Cartainer Ocean line’s staffs of knowledgeable and conscientious professionals are committed to 100% customer satisfaction. With over 28 year’s experience in shipping, we have established a reputation for integrity, quality and reliability. We have expertise in providing the following services:
Roll On-Roll Off Service
Professional FMC Licensed NVOCC
With our expertise in this market, Cartainer Ocean line should be your one stop shop for any and all rolling cargo. We can also assist with Inland transportation to the port as well as export clearance and documentation if needed.
Cartainer Ocean Line has contracts/contacts with the major RORO/Breakbulk Carriers:
Terminal Receiving Schedule for Monday October 12, 2015
New York: RHCONRO – CLOSED
Wilmington: Trans Cargo – OPEN
Baltimore: Amports Atlantic Terminals – OPEN
Jacksonville: Ports America – OPEN
Galveston: Ports America – OPEN
Freeport: Horizon Terminals – OPEN
On behalf of all of us at Höegh Autoliners, Inc. we thank you for your continued support and invite you to contact your local representative with any questions or visit us on the web @ Hoegh.com for more information.
Terminal Receiving Schedule for Monday February 16, 2015
New York: RHCONRO – CLOSED
Wilmington: Trans Cargo – OPEN
Baltimore: Amports Atlantic Terminals – CLOSED
Jacksonville: Ports America – OPEN
Galveston: Ports America – OPEN
On behalf of all of us at Penbroke Marine Services, Inc. we thank you for your continued support and invite you to contact your local representative with any questions or visit us on the web @ shippingmycar.com for more information.
The Obama administration released on Tuesday a long-awaited explanation of what petroleum is allowed to be shipped under the contentious 40-year ban on exports of most domestic crude.
The Bureau of Industry and Security (BIS) released the guidance in the form of frequently asked questions, or FAQ, in the first effort by the administration to clarify an issue that has caused confusion and consternation in energy markets for more than a year.
The BIS guidance said energy companies must use distillation towers to produce lightly treated oil called condensate to export it and not simply treat it with flash drums that have so- called heater treaters.
Uncertainty about what kind of petroleum can be shipped abroad has frustrated oil market players since BIS, an office of the Commerce Department, quietly gave permission in 2013 to a small company, Peaker Energy, to export condensate.
The guidance has been in the works for nearly a year. Last spring BIS gave two other companies, Pioneer Natural Resources and Enterprise Products Partners, permission in private letters to export treated condensate.
The mostly known type of trucks is suitable for the transportation of majority of types of cargoes. The loading can be done from sideway and above by removing the tent cover of the semi-trailer.
Tent semi-trailer with bigger capacity which is achieved by the “G” shape of the floor and reduce of diameter of the wheels.
Loading capacity: to 20 t.
Useful volume: 96-125 cbm.
Capacity: 33 euro-pallets.
Tent vehicle + trailer. The advantage is fast loading/ unloading and larger useful loading volume. Weak point: not suitable for the transportation of long-length cargoes.
Loading capacity: 16-25t.
Useful volume: 60-120 cbm.
Capacity: 22-33 euro-pallets
Refrigerated truck/ frigo
Refrigerated semi-trailer Used for the transportation of the most perishable goods with special storage conditions: from +25 0C to -250C.
Loading capacity: 12-22t.
Useful volume: 60-92 cbm.
Capacity: 24-33 euro -pallets.
“European standard”: 20 tons of 82 cbm. 32 pallets.
There can be a semi-trailer, truck-trailer and separate truck. Isotherm is intended for the transportation of food. It may keep a certain temperature for a long time.
There are many different types of ships, and the differences are mostly based upon the type of cargo the ship transports. Most all ships have some basic things in common. Generally the deck from which the gangway comes off is the main deck. The forward most compartment below the main deck is the forepeak tank used for ballast. Also forward will be found the chain locker for the anchor chain which protrudes down into the forepeak tank. If you spot the main stack and go directly down below the main deck you will find the engine room. Going aft from the engine room at the center of the ship, if it only has one engine, or on both sides if it has two engines, will be the shaft alley. On both sides of the shaft alley you will generally find tanks. What type of tanks those are will depend on the ship. They could be fuel oil, lube oil, fresh water and so on.
On most all general cargo ships, and on any number of other ships, going forward from the engine room to the end of number two hold will be a pipe tunnel. In the pipe tunnel you will find steam pipes going to fuel oil tanks. Most ships use bunker oil for fuel. Bunker oil is almost as thick as tar and needs steam to heat it in order for it to be able to be pumped. Some will burn the fuel directly in the engines, while others will burn it in large boilers, and the steam created runs the engines, these are called steamships.
Upon the stern of the ship you will find written the ship’s homeport, and the flag of the country in which the ship is registered. Upon the stack you will find, in most cases, a design that identifies the shipping line that owns the ship, If you see a red flag flying off the mast that means that the ship is taking on fuel. The following is a rundown of the major types of commercial ships:
1). General cargo ships (sometimes called Breakbulk Carriers).
These ships will mostly have four or five holds (a hold is the cargo space in a ship), with one or, in a few cases, two holds aft of the engine room, and four to five holds generally forward of the engine room. They have long protruding rigging for winches by each hold. These winches are used to load and unload the cargo. The cargo is usually packaged and moved as single parcels, or assembled together on pallet boards. Longshoremen go down into the holds to hook up the cargo to be lifted out. Some general cargo ships may also have refrigerated spaces for perishable cargo. The average general cargo ship is about 500 feet long.
