ASM Freight Sdn Bhd

01/07/2021

In order to remain resilient during this uncertainty and continue operating efficiently, Logistics and Shipping supply chains need as much agility and optionality as possible.

That means being able to switch shipping modes quickly and efficiently and having access to a wide Global Agency Network with as many Carriers or Airlines as possible.

The benefits of effective logistics services for small businesses. Do contact us as we make it possible simply becoz👇
1.Improved customer experience — delivering orders accurately, quickly and on time increases brand trust and encourages repeat sales and sales through recommendations
2.Enables growth — solid management of inventory, transport and delivery practices helps businesses scale up to fulfill a higher quantity of orders
3.Prevents loss — reduced risk of damage to products through optimal transport conditions and tracking
4.Technology streamlined process — for complete supply chain visibility, real-time tracking, risk assessment, reporting and improved customer communications and tip-top service.

Don't be hesitate to call us for competitive Seafreight, Airfreight, Forwarding, Gen & Marine Insurance and Warehousing package with regards to your import & export inquiries.

25/06/2021

"Clean" bills of lading :-

A "Clean" bill of lading is a document that declares there was no damage to or loss of goods during shipment. The clean bill of lading is issued by the product carrier after thoroughly inspecting all packages for any damage, missing quantities, or deviations in quality.

Bills of lading and other transport documents thus play an important role in international trade. .

The basis of the documentary credit transaction is that the bank pays the agreed amount to the beneficiary after it has examined the documents presented and found them to be in accordance with the terms and conditions of the documentary credit. -This examination forms the security which the transaction gives the buyer. As already emphasized the bank examines the documents only.

The bank has no liability for the actual quality, quantity and condition of the goods, but only for ensuring that the documents are in accordance with the instructions given to the bank. Thus, most legal problems arising under a documentary credit transaction emanate from the documents tendered and
examined.

From the buyer's point of view, it is important for the transport document to give him some information about the type of goods and their quality and quantity, since he may only have the bill of lading and the seller's invoice to rely on when asked to pay. It is also important that the buyer gets an indication of when the goods have been shipped on board or, at least, when they have been received for shipment. On the basis of the terms and conditions of the purchase agreement it may also be necessary that the bill of lading shows whether the freight has been paid in advance. Such evidence is important in, e.g., c.i.f. transactions where the seller is required to pay the freight.

It is also of great importance for the seller/shipper to have a clean bill of lading issued by the carrier, since otherwise the buyer will refuse to pay for the documents or, under a documentary credit, the paying banks will refuse to pay against such a document when tendered, since such qualification is an indication that the goods do not conform with the requirements of the sales agreement.

As mentioned, the ocean carrier has a duty to enter such particulars into the bill of lading, and under the Hague-Visby Rules the carrier is not entitled to produce evidence which conflicts with particulars entered into the bill of lading against a person who has acquired the bill of lading in good faith. The carrier's liability for wrong statements in the bill of lading is then basically governed in
the same way as his liability for damage to goods, but other provisions may under certain circumstances complete the picture, and may make the carrier's liability more far reaching.

From the seller's point of view it is then important that a clean bill of lading is issued, i.e. a bill of lading not containing any remarks with respect to the condition of the goods. Due to the terms and conditions of the purchase agreement, the buyer is generally under no duty to pay for an unclean bill of lading, at least in cases where a remark gives reason to presume that the goods are not in customary or agreed condition.

Under payment by documentary credit the UCP ( Article 32 in the 500 revision) also prescribe that the bill of lading must be clean. The seller's interest in clean bills of lading has thus, in some instances, caused pressure on the carrier to issue clean bills of lading, although remarks should be entered. In exchange for the clean bill of lading the seller/shipper then issues a "letter of indemnity" in favour of the carrier, whereby he assumes liability for all consequences of the owner issuing a clean hill of lading. Such a back-letter may have a limited value and it should again be underlined that the P. & I. insurance does not give the owner any protection in case of damages due to incorrect statements in a bill of lading.

DOCUMENTATION IN MODERN TRANSPORTATION :-

Some distinctions may be made between various types of bills of lading. One distinction is made between shipped bills of lading and received for shipment bills of lading. Traditionally, the shipped bill of lading has been the most common one, a document issued by the master or, in practice, more often by the carrier's agent when the goods have been loaded on board the vessel.The received for shipment bill of lading is issued when the goods have been received by the carrier for shipment later. The received for shipment bill of lading has come to play a much more important role where unity transports, particularly container transports and RO/RO traffic, dominate the trade.

