At ports or logistics hubs, thousands of containers in a wide range of colors—red, blue, yellow, gray—can be seen. But do these container colors mean anything, or are they simply for aesthetics? In this article, Lacco Logistics will help you decode the meaning and role of container colors in the global transport and logistics industry. Do container colors have meaning? Container colors are not randomly chosen. Besides branding purposes, color can also reflect usage, cargo type, or operating environment. Shipping line brand identity Many carriers choose specific signature colors to help identify their containers worldwide. For example: Maersk: light blue – a globally recognized brand color. CMA CGM: dark navy or white. ONE (Ocean Network Express): uniquely stands out with bright magenta pink. You can refer to some brands and shipping lines that have chosen distinctive colors for their standout containers below. Cargo classification or operational zones Some companies or ports classify containers by color to make them easily identifiable: Red: often used for containers carrying hazardous materials. White or light-colored: helps reflect heat – suitable for perishable goods (food, pharmaceuticals). Gray or olive green: commonly used for long-term storage or in harsh environmental conditions. How color affects container usage efficiency? Color is not just about branding—it impacts: Internal temperature: Light colors absorb less heat, crucial for containers carrying temperature-sensitive goods. Container maintenance: Dark colors may better hide dirt or surface scratches after long use. Does color affect customs or shipping procedures? From a legal and customs procedure perspective, the color of a container does not directly affect the clearance process. However: Some specialized containers, such as reefers (refrigerated containers) or tank containers (used for transporting liquids), often have distinctive colors for easy identification. In certain cases, authorities may prioritize inspecting containers with unusual colors if they suspect they contain high-risk goods. Classifying cargo based on container color can help individuals, import-export businesses, or logistics companies easily remember and distinguish cargo types. When combined with the container number, this color coding enhances quick identification across multiple shipments. As a result, it helps avoid confusion and facilitates smoother, more efficient handling and management of containers. Container color is more than a design choice. It reflects branding, functionality, operational environments, and sometimes helps ensure cargo safety during transit. If you’re looking for international freight solutions, customs clearance support, or container leasing, feel free to contact Lacco Logistics – your trusted logistics partner in Vietnam. For more information, please contact: - Email: info@lacco.com.vn - Hotline: 0906 23 55 99 - Website: https://lacco.com.vn

Incoterms 2020 are a set of rules published by the International Chamber of Commerce (ICC) that define the responsibilities of sellers and buyers in international trade transactions. These terms are widely used in international contracts to clarify which party is responsible for the costs and risks associated with shipping goods. The 2020 version is the latest update, reflecting changes in global trade practices and logistics. Key Points of Incoterms 2020 Main Changes from Incoterms 2010: DAT (Delivered at Terminal) has been replaced with DPU (Delivered at Place Unloaded) to clarify that the goods can be delivered at any place, not just a terminal. FCA (Free Carrier) now allows for an on-board bill of lading to be issued after the goods have been loaded on board the vessel, which is beneficial for sellers under letters of credit. Insurance Coverage: The terms CIF (Cost, Insurance, and Freight) and CIP (Carriage and Insurance Paid To) now have different minimum insurance coverage requirements. Under CIP, the insurance coverage has been increased to Institute Cargo Clauses (A) (All Risks), while CIF remains at Institute Cargo Clauses (C) (basic coverage). Classification of Incoterms: Rules for any mode of transport: EXW (Ex Works): The seller delivers when it places the goods at the disposal of the buyer at the seller's premises or another named place. The buyer bears all costs and risks involved in taking the goods from the seller's premises to the desired destination. FCA (Free Carrier): The seller delivers the goods to the carrier or another person nominated by the buyer at the seller's premises or another named place. CPT (Carriage Paid To): The seller pays for the carriage of the goods to the named place of destination. Risk transfers when the goods are handed over to the first carrier. CIP (Carriage and Insurance Paid To): Similar to CPT, but the seller also contracts for insurance cover against the buyer’s risk of loss or damage during the carriage. DAP (Delivered at Place): The seller delivers when the goods are placed at the disposal of the buyer on the arriving means of transport, ready for unloading at the named place of destination. DPU (Delivered at Place Unloaded): The seller delivers the goods and transfers risk to the buyer once the goods are unloaded at the named place of destination. DDP (Delivered Duty Paid): The seller is responsible for delivering the goods to the buyer, cleared for import, and all applicable duties and taxes paid. Rules for sea and inland waterway transport: FAS (Free Alongside Ship): The seller delivers when the goods are placed alongside the vessel nominated by the buyer at the named port of shipment. The risk transfers to the buyer when the goods are alongside the ship. FOB (Free On Board): The seller delivers the goods on board the vessel nominated by the buyer at the named port of shipment. Risk transfers when the goods are on board the vessel. CFR (Cost and Freight): The seller pays for the carriage of the goods to the named port of destination. Risk transfers when the goods are on board the vessel at the port of shipment. CIF (Cost, Insurance and Freight): Similar to CFR, but the seller also contracts for insurance cover against the buyer’s risk of loss or damage during the carriage. Considerations: Insurance: Not all Incoterms require the seller to provide insurance (e.g., FOB, CFR), so it’s crucial to understand who bears the risk and whether insurance is needed. Risk Transfer: Incoterms clearly define the point at which the risk transfers from the seller to the buyer, which can vary depending on the chosen term. Costs: Incoterms determine who is responsible for various costs, including transport, insurance, and duties, which should be considered when negotiating a contract. These terms are essential for international trade, helping to reduce misunderstandings and disputes by clearly defining the obligations of each party in a transaction.

