Red Sea crisis may disrupt global shipping
Red Sea crisis may disrupt global shipping,
Red Sea,
▍Vietnam MIC Certification
Circular 42/2016/TT-BTTTT stipulated that batteries installed in mobile phones, tablets and notebooks are not allowed to be exported to Vietnam unless they are subjected to DoC certifctaion since Oct.1,2016. DoC will also be required to provide when applying Type Approval for end products (mobile phones, tablets and notebooks).
MIC released new Circular 04/2018/TT-BTTTT in May,2018 which stipulates that no more IEC 62133:2012 report issued by overseas accredited laboratory is accepted in July 1, 2018. Local test is necessity while applying for ADoC certificate.
▍Testing Standard
QCVN101：2016/BTTTT（refer to IEC 62133：2012)
▍PQIR
The Vietnamese government issued a new decree No. 74/2018 / ND-CP on May 15, 2018 to stipulate that two types of products imported into Vietnam are subject to PQIR (Product Quality Inspection Registration) application when being imported to Vietnam.
Based on this law, the Ministry of Information and Communication (MIC) of Vietnam issued the official document 2305/BTTTT-CVT on July 1, 2018, stipulating that the products under its control (including batteries) must be applied for PQIR when being imported into Vietnam. SDoC shall be submitted to complete the customs clearance process. The official date of entry into force of this regulation is August 10, 2018. PQIR is applicable to a single import to Vietnam, that is, every time an importer imports goods, he shall apply for PQIR (batch inspection) + SDoC.
However, for importers who are urgent to import goods without SDOC, VNTA will temporarily verify PQIR and facilitate customs clearance. But importers need to submit SDoC to VNTA to complete the entire customs clearance process within 15 working days after customs clearance. (VNTA will no longer issue the previous ADOC which is only applicable to Vietnam Local Manufacturers)
▍Why MCM?
● Sharer of Latest Information
● Co-founder of Quacert battery testing laboratory
MCM thus becomes the sole agent of this lab in Mainland China, Hong Kong, Macau and Taiwan.
● One-stop Agency Service
MCM, an ideal one-stop agency, provides testing, certification and agent service for clients.
The Red Sea is the only way for ships to travel between the Atlantic and Indian Oceans. It is located at the junction of the two continents of Asia and Africa. Its southern end connects the Arabian Sea and the Indian Ocean through the Bab el-Mandeb Strait, and its northern end connects with the Mediterranean Sea and the Atlantic Ocean through the Suez Canal. The route through the Bab el-Mandeb Strait, the Red Sea and the Suez Canal is one of the busiest shipping routes in the world. The Suez Canal should currently be the largest transportation artery in the world, especially when the Panama Canal is currently facing severe water shortages and reduced navigation capacity. As the main navigation channel for Asia-Europe, Asia-Mediterranean, and Asia-Eastern United States routes, the Suez Canal, its impact on global trade and shipping is increasingly important. According to the Neue Zürcher Zeitung, approximately 12% of global cargo transportation passes through the Red Sea and Suez Canal.
Since the outbreak of a new round of Palestinian-Israeli conflict, Yemen’s Houthi armed forces have frequently launched missile and drone attacks on Israel on the grounds of “supporting Palestine” and have continuously attacked ships “associated with Israel” in the Red Sea. In view of the increasingly frequent news of commercial ships being attacked near the Red Sea-Mandeb Strait, many shipping giants around the world – Swiss Mediterranean, Danish Maersk, French CMA CGM, German Hapag-Lloyd, etc. have announced to avoid the Red Sea route. As of December 18, 2023, the world’s top five international shipping companies have announced the suspension of sailings on the Red Sea-Suez waterway. In addition, COSCO, Orient Overseas Shipping (OOCL) and Evergreen Marine Corporation (EMC) also said that their container ships will suspend sailings in the Red Sea. At this point, the world’s major container shipping companies have started or are about to suspend sailings on the Red Sea-Suez route.
The Red Sea crisis has restricted bookings on all westbound routes in East Asia, including to the Middle East, Red Sea, North Africa, Black Sea, eastern Mediterranean, western Mediterranean and northwest Europe.The common problem currently faced, in addition to rising costs, is the lack of space. Shipping company capacity is tight, ocean freight has skyrocketed, and the huge gap in empty containers has resulted in a large number of dangerous goods (containing lithium battery cargo) being refused bookings. Priority is given to general cargo on board. Shipping lines have begun requiring cargo originally destined for the Red Sea to be rerouted around the Cape of Good Hope. This means that the original freight consignment needs to be adjusted and the transportation time needs to be extended.
If the customer does not agree to the diversion, they will be asked to empty the cargo and return the container. If the container remains occupied, additional charges for extended use must be paid. It is understood that an additional US$1,700 will be charged for every 20-foot container, and an additional US$2,600 will be charged for every 40-foot container.