At a growing rate, carriage of general cargo is now performed in cooperation between different carriers, who each perform one part immediately following upon the preceding part. Either the same means of transportation (through transport) or different means (combined transport) may then be used to perform the total transport. (Cf. also the concept of intermodal transport.) Then combined transport documents (CT documents) or combined transport bills of lading may be issued as well as certain freight forwarder documents (e.g., FCT).

This type of transportation can give rise to problems. Since there is a coordination of transport where several different modes of transportation are involved, the document covering the whole transport may be issued either by a non-vessel-owning operator or freight forwarder conducting business as a carrier or as agent only for a carrier or by one of the carriers, for example the shipowner. Several new types of documents and documentary routines have
been introduced involving, to a certain extent, new functions.Too frequently bills of lading are delayed in the mail with the result that
they do not arrive until after the relevant goods have been delivered. This is a problem which can occur particularly when short-sea transits are involved, for example the North Sea. In documentary credit sales, documents can often be delayed in the course of bank handling. From the ocean carrier's point of view
this creates problems, since his duty to deliver the goods is based on the duty of the receiver to surrender the bills of lading. This is a legal implication due to the nature and function of the bill of lading. If the carrier delivers the cargo without the bill of lading being surrendered the carrier may be liable for any resulting loss or damage. In such circumstances, as previously mentioned, the carrier is not covered by his P. & I. club. What commonly happens in such a situation is that the consignee may put up a bank guarantee to cover any loss or expenses incurred by the carrier as a result of his delivering the cargo without the bills of lading being surrendered. Such guarantee is not unlawful, but the growing use of such guarantees illustrates the deterioration of the bill
of lading system.

For carriage over short distances there is usually less need for financing by documentary credit. In some trades it has become usual practice to issue destination bills of lading". In these cases, the bill of lading is either issued at the destination in order to avoid loss of time, or else, one bill of lading is carried on board to be signed by the consignee as a receipt when the goods are delivered. Legally this is a questionable custom.

As already mentioned a distinction must be made between negotiable-or rather quasi-negotiable-and non-negotiable bills of lading. Most bills of lading used in ocean carriage are of the former type. The commercial principle underlying the use of a bill of lading is that it will be exchanged simultaneously for the goods it represents. The carrier is bound to deliver the goods only to the holder of at least one original bill of lading, and by the same token only, such holder is entitled to claim delivery of the goods in exchange for surrendering the bill of lading. If two people, each with an original bill of lading, claim delivery at the destination then neither of them is entitled to have the goods. The goods must be stored until a court has decided which is the true owner of the goods. Only a holder of all the original bills of lading may dispose of the goods at a place which is not the destination. Thus the carrier can only agree to re-route the goods, for example where all the original bills of lading are produced to him. Similarly, the carrier may only issue a new set of bills of lading in exchange for all the old originals. It must be said, however, that it is now not uncommon in practice for cargoes (especially oil) to be
delivered without bills of lading being surrendered, and for new bills of lading to be issued without the old originals being produced. It is also important to keep in mind that, particularly in oil trade, the goods are often sold several times during the trip, and very often the destination may be changed several times. It is obvious that a conflict between the legal rules and the practical
requirements will often occur.

18/06/2021

What is a ..??

We have seen this terminology called HS Code across many trade documentation or correspondences..

What does this HS Code mean, who uses it and what is it used for..??

HS Code stands for Harmonized Commodity Description and Coding System..

This is the common standard worldwide for describing the type of commodity..

Every commodity that enters or crosses most international borders have to be declared to customs by means of a HS code.. This helps in standardizing the commodity codes worldwide.

Here is the definition of the HS Code according to WCO website :-

The Harmonized Commodity Description and Coding System generally referred to as “Harmonized System” or simply “HS” is a multipurpose international product nomenclature developed by the World Customs Organization (WCO).

It comprises about 5,000 commodity groups; each identified by a six digit code, arranged in a legal and logical structure and is supported by well-defined rules to achieve uniform classification.

The system is used by more than 200 countries and economies as a basis for their Customs tariffs and for the collection of international trade statistics. Over 98 % of the merchandise in international trade is classified in terms of the HS.