In an update to customers Maersk said the complexity of the situation in the Red Sea had increased in recent months. “To safeguard our crew, vessels, and your cargo, we are rerouting around the Cape of Good Hope for the foreseeable future. However, the risk zone has expanded, and attacks are reaching further offshore,” Maersk said. The Houthi have been targeting ships in a wide swathe of the Gulf of Aden and Indian Ocean and last week fired on the 15,000TEU containership MSC Orion some for 400 nm south of Yemen. As a result of the widening of the risk zone the Danish line says it has had to lengthen diversions increasing both transit times and costs. Fuel costs are up some 40% per voyage and the company said charter rates were three times higher with vessels being fixed for five years as owners lock in high rates during a tight market. “The knock-on effects of the situation have included bottlenecks and vessel bunching, as well as delays and equipment and capacity shortages. We estimate an industry wide capacity loss of 15-20% on the Far East to North Europe and Mediterranean market during Q2,” Maersk said. Given the shortage of equipment the company has so far leased an additional 125,000 containers. The situation could well get worse with the Houthi in Yemen now threatening vessels in the East Mediterranean Sea that are calling Israeli ports. The threat is seen as credible in terms of Houthi weapons range. Israel has also now started targeted strikes on Rafah in Southern Gaza which the Houthi warned would see it extending its targeting to all ships from a company that has any vessels calling in Israel. Despite the increased threats from the Houthi the last few days have been relatively quiet in terms of activity. US Central Command reported that it shot down one uncrewed air system over the Red Sea on 6 May. While most top container lines are avoiding the Red Sea and the Suez Canal many smaller lines continue to risk the transit. Analyst Linerlytica reported that over 90 box ship transits had been made of the narrow Bab-el-Mandeb straits in the Southern Red Sea since 1 April. The most transits – 12 – were made by Singapore-headquartered SeaLead Shipping, followed by eight from Chinese carrier New New Shipping. Of the top tier lines only CMA CGM is transiting the Red Sea on selected voyages where it assesses the risk on a vessel-by-vessel basis. The French line has made four Red Sea transits since the beginning of April according to Linerlytica. Source: https://www.seatrade-maritime.com/containers/maersk-continue-avoiding-red-sea-foreseeable-future

What do Customs Documents for domestic enterprises renting or borrowing equipment, machinery and moulds or models from export processing enterprises in Vietnam comprise?- Question from Thanh Hien (Binh Duong). What do Customs Documents for domestic enterprises renting or borrowing equipment, machinery and moulds or models from export processing enterprises in Vietnam comprise? Pursuant to Clause 1, Article 50 of Decree 08/2015/ND-CP as amended by Clause 23, Article 1 of Decree 59/2018/ND-CP stipulating customs dossiers for temporarily imported equipment, machinery and moulds or models - re-export as follows:Customs Documents for temporary importation - re-exportation of equipment, machinery, heavy equipment, means of transportation, moulds or models.a. A customs declaration issued by the Ministry of Finance.b. Transportation document, if cargos are conveyed by means of sea, air or rail transport: 01 copy.c. Import permit; a written announcement of the result of specialized inspection according to the relevant laws: 01 original.According to this Article in Vietnam, customs dossiers for domestic enterprises renting or borrowing equipment, machinery and moulds or models from export processing enterprises include:+) The customs declaration according to the form;+) Transport documents in case goods are transported by sea, air or railway;+) Import license, written notification of specialized inspection results in accordance with relevant laws. What are Customs Documents for export processing enterprises that lease or lend equipment, machinery and moulds or models to domestic enterprises in Vietnam? According to Official Letter 300/TCHQ-GSQL in 2023 on export processing enterprises leasing or borrowing machinery, equipment and moulds or models issued by the General Department of Customs, the instructions are as follows:The General Department of Customs provides guidance on customs procedures and tax policies applicable to EPE activities for domestic enterprises to rent or borrow machinery, equipment and moulds or models as follows: 1. In case an EPE leases or lends machinery, equipment and moulds or models to a domestic enterprise to serve the export processing activities of the EPE in accordance with the objectives stated in the Investment Registration Certificate or written certification of a competent investment