
Federal Highway Administration
Note:
This pamphlet paraphrases the provisions in 23 U.S.C. 127 and 23 CFR 658 for the sake of clarity. In case of a dispute, the statute and regulations take precedence.
Previous editions of this pamphlet, entitled Bridge Gross Weight Formula (April 1984) and Bridge Formula Weights (January 1994), remain valid. Neither the Bridge Formula nor any resulting maximum gross weight values (table entries) has been changed.
With a few exceptions noted in this pamphlet, the Bridge Formula establishes the maximum weight any set of axles on a motor vehicle may carry on the Interstate highway system. This pamphlet describes the Bridge Formula, why it was established, and how it is used.
Congress enacted the Bridge Formula in 1975 to limit the weight-to-length ratio of a vehicle crossing a bridge. This is accomplished either by spreading weight over additional axles or by increasing the distance between axles.
Compliance with Bridge Formula weight limits is determined by using the following formula:
W = the overall gross weight on any group of two or more consecutive axles to the nearest 500 pounds.
L = the distance in feet between the outer axles of any group of two or more consecutive axles.
N = the number of axles in the group under consideration.
In addition to Bridge Formula weight limits, Federal law states that single axles are limited to 20,000 pounds, and axles closer than 96 inches apart (tandem axles) are limited to 34,000 pounds. Gross vehicle weight is limited to 80,000 pounds (23 U.S.C. 127).
Bridges on the Interstate System highways are designed to support a wide variety of vehicles and their expected loads. As trucks grew heavier in the 1950s and 1960, something had to be done to protect bridges. The solution was to link allowable weights to the number and spacing of axles.
Axle spacing is as important as axle weight in designing bridges. In Figure 1A, the stress on bridge members as a longer truck rolls across is much less than that caused by a short vehicle as shown in Figure 1B, even though both trucks have the same total weight and individual axle weights. The weight of the longer vehicle is spread out, while the shorter vehicle is concentrated on a smaller area.
The weight on various axle configurations must be checked to determine compliance with the Bridge Formula. Three definitions are needed to use the Bridge Formula correctly.
Interstate System weight limits in some States may be higher than the figures noted above due to "grandfather" rights. When the Interstate System axle and gross weight limits were adopted in 1956, and amended in 1975, States were allowed to keep or "grandfather" weight limits that were higher.
Bridge Formula calculations yield a series of weights (Bridge Table, pages 5-6). It is important to note that the single-axle weight limit replaces the Bridge Formula weight limit on axles not more than 40 inches apart, and the tandem-axle weight limit replaces the Bridge Formula weight limit for axles over 40 but not more than 96 inches apart. At 97 inches apart, for example, two axles may carry 38,000 pounds (Figure 2A) and three axles may carry 42,000 pounds, as shown in Figure 2B.
Federal law states that any two or more consecutive axles may not exceed the weight computed by the Bridge Formula even though single axles, tandem axles, and gross weight are within legal limits. As a result, the axle group that includes the entire truck—sometimes called the "outer bridge" group—must comply with the Bridge Formula. However, interior combinations of axles, such as the "tractor bridge" (axles 1, 2, and 3) and "trailer bridge" (axles 2, 3, 4, and 5), must also comply with weights computed by the Bridge Formula (Figure 3).
Figure 3 shows the most common vehicle checked for compliance with weight limit requirements. Although the Bridge Formula applies to each combination of two or more axles, experience shows that axle combinations 1 through 3, 1 through 5, and 2 through 5 are critical and must be checked. If these combinations are found to be satisfactory, then all of the others on this type of vehicle normally will be satisfactory.
The vehicle with weights and axle dimensions shown in Figure 4 is used to illustrate a Bridge Formula check.