The HS Code contributes to the harmonization of Customs and trade procedures, and the non-documentary trade data interchange in connection with such procedures, thus reducing the costs related to international trade.

It is also extensively used by governments, international organizations and the private sector for many other purposes such as internal taxes, trade policies, monitoring of controlled goods, rules of origin, freight tariffs, transport statistics, price monitoring, quota controls, compilation of national accounts, and economic research and analysis. The HS is thus a universal economic language and code for goods, and an indispensable tool for international trade.

The Harmonized System is governed by “The International Convention on the Harmonized Commodity Description and Coding System”. The official interpretation of the HS is given in the Explanatory Notes (5 volumes in English and French) published by the WCO. The Explanatory Notes are also available on online and on CD-ROM, as part of a database which groups all the available HS Tools, by adding to the information on the Nomenclature, the Compendium of Classification Opinions and the Explanatory Notes, that relating to the Alphabetical Index and the Brochure on Classification Decisions taken by the Harmonized System Committee.

The maintenance of the HS is a WCO priority. This activity includes measures to secure uniform interpretation of the HS and its periodic updating in light of developments in technology and changes in trade patterns. The WCO manages this process through the Harmonized System Committee (representing the Contracting Parties to the HS Convention), which examines policy matters, takes decisions on classification questions, settles disputes and prepares amendments to the Explanatory Notes. The HS Committee also prepares amendments updating the HS every 5 – 6 years.

Decisions concerning the interpretation and application of the Harmonized System, such as classification decisions and amendments to the Explanatory Notes or to the Compendium of Classification Opinions, become effective two months after the approval by the HS Committee. These are reflected in the amending supplements of the relevant WCO Publications #

