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About Us

Founded in 2014, SS Maju Global Logistics (M) Sdn Bhd (SS Maju) provides cutting edge solution to the logistics industry. As the global dimension of logistics management becomes increasingly prominent, SS Maju prides itself in growing leaps and bounds in the short few years since its inception.

Deeply entrenched in the belief that we are a family, not a workforce, and the values of trust, accountability, and responsibility, SS Maju’s work culture is a unique one that offers best-in-class technology, providing innovative solutions to our customers to fit the needs of a rapidly changing global environment.

SS Maju strives to be a worthy business partner by continually reinvesting in our innovative technology, augmenting our robust networks and developing our skills-set.

"We only succeed when our customers succeed, and we are fully dedicated to making the logistics chain process simple, efficient and cost-effective."

To facilitate this global movement of goods, we are a member of Global Logistics Network (GLN). Founded in 2003, GLN is an umbrella organisation that encompasses leading independently owned and operated companies worldwide that specialise in the logistics industry – including freight forwarders, transportation intermediaries and associated companies – all working together in a network environment

Our Services

Vision Statement

SS Maju is goal-oriented organisation and our intention is to become one of Asia Pacific's leading logistics solutions providers.

Vision Statement

Mission Statement

We believe in being 100% accountable to our clients and stakeholders. As we expand our role of being a logistics partner for companies all over the world, our core values remain unchanged - to become a global logistics provider respected for delivering world-class service.

To achieve this and meet our goals, we proactively seek new possibilities and one important way for us to do this is by attracting and retaining the best talents in the logistics industry.

Our Values

  • Adhering to procedures

    Comprehensive procedures demonstrate due diligence on our part to ensure operational procedures and timelines are met while simultaneously adhering to international legal requirements.

  • Deep-rooted values

    Our core values are integral in internal decision-making processes – we stand behind the quality of our service, and the constant needs for us to renovate and innovate on our operational processes.

  • Developing the right attitude to our service

    Customer satisfaction is paramount to us and we are constantly engaging our customers on various levels and touch points to ensure a seamless process from end to end.

These three pillars are crucial to the way we operate. We focus on opportunities, not restrictions and the best way to do this is by a fresh approach to logistics solutions and thinking out of the box.

Local Presence while Leveraging on Global Partnerships

SS MAJU is proud to be a full-fledged member of the Global Logistics Network (GLN).

"Collaboration is important not just because it's a better way to learn. The spirit of collaboration is penetrating every institution and all of our lives. So learning to collaborate is part of equipping yourself for effectiveness, problem solving, innovation and life-long learning in an ever-changing networked economy." - Don Tapscott
About GLN

Founded in 2003, GLN is an umbrella organisation that encompasses leading independently owned and operated companies worldwide that specialise in the logistics industry - including freight forwarders, transportation intermediaries and associated companies - all working together in a network environment.

Today, GLN has a global presence that spans 596 Offices in 309 Cities in 119 Countries. With combined Annual Revenues of USD 9.5 Billion and 27,675 experienced and capable staff handling over 3 million shipments per year, GLN is larger in size than many multi-national forwarders and integrators.

The purpose and objectives of GLN are to:

  • Act as a worldwide umbrella network of selected members who cooperate under established standards, actively promote and support each other in the handling of profitable freight forwarding, logistics, customs brokerage and related services by the pooling of sales, operational and financial resources.
  • Empower members with the capability to meet customers "Critical Success Factors" so that they may effectively compete with multi-nationals and integrators using innovative marketing and IT initiatives.
  • Embrace a GLN global branding culture for the purpose of RFQ/RFP opportunities.
  • Attract and maintain members who are the leaders in their own local markets with a global vision mentality; that maintain and surpass client satisfaction with a reputable status aligned with the highest integrity and service commitment versus accepted industry standards.
  • Provide "value added facilities" to benefit members, maintain and promote the use of the GLN website to aid and assist the development of new business and to provide any other additional initiatives to benefit members through the "Power of One" philosophy.
  • Develop a member-responsive network that will cooperate and develop a dynamic synergy, operational integrity and efficiencies with financial stability on a non-exclusive basis.
  • Promote a network methodology that adheres to a philosophy of on-going and continuous quality improvement.

Our Services

As specialists in logistics, we understand the processes that will ultimately make your business smoother and more effective. Whether it's a standard cargo move or a complex sea-to-air or air-to-sea shipment, our airfreight support and operations team are always on hand to help and guide.

Long term business relationships are important to us, as such we pride ourselves in offering cost effective services are we are cognisant of the impact this has on our client’s bottom line.

 
Air Freight

We provide competitive global rates for export and import shipments and we are back with a network reach to handle origin to destination support and execution.

 
Sea Freight

We provide competitive global rates for export and import shipments and we are back with a network reach to handle origin to destination support and execution.

 
Warehousing Packing and Consolidation

While in transit, your cargo is securely housed in a 10,000 square feet high security facility, which is equipped with the latest technology.