registration agency (in case the issuance of an Investment Registration Certificate is not required): About customs procedures EPEs carry out procedures for temporary export, domestic enterprises carry out procedures for temporary import; After the lease or loan contract is terminated, the domestic enterprise shall carry out re-export procedures, and the export processing enterprise shall carry out procedures for re-importing the leased or borrowed goods.Pursuant to Clause 2, Article 50 of Decree 08/2015/ND-CP as amended by Clause 23, Article 1 of Decree 59/2018/ND-CP stipulating customs dossiers for temporary exportation - re-exportation of equipment, machinery, heavy equipment, means of transportation, moulds or models as follows: 2. Customs Documents regarding the temporary exportation - re-exportation of equipment, machinery, heavy equipment, means of transportation, moulds or models: a. A customs declaration issued by the Ministry of Finance b. Export permit, a written announcement of the result of specialized inspection according to the relevant laws: 01 original.Based on the above provisions in Vietnam, a customs document for an export processing enterprise that leases or lends equipment, machinery and moulds or models to domestic enterprises includes: +) The customs declaration according to the form; +) Export license, written notification of specialized inspection results in accordance with relevant laws. Are domestic enterprises renting or borrowing machinery, equipment and moulds or models from export processing enterprises subject to VAT in Vietnam? Pursuant to Clause 20, Article 5 of the Law on Value-Added Tax 2008, stipulates that objects are not subject to VAT as follows: - Goods transferred out of border gate or transited via the Vietnamese territory; goods temporarily imported for re-export; - Goods temporarily exported for re-import; - Raw materials imported for the production or processing of goods for export under contracts signed with foreign parties; - Goods and services traded between foreign countries and non-tariff areas and between non-tariff areas. In Official Letter 300/TCHQ-GSQL in 2023 on export processing enterprises leasing or borrowing machinery, equipment and moulds or models issued by the General Department of Customs, the instructions are as follows: Regarding VAT Domestic enterprises that hire or borrow to register customs declarations in the form of temporary import for re-export are not required to pay VAT because goods temporarily imported for re-export are not subject to VAT. In case the lease or loan term has expired but the domestic enterprise continues to use it or does not re-export, the domestic enterprise must carry out procedures for changing the purpose of use and declare and pay VAT together with import tax on the new customs declaration as prescribed in Clause 12, Article 1 of Decree No. 59/2018/ND-CP dated April 20, 2018 of the Government. In the process of using leased or borrowed goods, which are damaged and cannot be re-exported, must be destroyed, and have undergone destruction procedures as prescribed by law, domestic enterprises are not required to declare pay VAT on these rented or borrowed goods. Thus, domestic enterprises that hire or borrow machinery, equipment and moulds or models from export processing enterprises that register customs declarations in the form of temporary import for re-export are not required to pay VAT on goods temporarily imported for re-export or exports are not subject to VAT in Vietnam. Do domestic enterprises have to declare and pay import tax when renting or borrowing machinery, equipment, and moulds or models from export processing enterprises in Vietnam? In Official Letter 300/TCHQ-GSQL in 2023 on export processing enterprises leasing or borrowing machinery, equipment and moulds or models issued by the General Department of Customs, the instructions are as follows: About tax policy Domestic enterprises must declare and pay import tax when carrying out temporary import procedures and are not entitled to a refund of paid import tax when carrying out re -export procedures. Import tax calculation value for leased or borrowed goods complies with the provisions of Clause 9 Article 1 of Circular 60/2019/TT-BTC of the Ministry of Finance. In case a domestic enterprise imports machinery and equipment as agreed in the processing contract to perform the processing contract, the domestic enterprise is exempt from import tax as prescribed at Point c, Clause 1, Article 10 of Decree No. 134/2016/ND-CP dated September 1, 2016 of the Government. According to this Article in Vietnam, domestic enterprises must declare and pay import tax when renting or borrowing machinery, equipment, and moulds or models from export processing enterprises when carrying out procedures for temporary import and are not entitled to a refund of the paid import tax upon implementation. carry out re-export procedures.