Before checking for compliance with the Bridge Formula, a vehicle's single-axle, tandem-axle, and gross weight should be checked. Here the single axle (number 1) does not exceed 20,000 pounds, tandems 2-3 and 4-5 do not exceed 34,000 pounds each, and the gross weight does not exceed 80,000 pounds. Thus, these preliminary requirements are satisfied. The first Bridge Formula combination is checked as follows:
Actual weight = 12,000 + 17,000 + 17,000 = 46,000 pounds.
N = 3 axles
L = 20 feet
Maximum weight (W) = 51,000 pounds, which is more than the actual weight of 46,000 pounds. Thus, the Bridge Formula requirement is satisfied.
This same number (51,000 pounds) could have been obtained from the Bridge Table by reading down the left side to L = 20 and across to the right where N = 3.
Actual weight = 12,000 + 17,000 + 17,000 + 17,000 + 17,000 = 80,000 pounds.
Maximum weight (W) = 80,000 pounds (Bridge Table for "L" of 51 feet and "N" of 5 axles).
Therefore, this axle spacing is satisfactory.
Actual weight = 17,000 + 17,000 + 17,000 + 17,000 = 68,000 pounds.
Maximum weight (W) = 65,500 pounds (Bridge Table for "L" of 35 feet and "N" of 4 axles).
This is a violation because the actual weight exceeds the weight allowed by the Bridge Formula. To correct the situation, some load must be removed from the vehicle or the axle spacing (35 feet) must be increased.
In addition to the grandfather rights notes on page 3, Federal law (23 U.S.C. 127) includes one other exception to the Bridge Formula and the Bridge Table—two consecutive sets of tandem axles may carry 34,000 pounds each if the overall distance between the first and last axles of these tandems is 36 feet or more. For example, a five-axle tractor-semitrailer combination may carry 34,000 pounds both on the tractor tandem (axles 2 and 3) and the trailer tandem (axles 4 and 5), provided axles 2 and 5 are spaced at least 36 feet apart. Without this exception, the Bridge Formula would allow an actual weight of only 66,000 to 67,500 pounds on tandems spaced 36 to 38 feet apart.
The procedure described above could be used to check any axle combinations, but several closely spaced axles usually produce the most critical situation.
The truck shown in Figure 8 satisfies the single-axle weight limit (12,000 pounds are less than 20,000 pounds), the tandem-axle limit (30,000 pounds are less than 34,000 pounds) and the gross-weight limit (57,000 pounds are less than 80,000 pounds). With these restrictions satisfied, a check is done for Bridge Formula requirements, axles 1 through 4.
Actual weight = 12,000 + 15,000 + 15,000 + 15,000 = 57,000 pounds.
Maximum weight (W) = 57,500 pounds (Bridge Table for "L" of 23 feet and "N" of 4 axles).
Actual weight = 15,000 + 15,000 + 15,000 = 45,000 pounds.
Maximum weight (W) = 42,500 pounds (Bridge Table for "L" of 9 feet and "N" of 3 axles.
This is a violation because the actual weight exceeds the weight allowed by the Bridge Formula. The load must either be reduced, axles added, or spacing increased to comply with the Bridge Formula.
The Federal Highway Administration (FHWA) provides high-quality information to serve Government, industry, and the public in a manner that promotes public understanding. Standards and policies are used to ensure and maximize the quality, objectivity, utility, and integrity of its information. FHWA periodically reviews quality issues and adjusts its programs and processes to ensure continuous quality improvement.
The Carriage of dangerous goods and marine pollutants in sea-going ships is respectively regulated in the International Convention for the Safety of the Life at Sea (SOLAS) and the International Convention for the Prevention of pollution from Ships (MARPOL).
Relevant parts of both SOLAS and MARPOL have been worked out in great detail and are included in the International Maritime Dangerous Goods (IMDG) Code, thus making this Code the legal instrument for maritime transport of dangerous goods and marine pollutants. As of 1st January 2004, the IMDG Code will become a mandatory requirement.
Classification of dangerous goods
For all modes of transport (sea, air, rail, road and inland waterways) the classification (grouping) of dangerous goods, by type of risk involved, has been drawn up by the UNITED NATIONS Committee of Experts on the Transport of Dangerous Goods (UN).