Below is the listing of all the relevant sections of the HS Code and the list of commodities under each Section..
A.SECTION I: Live Animals; Animal Products
--Chapter 1 – Live animals
--Chapter 2 – Meat and edible meat offal
--Chapter 3 – Fish and crustaceans, molluscs and other aquatic
invertebrates
--Chapter 4 – Dairy produce; birds eggs; natural honey; edible
products of animal origin, not elsewhere specified or
included
--Chapter 5 – Products of animal origin, not elsewhere specified or
included
B.SECTION II: Vegetable Products
--Chapter 6 – Live trees and other plants; bulbs, roots and the like;
cut flowers and ornamental foliage
--Chapter 7 – Edible vegetables and certain roots and tubers
--Chapter 8 – Edible fruit and nuts; peel of citrus fruit or melons
--Chapter 9 – Coffee, tea, maté and spices
--Chapter 10 – Cereals
--Chapter 11 – Products of the milling industry; malt; starches;
inulin; wheat gluten
--Chapter 12 – Oil seeds and oleaginous fruits; miscellaneous
grains, seeds and fruits; industrial or medicinal
plants; straw and fodder
--Chapter 13 – Lac; gums, resins and other vegetable saps and
extracts
--Chapter 14 – Vegetable plaiting materials; vegetable products not
elsewhere specified or included
C.SECTION III: Animal or Vegetable Fats and Oils and Their Cleavage Products; Prepared Edible Fats; Animal or Vegetable Waxes
--Chapter 15 – Animal or vegetable fats and oils and their cleavage
products prepared edible fats; animal or vegetable
waxes
D.SECTION IV: Prepared Foodstuffs; Beverages, Spirits, And Vinegar; To***co and Manufactured To***co Substitutes
--Chapter 16 – Preparations of meat, of fish or of crustaceans,
molluscs or other aquatic invertebrates
--Chapter 17 – Sugars and sugar confectionery
--Chapter 18 – Cocoa and cocoa preparations
--Chapter 19 – Preparations of cereals, flour, starch or milk; bakers’
wares
--Chapter 20 – Preparations of vegetables, fruit, nuts or other parts
of plants
--Chapter 21 – Miscellaneous edible preparations
--Chapter 22 – Beverages, spirits and vinegar
--Chapter 23 – Residues and waste from the food industries;
prepared animal feed
--Chapter 24 – To***co and manufactured to***co substitutes
E.SECTION V: Mineral Products
--Chapter 25 – Salt; sulfur; earths and stone; plastering materials,
lime and cement
--Chapter 26 – Ores, slag and ash
--Chapter 27 – Mineral fuels, mineral oils and products of their
distillation; bituminous substances; mineral waxes
F.SECTION VI: Products of The Chemical or Allied Industries
--Chapter 28 – Inorganic chemicals; organic or inorganic
compounds of precious metals, of rare-earth metals,
of radioactive elements or of isotopes
--Chapter 29 – Organic chemicals
--Chapter 30 – Pharmaceutical products
--Chapter 31 – Fertilizers
--Chapter 32 – Tanning or dyeing extracts; dyes, pigments, paints,
varnishes, putty and mastics
--Chapter 33 – Essential oils and resinoids; perfumery, cosmetic or
toilet preparations
--Chapter 34 – Soap, organic surface-active agents, washing
preparations, lubricating preparations, artificial
waxes, prepared waxes, polishing or scouring
preparations, candles and similar articles, modeling
pastes, “dental waxes” and dental preparations with
a basis of plaster
--Chapter 35 – Albuminoidal substances; modified starches; glues;
enzymes
--Chapter 36 – Explosives; pyrotechnic products; matches;
pyrophoric alloys; certain combustible preparations
--Chapter 37 – Photographic or cinematographic goods
--Chapter 38 – Miscellaneous chemical products
G.SECTION VII: Plastics and Articles Thereof Rubber and Articles Thereof
--Chapter 39 – Plastics and articles thereof
--Chapter 40 – Rubber and articles thereof
H.SECTION VIII: Raw Hides and Skins, Leather, Fur skins And Articles Thereof; Saddlery and Harness; Travel Goods, Handbags and Similar Containers; Articles of Animal Gut (Other Than Silkworm Gut)
--Chapter 41 – Raw hides and skins (other than furskins) and
leather
--Chapter 42 – Articles of leather; saddlery and harness; travel
goods, handbags and similar containers; articles of
animal gut (other than silkworm gut)
--Chapter 43 – Furskins and artificial fur; manufactures thereof
I.SECTION IX: Wood and Articles of Wood; Wood Charcoal; Cork and Articles of Cork; Manufacturers of Straw, Of Esparto or Of Other Plaiting Materials; Basketware And Wickerwork
--Chapter 44 – Wood and articles of wood; wood charcoal
--Chapter 45 – Cork and articles of cork
--Chapter 46 – Manufactures of straw, of esparto or of other
plaiting materials; basketware and wickerwork
J.SECTION X: Pulp of Wood or Of Other Fibrous Cellulosic Material; Waste and Scrap of Paper or Paperboard; Paper and Paperboard and Articles Thereof
--Chapter 47 – Pulp of wood or of other fibrous cellulosic material;
waste and scrap of paper or paperboard
--Chapter 48 – Paper and paperboard; articles of paper pulp, of
paper or of paperboard
--Chapter 49 – Printed books, newspapers, pictures and other
products of the printing industry; manuscripts,
typescripts and plans
K.SECTION XI: Textile and Textile Articles
--Chapter 50 – Silk