The Red Sea crisis sent ocean freight rates from the Far East to the US spiralling by more than 150%, but there appears to be some relief on the horizon for shippers. The latest data released by Xeneta indicates a peak may have been reached after spot rates from the Far East into the US declined slightly since the last round of General Rate Increases (GRIs) were implemented at the start of February. Into the US East Coast, rates have fallen slightly from USD$6260 per FEU (40ft container) on 1 February to US$6100 on 15 February. Rates on the West Coast have declined from US$4730 per FEU to US$4680 in the same period. Xeneta – the leading provider of ocean and air freight rate benchmarking and intelligence – calls upon more than 400 million crowdsourced data points and early indications suggest a further softening of the market in the next 10 days. While a weakening market will be welcomed by US importers, the impact of the crisis is far from over with spot rates remaining 145% up into the US East Coast compared to 14 December and 185% into the US West Coast. "Unlike during Covid-19 when disruption continued to wreak havoc, shippers and carriers now know what they are dealing with in terms of ships being diverted around Africa to avoid the Suez Canal. Rates are still elevated so the impact of this crisis is far from over - and the situation can still change at any moment - but perhaps some semblance of order has been restored," stated Emily Stausbøll, Xeneta Market analyst. Crunch time for the market ahead of contract negotiations with US shippers. The TPM24 industry summit taking place in Long Beach California at the start of March will act as the starting gun for negotiations between ocean freight carriers and US shippers for new contracts, so the next few weeks are crunch time for the market. Stausbøll stated: "Carriers will be doing everything within their power to keep rates elevated for when they enter negotiations with US shippers for new contracts. "However, Xeneta data suggests this will prove difficult and it is likely rates will decrease further in the next 10 days, as we have already seen happen on trades from the Far East into Europe. "If carriers are looking for reasons for optimism, it may be found in the ending of Lunar New Year celebrations, which will see an increase in volumes out of the Far East and the potential for upward pressure on rates. "Either way, the next few weeks is crunch time for both ocean freight carriers and shippers and could define their fortunes for the rest of 2024."

The handysize bulk carrier, Rubymar, flagged in Belize, eventually foundered early on Saturday morning two weeks after being struck by a Houthi-fired anti-ship ballistic missile on February 18. Deatil: Red Sea struck by three new risks as Rubymar sinks The 1997-built, 32,211dwt vessel, originally built in Japan, was carrying a 21,000-tonne cargo of ammonium phosphate sulphate fertiliser at the time of the strike, which initially flooded the engine room. The 24-man crew were subsequently evacuated but the waters around the Bab el Mandeb Strait were deemed too dangerous to send salvage personnel. According to a statement issued by US military Central Command in Florida on Saturday, the sunken vessel now presents a navigational hazard to shipping. Experts have also warned that the oil slick created by the ship’s fuel oil and previously reported by the US military as extending over 29 kilometres, could get worse. Meanwhile, others warn that the bulker’s cargo of fertiliser could cause significant harm to the unique under-sea eco-system of the Red Sea, home to 300 species of coral and 2,100 types of fish, some of which are unique to these waters. Although the ship is widely reported to have been owned by interests in the UK, specifically Golden Adventure Shipping SA of an address in Southampton, this appears unlikely, and details of the ship’s ownership remain opaque. Its manager, GMZ Ship Management Company SA, is based in Lebanon and it is reported that brokers representing the company have signed a Lloyd’s Open Form salvage contract. However, Seatrade Maritime News understands that neither salvage companies operating within the region, nor potential ports of refuge, would agree to come to the stricken vessel’s assistance. Meanwhile, the Iran-backed Houthis said they would resist salvage efforts unless humanitarian aid were sent to Gaza. The bulk carrier is understood to have loaded her cargo in the United Arab Emirates and was destined for Bulgaria. Unsurprisingly, her insurance arrangements remain unclear. Source: seatrade-maritime.com/