FAQs

Everything you need to know about our services and regulation.
The data that our reefer equipment records is confidential and for SCJ internal eyes only. However, customers are more than welcome to place their own data recorder in with the cargo. In these instances placement is crucial to the accuracy of information and we would recommend the use of more than one such recorder.

This is entirely dependent on the specific nature of the hazardous cargo. There are some consignments we will not carry, either on legal, ethical or environmental grounds. Contact us for further clarification.

If your cargo is not one of those prohibited, then we will be happy to transport it. We have experienced teams all over the world that can help you through the whole shipping process. Our global chemical support department (based in Antwerp), meanwhile, is on hand to ensure that your shipment meets the stringent compliance requirements of the International Maritime Dangerous Goods Code. They can also deal with any contingency along the way.

Yes. We can coordinate this process at your origin port or nearby depots.
Yes. In these circumstances SCJ dehumidifies its standard containers before transit to ensure they are suitable for transporting food-stuffs.
Yes. We’ve put together a comprehensive stuffing guide that details best practice when it comes to packing your container – both for dry vans and refrigerated containers.
When you book the shipping of your breakbulk or out-of-gauge cargo with SCJ, we can arrange the transport on your behalf – whether through our own intermodal services, other suppliers or a combination of both. This will be determined by your own preferences as well as the availability of transport services at either port.
When you book the shipping of your breakbulk or out-of-gauge cargo with SCJ, we can arrange the transport on your behalf – whether this is using our own intermodal services, other suppliers or a combination of both. This will be determined by your own preferences as well as the availability of transport services at either port.

Yes. We have an extensive containers including 20’, 40’ and high cube boxes. Click here for Container Type Guide.

Yes. With our extensive road and rail networks combined with our outstanding port coverage SCJ can provide optimised routing – loading and unloading closer to your point of origin/destination. This way we minimise the time, money and carbon footprint of the inland transport leg of the journey.
No, not necessarily. The specialist equipment and/or stevedoring skills required to safely load and unload certain outsized cargoes are not available in every port around the world. For further information please contact with us for advice and scheduling information.
No. We’re always happy to talk to customers directly, discuss their needs and process their bookings by email or over the phone. INTTRA simply provides another means by which customers can make their bookings.
No, in countries where it is geographically appropriate (the USA, for example), we will also use barges to ensure the optimum routing of customers’ cargo.

Importing private and personal effects can be stressful and time consuming. There are lots of HMRC formalities involved in this type of import which can be confusing and can result in further charges being incurred. SCJ’s in-house experts are fully trained in handling shipments of this nature.

We can offer guidance throughout the process, ensuring that your household goods or vehicles reach you with minimal delay. We can provide a dedicated point of contact who will oversee every part of the shipping process, including quotation, clearance and delivery, and will also provide you with any forms required by HMRC and will even help you complete them if you’re uncertain about how to do so.

Our transport operations departments can monitor your container’s progress throughout its journey. Simply contact us and we will provide you with all the information you need.
Whilst on terminals and vessels our engineers will manually attend at least three times each day.
Whilst quayside and on vessels, the equipment is plugged into the port’s/vessel’s own power supply. The container’s temperature and conditions are set according to customer requirements.
Each piece of outsized cargo is treated as a bespoke transport and assessed on its individual characteristics – there’s no such thing as a standard tariff. Factors affecting the cost include: size and weight (which influence equipment, transport and stevedoring requirements), consignment value and geographical trade lane.

The time taken to clear goods is dependent on certain information provided to Customs on the import declaration. Upon arrival into the UK, for example, UK Customs (HMRC) will assign a ‘route’ to the entry. Below is a list of the most common routes, and the approximate time it takes for clearance to be issued.

Route 1 – This is a full documentation check whereby customs require sight of original paperwork for a detailed check of the declaration, this can take up to three working hours to clear. The time starts when customs receive your paperwork.

Route 2 – This is a customs examination as well as document check. Customs require original paperwork before they request the container be presented and out-turned for examination. There is no time limit allocated to this routing as customs rely on the port service providers to present the container.

Route 3 – This route sees clearance being given within approximately 10 minutes. Customs still require us to present original paperwork within 24 hours. Although this type of clearance can be issued within 10 minutes we request customers allow one hour for clearance to be issued.