 
Customs Broker

Our personnel have undergone the necessary training and are licensed under Akademi Kastam Diraja Malaysia.

 
Bulk and Oversized Shipments

Our dedicated warehouse facilities enable us to offer customized, industry-specific warehousing solutions for customers regardless the size of the shipment.

Incoterms

An incoterm represents a universal term that defines a transaction between importer and exporter, so that both parties understand the tasks, costs, risks and responsibilities, as well as the logistics and transportation management from the exit of the product to the reception by the importing country. Incoterms are all the possible ways of distributing responsibilities and obligations between two parties. It is important for buyer and seller to pre-define the responsibilities and obligations for transport of the goods.

Learn More

INCOTERMS

Ex Works (EXW)

Can be used for any transport mode, or where there is more than one transport mode

This rule places minimum responsibility on the seller, who merely has to make the goods available, suitably packaged, at the specified place, usually the seller’s factory or depot.

The buyer is responsible for loading the goods onto a vehicle (even though the seller may be better placed to do this); for all export procedures; for onward transport and for all costs arising after collection of the goods.

In many cross-border transactions, this rule can present practical difficulties.

Specifically, the exporter may still need to be involved in export reporting and clearance processes, and cannot realistically leave these to the buyer. Consider Free Carrier (seller’s premises) instead.

Other things to watch for. Although the seller is not obliged to load the goods, if the seller does so, this is at the buyer’s risk!

Free Carrier (FCA)

Can be used for any transport mode, or where there is more than one transport mode. A very flexible rule that is suitable for all situations where the buyer arranges the main carriage

For example:

  • Seller arranges pre-carriage from seller’s depot to the named place, which can be a terminal or transport hub, forwarder’s warehouse etc. Delivery and transfer of risk takes place when the truck or other vehicle arrives at this place, ready for unloading – in other words, the carrier is responsible for unloading the goods. (If there is more than one carrier, then risk transfers on delivery to the first carrier.)
  • Where the named place is the seller’s premises, then the seller is responsible for loading the goods onto the truck etc. NB this is an important difference from Ex Works EXW

In all cases, the seller is responsible for export clearance; the buyer assumes all risks and costs after the goods have been delivered at the named place.

FCA is the rule of choice for containerised goods where the buyer arranges for the main carriage.

Carriage Paid To (CPT)

Can be used for any transport mode, or where there is more than one transport mode.

The seller is responsible for arranging carriage to the named place, but not for insuring the goods to the named place. However delivery of the goods takes place, and risk transfers from seller to buyer, at the point where the goods are taken in charge by a carrier

Terminal Handling Charges (THC) are charges made by the terminal operator. These charges may or may not be included by the carrier in their freight rates – the buyer should enquire whether the CPT price includes THC, so as to avoid surprises.

The buyer may wish to arrange insurance cover for the main carriage, starting from the point where the goods are taken in charge by the carrier – NB this will not be the place referred to in the Incoterms rule, but will be specified elsewhere within the commercial agreement

Carriage and Insurance Paid To (CIP)

Can be used for any transport mode, or where there is more than one transport mode. The seller is responsible for arranging carriage to the named place, and also for insuring the goods.

As with CPT, delivery of the goods takes place, and risk transfers from seller to buyer, at the point where the goods are taken in charge by a carrier

Things to watch for. Terminal Handling Charges (THC) are charges made by the terminal operator. These charges may or may not be included by the carrier in their freight rates – the buyer should enquire whether the CPT price includes THC, so as to avoid surprises.

Although the seller is obliged to arrange for insurance for the journey, the rule only requires a minimum level of cover, which may be commercially unrealistic. Therefore the level of cover may need to be addressed elsewhere in the commercial agreement

Delivered at Terminal (DAT)

Can be used for any transport mode, or where there is more than one transport mode. The seller is responsible for arranging carriage and for delivering the goods, unloaded from the arriving conveyance, at the named place.

Risk transfers from seller to buyer when the goods have been unloaded.

‘Terminal’ can be any place – a quay, container yard, warehouse or transport hub.

The buyer is responsible for import clearance and any applicable local taxes or import duties.

Things to watch for:

The place for delivery should be specified as precisely as possible, as many ports and transport hubs are very large.

A useful rule, well suited to container operations where the seller bears responsibility for the main carriage.

Delivered at Place (DAP)

Can be used for any transport mode, or where there is more than one transport mode.

The seller is responsible for arranging carriage and for delivering the goods, ready for unloading from the arriving conveyance, at the named place. (An important difference from Delivered At Terminal DAT, where the seller is responsible for unloading.)

Risk transfers from seller to buyer when the goods are available for unloading; so unloading is at the buyer’s risk.

The buyer is responsible for import clearance and any applicable local taxes or import duties.