Class 1. [3] Explosives |
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Class 2. [4] Gases |
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Class 3. [5] Flammable Liquids |
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Class 4.1. [6] Flammable Solids or Substances |
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Class 4.2. [7] Flammable solids |
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Class 4.3. [8] Substances which, in contact with water, emit flammable gases |
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Class 5.1. [9] Oxidizing substances (agents) by yielding oxygen increase the risk and intensity of fire |
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Class 5.2. [10] Organic peroxides - most will burn rapidly and are sensitive to impact or friction |
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Class 6.1. [11] Toxic substances |
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Class 6.2. [12] Infectious substances |
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Class 7. [13] Radioactive Substances |
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Class 8. [14] Corrosives |
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Class 9. [15] Miscellaneous dangerous substances and articles |
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Subclass 2.1 Flammable Gas |
454 kg (1001 lbs) of any material which is a gas at 20°C (68°F) or less and 101.3 kPa (14.7 psi) of pressure (a material which has a boiling point of 20°C (68°F) or less at 101.3 kPa (14.7 psi)) which- 1. Is ignitable at 101.3 kPa (14.7 psi) when in a mixture of 13 percent or less by volume with air; or 2. Has a flammable range at 101.3 kPa (14.7 psi) with air of at least 12 percent regardless of the lower limit. |
Subclass 2.2 Non-flammable, Non-poisonus Gas |
This division includes compressed gas, liquefied gas, pressurized cryogenic gas, compressed gas in solution, asphyxiant gas and oxidizing gas. A non-flammable, nonpoisonous compressed gas (Division 2.2) means any material (or mixture) which- 1. Exerts in the packaging an absolute pressure of 280 kPa (40.6 psia) or greater at 20°C (68°F), and |
Subclass 2.2 Oxygen Gas |
This is an optional placard to the 2.2 Non-flammable Gas placard for compressed Oxygen in either the gas or liquid state. Oxygen is considered a non-flammable because it in and of itself does not burn. It is, however, required for combustion to take place. High concentrations of oxygen greatly increases the rate and intensity of combustion. |
Subclass 2.3 Poison Gas |
Gas poisonous by inhalation means a material which is a gas at 20°C or less and a pressure of 101.3 kPa (a material which has a boiling point of 20°C or less at 101.3kPa (14.7 psi)) and which: 1. is known to be so toxic to humans as to pose a hazard to health during transportation, or 2. in the absence f adequate data on human toxicity, is presumed to be toxic to humans because when tested on laboratory animals it has an LC50 value of not more than 5000 ml/m3. |
Flammable Liquid |
A flammable liquid (Class 3) means a liquid having a flash point of not more than 60.5°C (141°F), or any material in a liquid phase with a flash point at or above 37.8°C (100°F) that is intentionally heated and offered for transportation or transported at or above its flash point in a bulk packaging, with the following exceptions: |
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Oxidizing substances (agents) by yielding oxygen increase the risk and intensity of fire |
Oxidizer (Division 5.1) means a material that may, generally by yielding oxygen, cause or enhance the combustion of other materials. 1. A solid material is classed as a Division 5.1 material if, when tested in accordance with the UN Manual of Tests and Criteria, its mean burning time is less than or equal to the burning time of a 3:7 potassium bromate/cellulose mixture. 2. A liquid material is classed as a Division 5.1 material if, when tested in accordance with the UN Manual of Tests and Criteria, it spontaneously ignites or its mean time for a pressure rise from 690 kPa to 2070 kPa gauge is less then the time of a 1:1 nitric acid (65 percent)/cellulose mixture. |
Organic peroxides - most will burn rapidly and are sensitive to impact or friction |
Organic peroxide (Division 5.2) means any organic compound containing oxygen (O) in the bivalent -O-O- structure and which may be considered a derivative of hydrogen peroxide, where one or more of the hydrogen atoms have been replaced by organic radicals, unless any of the following paragraphs applies: 1. The material meets the definition of an explosive as prescribed in subpart C of this part, in which case it must be classed as an explosive; |
Toxic, poison substances |