--Chapter 51 – Wool, fine or coarse animal hair; horsehair yarn and
woven fabric
--Chapter 52 – Cotton
--Chapter 53 – Other vegetable textile fibers; paper yarn and woven
fabric of paper yarn
--Chapter 54 – Man-made filaments
--Chapter 55 – Man-made staple fibers
--Chapter 56 – Wadding, felt and nonwovens; special yarns, twine,
cordage, ropes and cables and articles thereof
--Chapter 57 – Carpets and other textile floor coverings
--Chapter 58 – Special woven fabrics; tufted textile fabrics; lace,
tapestries; trimmings; embroidery
--Chapter 59 – Impregnated, coated, covered or laminated textile
fabrics; textile articles of a kind suitable for
industrial use
--Chapter 60 – Knitted or crocheted fabrics
--Chapter 61 – Articles of apparel and clothing accessories, knitted
or crocheted
--Chapter 62 – Articles of apparel and clothing accessories, not
knitted or crocheted
--Chapter 63 – Other made up textile articles; sets; worn clothing
and worn textile articles; rags
L.SECTION XII: Footwear, Headgear, Umbrellas, Sun Umbrellas, Walking Sticks, Seat sticks, Whips, Riding-Crops and Parts Thereof; Prepared Feathers And Articles Made Therewith; Artificial Flowers; Articles Of Human Hair
--Chapter 64 – Footwear, gaiters and the like; parts of such articles
--Chapter 65 – Headgear and parts thereof
--Chapter 66 – Umbrellas, sun umbrellas, walking sticks, seatsticks,
whips, riding-crops and parts thereof
--Chapter 67 – Prepared feathers and down and articles made of
feathers or of down; artificial flowers; articles of
human hair
M.SECTION XIII: Articles of Stone, Plaster, Cement, Asbestos, Mica or Similar Materials; Ceramic Products; Glass and Glassware
--Chapter 68 – Articles of stone, plaster, cement, asbestos, mica or
similar materials
--Chapter 69 – Ceramic products
--Chapter 70 – Glass and glassware
N.SECTION XIV: Natural or Cultured Pearls, Precious or Semiprecious Stones, Precious Metals, Metals Clad with Precious Metal, And Articles Thereof; Imitation Jewelry; Coin
--Chapter 71 – Natural or cultured pearls, precious or semi-
precious stones, precious metals, metals clad with
precious metal and articles thereof; imitation
jewelry; coin
O.SECTION XV: Base Metals and Articles of Base Metal
--Chapter 72 – Iron and steel
--Chapter 73 – Articles of iron or steel
--Chapter 74 – Copper and articles thereof
--Chapter 75 – Nickel and articles thereof
--Chapter 76 – Aluminium and articles thereof
--Chapter 77 – (Reserved for possible future use)
--Chapter 78 – Lead and articles thereof
--Chapter 79 – Zinc and articles thereof
--Chapter 80 – Tin and articles thereof
--Chapter 81 – Other base metals; cermets; articles thereof
--Chapter 82 – Tools, implements, cutlery, spoons and forks, of
base metal; parts thereof of base metal
--Chapter 83 – Miscellaneous articles of base metal
P.SECTION XVI: Machinery and Mechanical Appliances; Electrical Equipment; Parts Thereof; Sound Recorders and Reproducers, Television Image and Sound Recorders and Reproducers, And Parts and Accessories of Such Articles
-Chapter 84 – Nuclear reactors, boilers, machinery and mechanical
appliances; parts thereof
-Chapter 85 – Electrical machinery and equipment and parts
thereof; sound recorders and reproducers,
television image and sound recorders and
reproducers, and parts and accessories of such
articles
Q.SECTION XVII: Vehicles, Aircraft, Vessels and Associated Transport Equipment
-Chapter 86 – Railway or tramway locomotives, rolling-stock and
parts thereof; railway or tramway track fixtures and
fittings and parts thereof; mechanical (including
electro-mechanical) traffic signalling equipment of
all kinds
-Chapter 87 – Vehicles other than railway or tramway rolling
stock, and parts and accessories thereof
-Chapter 88 – Aircraft, spacecraft, and parts thereof
-Chapter 89 – Ships, boats and floating structures
R.SECTION XVIII: Optical, Photographic, Cinematographic, Measuring, Checking, Precision, Medical or Surgical Instruments and Apparatus; Clocks and Watches; Musical Instruments; Parts and Accessories Thereof
-Chapter 90 – Optical, photographic, cinematographic,
measuring, checking, precision, medical or surgical
instruments and apparatus; parts and accessories
thereof
-Chapter 91 – Clocks and watches and parts thereof
-Chapter 92 – Musical instruments; parts and accessories of such
articles
S.SECTION XIX: Arms and Ammunition; Parts and Accessories Thereof
-Chapter 93 – Arms and ammunition; parts and accessories
thereof
T.SECTION XX: Miscellaneous Manufactured Articles
-Chapter 94 – Furniture; bedding, mattresses, mattress supports,
cushions and similar stuffed furnishings; lamps and
lighting fittings, not elsewhere specified or
included; illuminated sign illuminated nameplates
and the like; prefabricated buildings
-Chapter 95 – Toys, games and sports requisites; parts and
accessories thereof
-Chapter 96 – Miscellaneous manufactured articles
U.SECTION XXI: Works of Art, Collectors’ Pieces and Antiques
-Chapter 97 – Works of art, collectors’ pieces and antiques
V.SECTION XXII: Special Classification Provisions
-Chapter 98 – Special classification provisions