2). Bulk carriers.
Like general cargo ships bulk carriers will have large hydraulic hatches covering the holds, but will not have any overhead rigging. Bulk carriers are used for things such as grain, ore, wood chips, etc, that can be poured down into a hold. They will load and off-load at special port terminals for whatever cargo they may carry. Sometimes the holds must be steamed cleaned by laborers when the ship is set to carry a different cargo than the one that it unloaded. The average bulk carrier ship is around 800 feet long.
3). Container ships.
These ships are designed to carry large steel containers that are usually 20 feet or 40 feet long, eight feet wide and eight feet tall. These ships are loaded and off loaded by large cranes to and from trucks. There are some that are also designed where the bow opens up and barges are pulled in that have containers on them. Container ships are limited to ports that have container terminals.
The advantage of using containers is that all the cargo in each container will be destine for some location away from the port taken there by either truck or rail. This does away with the warehouses that are needed for general cargo ships where the cargo is divided up and loaded into truck trailers or railcars. Container ships come in many different sizes; some now are incredibly huge.
4). Auto carriers.
These are huge ships that are nothing more than floating parking garages. They can hold between 2,000 and 4,000 vehicles. Ramps are lowered out of the side of the ship and the vehicles are driven off. The average auto carrier is about 600 feet long, 100 feet wide, and over 100 feet tall.
These are little more than oil drums with an engine. Though the most common tanker hauls oil, there are other tankers that haul many different types of liquids and gases. You can spot a tanker by the large amount of piping forward of the bridge on the main deck. The piping is for loading and off loading the cargo. There will be no large hatch covers like there is on general cargo ships and bulk carries, but there will be much smaller manholes at each tank for workers who need to climb down into the holds to work.
Just forward of the bridge is the pump room, where the pumps for the ballast system will be found. Tankers come in all sizes, with the largest ones being supertankers that are nearly a quarter of a mile long and wider than a football field. There are few ports that supertankers can enter and thus they are mostly loaded and off-loaded from pumping stations off shore.
6). Fishing vessels.
Most people think of fishing vessels as being just boats, but in today’s industrial world many of these vessels are as large as some ships and, in some cases, they are converted general cargo ships. The following are different types of fishing vessels:
Fishing boats – These may be as long as 90 feet and will have refrigerated holds.
Processors – These ships not only catch fish, but also within them there is a factory to completely process the fish. The factory deck will be right under the main deck and the fish come in and they are cleaned, filleted and packaged.
Non-fishing processors – These are a rather new type of ship that a few multinational corporations use. All that I have seen have been converted general cargo ships that have huge factory decks and refrigerated holds.
7). Oil industry vessels.
These are the vessels that are used by the oil industry in offshore drilling. These include work and living barges, supply boats, and pipeline vessels. The pipeline vessels will have huge rolls of pipe that they roll out into the water to connect the offshore oil well with an onshore facility.
8.) Passenger ships.
Today passenger ships are mostly used as cruise ships, but there are still a few passenger ships that transport people from port to port for the purpose of transportation, rather than sightseeing. I have worked on only one such ship that took people from New Orleans to the Panama Canal.
Some cargo ships will also include rooms for passengers, because if a ship has passengers, in many ports, it is allowed to dock before other ships. I have known a few people who have used this as a cheap means to travel to different parts of the world.
These are still in use in places where bridges cannot be built or are not constructed, for one reason or another. Some cross short bodies of water, while some sail long distances, like the Alaskan ferry. Ferries come in all sizes; from small passenger only ferries to the huge ferries the size of container ships that are used in northern Europe.
10). Tow and tug boats.
These are small vessels that generally have two powerful engines. Towboats are used for moving barges while tugboats are used to move ships, in most cases to dock them.
These are unpowered vessels that require a towboat to move. Barges are used to transport different cargoes of which there are three basic types: there is the sunken hold type for such things as grain and ore, the flat top type for such things as containers and the tanker barges for liquids and gases. There are also barges for many other purposes; living barges, work barges, crane barges to name a few.
12). Specialized ships.
There are many ships that are constructed or converted for specialized purposes, like dredging, exploration, offshore construction, work gang ships (these are for housing workers in areas where there is no onshore living quarters), or for specialized cargo. For example, banana boats that are not much more than small general cargo ships. Banana boats are nasty damn ships, for down in their holds one may come across very large spiders.
As a pipefitter, there are few, if any, compartments, tanks, voids, tunnels and holds that we do not, at some time, have to work in. Along with ship fitters, marine pipefitters will have more direct experience in all the parts of a ship than even the seamen who sail the ship.
Christmas is right around the corner and with it come the turn of the new year. The shipping industry constantly experiences ups and downs. When one trade lane is down another is thriving. There are many factors that contribute to the rise and decline of freight but regardless of the cause it pays to have Penbroke on your team.
Shippers are far to busy to worry about port openings, customs issues, sailing schedules, and logistic options. Here, Penbroke Marine Services can come to your rescue. Leave the sailing and trucking schedules to us. Leave the US export requirements to us. We’ll do the research so you can spend more time being productive.
Why wait till January 1, contact us today @ email@example.com and let Penbroke provide you with updates for your favorite shipping destinations, such as rates, sailings, holidays, local shipping news, agent contacts and more.