known to be toxic to humans so as to afford a hazard to health during transportation or is presumed to be toxic to humans because it falls within a toxic category when tested on laboratory animals. an irritating material such as tear gas that causes extreme irritation, especially in confined spaces. |
Infectious Substance material is known to contain or suspected of containing a pathogen |
3.6.2.1 Definitions For the purposes of these Regulations: 3.6.2.1.1 Infectious substances are substances which are known or are reasonably expected to contain pathogens. Pathogens are defined as micro-organisms (including bacteria, viruses, rickettsiae, parasites, fungi) and other agents such as prions, which can cause disease in 3.6.2.1.2 Biological products are those products derived from living organisms which are manufactured and distributed in accordance with the requirements of appropriate national authorities, which may have special licensing requirements, and are used either for prevention, treatment, or diagnosis of disease in humans or animals, or for development, experimental or investigational purposes related thereto. They include, but are not limited to, finished or unfinished products such as vaccines. 3.6.2.1.3 Cultures are the result of a process by which pathogens are intentionally. This definition does not include patient specimens as defined in 3.6.2.1.4. Bacillus anthracis (cultures only) 3.6.2.2.2.2 Category B: An infectious substance which does not meet the criteria for inclusion in Category A. Infectious substances in Category B must be assigned to UN 3373. |
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Miscellaneous |
A material which presents a hazard during transportation but which does not meet the definition of any other hazard class. This class includes: |
Language is one of the most complex and important tools of International Trade. As in any complex and sophisticated business, small changes in wording can have a major impact on all aspects of a business agreement.
Word definitions often differ from industry to industry. This is especially true of global trade. Where such fundamental phrases as "delivery" can have a far different meaning in the business than in the rest of the world.
For business terminology to be effective, phrases must mean the same thing throughout the industry. That is why the International Chamber of Commerce created "INCOTERMS" in 1936. INCOTERMS are designed to create a bridge between different members of the industry by acting as a uniform language they can use.
Each INCOTERM refers to a type of agreement for the purchase and shipping of goods internationally. There are 13 different terms, each of which helps users deal with different situations involving the movement of goods. For example, the term FCA is often used with shipments involving Ro/Ro or container transport; DDU assists with situations found in intermodal or courier service-based shipments.
INCOTERMS also deal with the documentation required for global trade, specifying which parties are responsible for which documents. Determining the paperwork required to move a shipment is an important job, since requirements vary so much between countries. Two items, however, are standard: the commercial invoice and the packing list.
INCOTERMS were created primarily for people inside the world of global trade. Outsiders frequently find them difficult to understand. Seemingly common words such as "responsibility" and "delivery" have different meanings in global trade than they do in other situations.
In global trade, "delivery" refers to the seller fulfilling the obligation of the terms of sale or to completing a contractual obligation. "Delivery" can occur while the merchandise is on a vessel on the high seas and the parties involved are thousands of miles from the goods. In the end, however, the terms wind up boiling down to a few basic specifics:
Costs: who is responsible for the expenses involved in a shipment at a given point in the shipment's journey? Control: who owns the goods at a given point in the journey? Liability: who is responsible for paying damage to goods at a given point in a shipment's transit? |
It is essential for shippers to know the exact status of their shipments in terms of ownership and responsibility. It is also vital for sellers & buyers to arrange insurance on their goods while the goods are in their "legal" possession. Lack of insurance can result in wasted time, lawsuits, and broken relationships.
INCOTERMS can thus have a direct financial impact on a company's business. What is important is not the acronyms, but the business results. Often companies like to be in control of their freight. That being the case, sellers of goods might choose to sell CIF, which gives them a good grasp of shipments moving out of their country, and buyers may prefer to purchase FOB, which gives them a tighter hold on goods moving into their country.