HS 2022, which is the seventh edition of the Harmonized System (HS) nomenclature used for the uniform classification of goods traded internationally all over the world, has been accepted by the all Contracting Parties to the Harmonized System Convention and shall come into force on 1 January 2022..

The new HS2022 edition makes some major changes to the Harmonized System with a total of 351 sets of amendments covering a wide range of goods moving across borders. Let's see how it goes...

12/05/2021

To our brother and sisters, happy festive season.

10/02/2021

24/11/2020

Beware 👉-Carriers struggle with container shortages while rollovers increase.

Carriers struggle to cope with equipment shortages as transshipment ports see an increase in October cargo rollovers,

cargo rollover :[

Strong demand for container shipping space on major trade lanes from Asia to Europe and North America saw cargo rollovers increase month-on-month in October as carriers struggled to keep ocean supply chains operating smoothly.

Overall container rollover ratios at leading transshipment ports rose to 28.5% last month, up from 26.9% in September and 22.2% in October 2019, according to Ocean Insights, the world’s leading real-time and predictive ocean container tracking data provider to forwarders and shippers.

The latest global container port rollover findings were compiled by analyzing Ocean Insights’ proprietary global container tracking data through to the end of October.

“This is supposed to be container shipping’s seasonal lull after the summer peak season, but on some trade lanes freight rates are near record levels and ships are still departing Asia full,” said Josh Brazil, Chief Operations Officer at Ocean insights.

“Container lines are trying their best to cope with critical box shortages in Asia but this is putting more pressure on operations and freight rates. Carriers also no longer have the option of adding more vessels to boost capacity – almost the entire global fleet is currently active.

“I think what we are seeing is that the cargo pipeline has maxed out ocean supply chain capacity and this is being reflected in heightened rollover levels which translates into more disruption for shippers and forwarders.”

Rollover Ratios By Major Port Hubs :-

Singapore, the world’s second largest container hub, saw its rollover ratio, calculated by Ocean Insights as the percentage of cargo arriving at the port for transshipment that was shipped on a different vessel than originally scheduled, increase to 31.1% in October from 30.2% in September. This compared to just 21.6% of cargo rolled in October 2019.

The Port of Tanjung Pelepas in Malaysia saw 24.6% of cargo rolled in October, up from 22.7% a month earlier, while Taiwan’s Kaohsiung saw its rollover ratio last month rise to 29.4% from 23.2% a month earlier.

Ningbo-Zhoushan, the world’s third largest container port in 2019 by throughput, was one of the worst performers in October with 43.5% of its cargo rolled, up from 30.1% a month earlier.

However, even though overall cargo rollovers at transshipment ports were up last month, some of the world’s leading box hubs also reported an improvement in carrier adherence to schedules.

24.6% of cargo was rolled at the port of Hong Kong in September but this fell to 23.9% last month but was still higher than the rollover ratio of 21.9% recorded in October 2019.

The Malaysia hub of Port Klang saw 27.9% of cargo rolled last month, down from 28.9% in September and 42.3% in August.

Dubai (Jebel Ali port) saw rollovers drop again last month, down to 27.6% from 31.8% in September and 34.9% in August.

Shanghai, the world’s largest container port, saw its rollover ratio improve to 22.8% last month, from 25.5% in September and 26.5% in August.

Busan Port, the world’s sixth largest box hub in 2019, also saw cargo rollovers fall last month, dropping to 27.1% from 30.4% a month earlier.

Rollover Ratios By Leading Container Lines :-

Reflecting the port data, most container lines saw their rollover ratios deteriorate last month.

Ocean Insights calculates the rollover ratio for carriers as the percentage of cargo carried by each line globally that left a transshipment port on a different vessel than originally scheduled.

MSC’s rollover ratio as calculated by Ocean Insights rose to 22.9% last month from 16.2% in September.

Maersk’s rollover ratio increased to 35.1% last month from 32.9% in September, while Hapag-Lloyd’s rollover ratio creeped up to 37.7% in October up from 34.2% a month earlier.

COSCO’s ratio increased to 26.4% last month from 23.7% in September, ONE’s ratio rose to 39.3% from 38.9% over the same period, while Evergreen’s rollover ratio was up to 31.8% last month from 25.9% in September.

Bucking the trend, CMA CGM‘s rollover ratio dropped from the substantial 40.6% and 45.8% recorded in September and August, respectively, to 31.4% last month.

Hamburg Sud also saw its performance improve last month with its cargo rollover ratio falling to 24.7% from 29.1% in September.