Route 4 – Instant clearance pending funds being in place for Duty and VAT. Usually clearance is issued within 10 minutes of the declaration being accepted. Customs do not require presentation of any documentation.

When it comes to potentially dangerous hazardous cargo, each container SCJ transports will be treated as a bespoke shipment. Factors influencing the ocean freight will include the nature of the cargo itself, any special stowage requirements, its weight, the specific trade zone in which it is to be shipped and whether there are any existing contracts or relationships in place.
Unless you are loading at a cold-store, which is the identical temperature to our reefer, then there is little point in pre-cooling; in fact, it can actually have an adverse effect. If warm ambient air hits a cold surface this creates condensation – this can then drip onto your cargo/packaging causing frost and staining.
With a reasonable amount of notice, we will always do our best to accommodate this sort of request. Check with our customer service officer for the cut-off point for such requests (e.g. 12pm the day prior to the day of delivery).

There’s really no such thing. The physical size of a piece of out-of-gauge cargo is only one consideration when assessing how to transport it most safely and efficiently. As such, there aren’t actually any maximum dimensions. Every single load is approached as a bespoke operation, assessed on an individual basis. Contact your local MSC office to discuss your requirements.

The rate of duty applicable will be dependent on the commodity code of the goods you wish to import and the country of origin. Please contact us for more informations.
We have an extensive inventory of specialist chassis and trailers, including: rigid trailers, flatbeds, tippers, low loaders, container-lift trailers and gen-set trailers. This complements our specialist platform, flatrack, high cube and open-top containers.

When trading internationally, you will need the correct commodity code for your goods so customs declarations can be completed accurately. The code is a ten-digit number for imports from outside the EU. Once you know the commodity code, you can look up other important information such as duty rates and any import or export restrictions.

PTI stands for Pre-Trip Inspection. This inspection involves ensuring the equipment is in a sound condition, meeting ISO standards, is cleaned to meet the intended cargo requirements, and is fully operational for the journey ahead.

An EORI number is a number, unique throughout the European Community, assigned by a customs authority in a Member State to economic operators (businesses) or persons. By registering for customs purposes in one Member State, an Economic Operator (EO) is able to obtain an EORI number which is valid throughout the Community. The EO will then use this number in all communications with any EC customs authorities where a customs identifier is required for example customs declarations.

Please click here for more information about EORI.

EDI is the Electronic Data Interchange – this is a system of direct information connectivity between MSC and a selection of customers that book shipments across multiple trade lanes. It is a two-way secure link that allows for information to be exchanged instantly between systems. This facilitates bookings, status updates, schedules, accounting information, booking reservations and notifications. The system helps reduce costs and maximise efficiencies through accelerated processes and a minimal need for manual intervention.

Describing itself as an ‘e-marketplace’ for ocean shipping, INTTRA is an online portal providing a range of operational, strategic and data provision services for organisations looking to find and book the international transit of cargo. Its development, in which MSC invested both time and money, was prompted by the desire to streamline the online sea freight booking process.

Its ship management services include:

  • Shipment Management
  • Ocean Schedules
  • Cargo Insurance
  • Container Booking
  • Shipping Instructions
  • Shipping Order
  • Bill of Lading
  • e-Invoicing

Our refrigerated container equipment can maintain temperatures between -25.0c – +30.0c. However, for some commodities for which lower temperatures are required (such as ice cream) we can go to -28.0c.

If the item or items to be transported are too large to fit inside a standard container, it is deemed to be ‘out of gauge’ (OOG). Such cargo might require an open top container, platform or flatrack.

If, however, the cargo is too big to be loaded onto a single flatrack, it is termed as ‘breakbulk’ or project cargo. Typically we have to load this type of cargo across multiple flatracks on the deck of a vessel.

The role of Customs is extremely varied, ranging from checking of documents for accuracy to physical examination of cargo and preventative controls to check on the movement of drugs etc.

Their remit includes:

  • Controlling the movement of imports and exports.
  • Collecting revenue from traders on imported goods.
  • Protecting society from prohibited or explicit materials.
  • Acting on behalf of other government departments with import/export trade.
  • Undertaking law enforcement where necessary.
SCJ has provided secure transport for rare and precious cargoes for many years. However, due to the bespoke nature of this service, such cargo is subject to application.