In this glossary, we'll tell you what terms such as CIF and FOB mean and their impact on the trade process. In addition, since we realize that most international buyers and sellers do not handle goods themselves, but work through customs brokers and freight forwarders, we'll discuss how both fit into the terms under discussion.
INCOTERMS are most frequently listed by category. Terms beginning with F refer to shipments where the primary cost of shipping is not paid for by the seller. Terms beginning with C deal with shipments where the seller pays for shipping. E-terms occur when a seller's responsibilities are fulfilled when goods are ready to depart from their facilities. D terms cover shipments where the shipper/seller's responsibility ends when the goods arrive at some specific point. Because shipments are moving into a country, D terms usually involve the services of a customs broker and a freight forwarder. In addition, D terms also deal with the pier or docking charges found at virtually all ports and determining who is responsible for each charge.
Recently the ICC changed basic aspects of the definitions of a number of INCOTERMS, buyers and sellers should be aware of this. Terms that have changed have a star alongside them.
EX-Works
One of the simplest and most basic shipment arrangements places the minimum responsibility on the seller with greater responsibility on the buyer. In an EX-Works transaction, goods are basically made available for pickup at the shipper/seller's factory or warehouse and "delivery" is accomplished when the merchandise is released to the consignee's freight forwarder. The buyer is responsible for making arrangements with their forwarder for insurance, export clearance and handling all other paperwork.
FOB (Free On Board)
One of the most commonly used-and misused-terms, FOB means that the shipper/seller uses his freight forwarder to move the merchandise to the port or designated point of origin. Though frequently used to describe inland movement of cargo, FOB specifically refers to ocean or inland waterway transportation of goods. "Delivery" is accomplished when the shipper/seller releases the goods to the buyer's forwarder. The buyer's responsibility for insurance and transportation begins at the same moment.
FCA (Free Carrier)
In this type of transaction, the seller is responsible for arranging transportation, but he is acting at the risk and the expense of the buyer. Where in FOB the freight forwarder or carrier is the choice of the buyer, in FCA the seller chooses and works with the freight forwarder or the carrier. "Delivery" is accomplished at a predetermined port or destination point and the buyer is responsible for Insurance.
FAS (Free Alongside Ship)*
In these transactions, the buyer bears all the transportation costs and the risk of loss of goods. FAS requires the shipper/seller to clear goods for export, which is a reversal from past practices. Companies selling on these terms will ordinarily use their freight forwarder to clear the goods for export. "Delivery" is accomplished when the goods are turned over to the Buyers Forwarder for insurance and transportation.
CFR (Cost and Freight)
This term formerly known as CNF (C&F) defines two distinct and separate responsibilities-one is dealing with the actual cost of merchandise "C" and the other "F" refers to the freight charges to a predetermined destination point. It is the shipper/seller's responsibility to get goods from their door to the port of destination. "Delivery" is accomplished at this time. It is the buyer's responsibility to cover insurance from the port of origin or port of shipment to buyer's door. Given that the shipper is responsible for transportation, the shipper also chooses the forwarder.
CIF (Cost, Insurance and Freight)
This arrangement similar to CFR, but instead of the buyer insuring the goods for the maritime phase of the voyage, the shipper/seller will insure the merchandise. In this arrangement, the seller usually chooses the forwarder. "Delivery" as above, is accomplished at the port of destination.
CPT (Carriage Paid To)
In CPT transactions the shipper/seller has the same obligations found with CIF, with the addition that the seller has to buy cargo insurance, naming the buyer as the insured while the goods are in transit.
CIP (Carriage and Insurance Paid To)
This term is primarily used for multimodal transport. Because it relies on the carrier's insurance, the shipper/seller is only required to purchase minimum coverage. When this particular agreement is in force, Freight Forwarders often act in effect, as carriers. The buyer's insurance is effective when the goods are turned over to the Forwarder.
DAF (Delivered At Frontier)
Here the seller's responsibility is to hire a forwarder to take goods to a named frontier, which usually a border crossing point, and clear them for export. "Delivery" occurs at this time. The buyer's responsibility is to arrange with their forwarder for the pick up of the goods after they are cleared for export, carry them across the border, clear them for importation and effect delivery. In most cases, the buyer's forwarder handles the task of accepting the goods at the border across the foreign soil.
DES (Delivered Ex Ship)
In this type of transaction, it is the seller's responsibility to get the goods to the port of destination or to engage the forwarder to the move cargo to the port of destination uncleared. "Delivery" occurs at this time. Any destination charges that occur after the ship is docked are the buyer's responsibility.
DEQ (Delivered Ex Quay)*
In this arrangement, the buyer/consignee is responsible for duties and charges and the seller is responsible for delivering the goods to the quay, wharf or port of destination. In a reversal of previous practice, the buyer must also arrange for customs clearance.
DDP (Delivered Duty Paid)
DDP terms tend to be used in intermodal or courier-type shipments. Whereby, the shipper/seller is responsible for dealing with all the tasks involved in moving goods from the manufacturing plant to the buyer/consignee's door. It is the shipper/seller's responsibility to insure the goods and absorb all costs and risks including the payment of duty and fees.
DDU (Delivered Duty Unpaid)
This arrangement is basically the same as with DDP, except for the fact that the buyer is responsible for the duty, fees and taxes.
Pallet dimentions | |
1100mm x 800mm 1100mm x 900mm 1100mm x 1100mm 1100mm x 1400mm 1000mm x 1200mm |
Euro pallets 1200mm x 800mm
Container 40' standard | Container 40' palletwide 2.5m | Container 45' standard | Container 45' palletwide 2.5m |
25 pallets |
30 pallets |
27 pallets |
33 pallets |
Euro pallets 1200mm x 800mm
Container 40' standard | Container 40' palletwide 2.5m | Container 45' standard | Container 45' palletwide 2.5m |
21 pallets |
24 pallets |
24 pallets |
26 pallets |
Today transportation and cargo deliveries by the means of motor vehicles are the most optimal variants according to "price - time of transportation" ratio.
One of the key factors of the success in cargo transportation and moving is the compliance with several simple rules, which will help you avoid the troubles and the headache and will make cargo transportation or moving less problematic.
First of all the size of the packaging materials are of great importance, since an improper box may and most certainly will cause additional troubles: under the weight of its content and under certain moving circumstances the box will fall apart or brake. Never think you can save on packaging quality, since it is only a first glance impression while in reality the choice will lead to considerable losses.
For safe cargo fixing you should verify the pad presence: it will be especially useful for fragile commodities transportation.
You've decided to transport cargo. It might be joint cargo, dangerous cargo etc. If it is necessary to transport especially valuable cargo then it is better to use wear proof double-layer boxes.
You may close the box tight using a wrapping machine. However if you have no such machine, you may replace the cords with adhesive tape.
In order to not damage the content of a package when transporting liquids it is advisable to pack them in hermetic containers and seal them with polyethylene. Do not forget to separate them with inflexible sealing material. As to different greasy and redolent substances, it is advisable to wrap them in greaseproof materials and seal with adhesive tape.
Packing of small items should be made with particular care. As to gifts remember that gift wrapping is not good for transportation purposes. It is advisable to use pad between different discs and cassettes. Knifes, scissors and other cutting tools must be wrapped accurately, especially their pointed ends. Also insure that their unpacking during the transportation is excluded.
On transportation of not solid substances you should consider position of the arrow sign on the box.
Addresses should be indicated clearly and exactly in order to avoid misunderstandings during transportation and upon delivery. If the packages have to be repeatedly used, remove all labels and stickers. But do not use old, formless or misshapen boxes.
As for international transportation, taking into account that customs officers have the right to verify cargo, there is no point to pack cargo overmuch, complicating its opening. And remember that marks like "Caution" or "Fragile" will not replace firm and qualitative packaging.
Advises which you read above were kindly provided by Sem's Moving and Storage, Toronto movers. In favor of the fact that you may trust Sem's Moving and Storage, Toronto movers advises, speaks the fact that the company works in the moving and cargo transportation market 10 years and within this term they got great experience and elaborated their own rules. Following these rules guaranties time, money and nerves saving to their clients. That is why Sem's Moving and Storage, Toronto movers has permanent, return as well as new clients fully satisfied with the services delivered by Sem's Moving and Storage, Toronto movers. This is proved by the fact that Sem's Moving and Storage, Toronto movers grew considerably from the moment of its foundation, when it dealt only with local moving and transportations, and till now, when they deal not only with long distance cargo transportations, but with international ones too. The amount and the magnitude of Sem's Moving and Storage, Toronto movers evolving directions are in permanent growth.
Proposing the largest spectrum of services in the field of transportations by motor vehicles, Sem's Moving and Storage, Toronto movers puts in the first place the organization of cargo transportation or moving with client's minimal participation. Dynamically developing business imposes severe requirements to modern logistics: from their partnership with transport and moving companies, the clients want to receive a full package of services with optimal ratio price - quality. Work experience in the market of cargo transportation and moving earned by Sem's Moving and Storage, Toronto movers allows to effectively use advanced technologies. The company places its bets on permanent increase of the level of service and decrease of clients' expenses.
Take into consideration aforesaid advices which will be useful both, for cargo transportation and in your life.
FIOS — Free in/out (loading/discharging is at consigner's cost);
FIFO — Free in/Free out (vide FIOS);
FILO — Free in/Liner out (loading is at consigner's cost, discharging is at liner cost);
LIFO — Liner in/Free out (loading is at liner cost, discharging is at consigner's cost);
LILO — Liner in/out (loading and discharging is at liner cost).
Depending on the shipping line or a particular port practice the different surcharges can be added to rate:
CAF (Currency Adjustment Factor) is a fee applied to the shipping costs to compensate for exchange rate fluctuations;
BAF (Bunker Adjustment Factor) refers to floating part of sea freight charges which represents additions due to oil prices;
Wharfage is a port duty;
CUC (Chassis Using Charge) is a duty for using chassis;
Documentation Fee is a duty for executing documents, etc.
Depending on shipping line extension of activity in the given territory, container can be delivered to the container yard located nearby port or to the hinterland. Also it can be delivered to the client's "door". Taking it into account the next additional terms can be added to the main line ones:
FICY — Free in/Container yard (loading is at consigner's cost, delivering is provided to container yard);
LI-Door — Liner in / Door (loading is at liner cost, delivering is provided to client's door).
As a rule if line provides door-to-door container delivering it hardly ever stuff or unstuff container. This question is resolved by consigner's efforts or with help of forwarder.
Links:
[1] http://ops.fhwa.dot.gov
[2] http://www.searates.com
[3] http://www.packer3d.com/../imo_1
[4] http://www.packer3d.com/../imo_2
[5] http://www.packer3d.com/../imo_3
[6] http://www.packer3d.com/../imo_4_1
[7] http://www.packer3d.com/../imo_4_2
[8] http://www.packer3d.com/../imo_4_3
[9] http://www.packer3d.com/../imo_5_1
[10] http://www.packer3d.com/../imo_5_2
[11] http://www.packer3d.com/../imo_6_1
[12] http://www.packer3d.com/../imo_6_2
[13] http://www.packer3d.com/../imo_7
[14] http://www.packer3d.com/../imo_8
[15] http://www.packer3d.com/../imo_9
[16] http://www.foreign-trade.com
[17] http://ezinearticles.com
[18] http://www.packer3d.com/sites/default/files/size_regs_final_rpt.pdf