This rule can often be used to replace the Incoterms 2000 rules Delivered At Frontier (DAF), Delivered Ex Ship (DES) and Delivered Duty Unpaid (DDU)

Delivered Duty Paid (DDP)

Can be used for any transport mode, or where there is more than one transport mode.

The seller is responsible for arranging carriage and delivering the goods at the named place, cleared for import and all applicable taxes and duties paid (e.g. VAT, GST)

Risk transfers from seller to buyer when the goods are made available to the buyer, ready for unloading from the arriving conveyance

This rule places the maximum obligation on the seller, and is the only rule that requires the seller to take responsibility for import clearance and payment of taxes and/or import duty.

These last requirements can be highly problematical for the seller. In some countries, import clearance procedures are complex and bureaucratic, and so best left to the buyer who has local knowledge.

Free Alongside Ship (FAS)

Use of this rule is restricted to goods transported by sea or inland waterway.

In practice it should be used for situations where the seller has direct access to the vessel for loading, e.g. bulk cargos or non-containerised goods.

For containerised goods, consider “Free Carrier FCA” instead.

Seller delivers goods, cleared for export, alongside the vessel at a named port, at which point risk transfers to the buyer.

The buyer is responsible for loading the goods and all costs thereafter.

Free On Board (FOB)

Use of this rule is restricted to goods transported by sea or inland waterway.

In practice it should be used for situations where the seller has direct access to the vessel for loading, e.g. bulk cargos or non-containerised goods.

For containerised goods, consider “Free Carrier FCA” instead.

Seller delivers goods, cleared for export, loaded on board the vessel at the named port.

Once the goods have been loaded on board, risk transfers to the buyer, who bears all costs thereafter.

Cost and Freight (CFR)

Use of this rule is restricted to goods transported by sea or inland waterway.

In practice it should be used for situations where the seller has direct access to the vessel for loading, e.g. bulk cargos or non-containerised goods.

For containerised goods, consider ‘Carriage Paid To CPT’ instead.

Seller arranges and pays for transport to named port. Seller delivers goods, cleared for export, loaded on board the vessel.

However risk transfers from seller to buyer once the goods have been loaded on board, i.e. before the main carriage takes place.

NB seller is not responsible for insuring the goods for the main carriage.

Cost Insurance and Freight (CIF)

Use of this rule is restricted to goods transported by sea or inland waterway.

In practice it should be used for situations where the seller has direct access to the vessel for loading, e.g. bulk cargos or non-containerised goods.

For containerised goods, consider ‘Carriage and Insurance Paid CIP’ instead.

Seller arranges and pays for transport to named port. Seller delivers goods, cleared for export, loaded on board the vessel.

However risk transfers from seller to buyer once the goods have been loaded on board, i.e. before the main carriage takes place.

Seller also arranges and pays for insurance for the goods for carriage to the named port.

However as with “Carriage and Insurance Paid To”, the rule only require a minimum level of cover, which may be commercially unrealistic. Therefore the level of cover may need to be addressed elsewhere in the commercial agreement.

Key Management

"Unity is strength... when there is teamwork and collaboration,
wonderful things can be achieved." - Mattie Stepanek

SS Maju Global Logistics has benefited from our strong global affiliations and from our experienced senior management team which provides direction and guidance to the organisation.

Our expertly trained team members take the extra step and go the extra mile, to fulfil our promise to deliver the best global logistics solutions.

Contact Us

Pick Up
Delivery
If you're interested in finding out how we can help, we'd love to chat.
Jo Ann Ooi

Managing Director

   +6012-237 8435

   joannooi@ssmajulogistics.com

General Enquiries

   Tel: +603-3358 5594

   Fax: +603-3359 9593

Address

No. 20, Jalan Harmoni 1/KU3, Sungai Pinang, 42100 Klang, Selangor Darul Ehsan, Malaysia

Containers Specification

20' DRY FREIGHT CONTAINER (L20' x W8' x H8.6")
Interior Dimensions: L5,919mm x W2,340mm x H2,380mm
Door Opening: W2,286mm x H2,278mm
Tare Weight: 4,189 lbs – 1,900kg
Cubic Capacity: 1,165 cuft – 33.0 cbm
Pay Load: 48, 721 lbs – 22,100 kg
20' OPEN - TOP CONTAINER (With removable door header L20' x W8' X H8'6")
Interior Dimensions: L5,919mm x W2,340mm x H2,286mm
Door Opening: W2,286mm x H2,251mm
Top Opening: L5.425mm x W2,222mm
Tare Weight: 4,793 lbs – 2,174kg
Cubic Capacity: 1,116 cuft – 31,6cbm Cbm
Pay Load: 48,117 lbs – 21,826 kg
20' REEFER CONTAINER (L20' x W8' x H8'6")
Interior Dimensions: L5,428mm x W2,266mm x H2,240mm
Door Opening: W2,286mm x H2.186mm
Tare Weight: 6.482 lbs – 2.940kg
Cubic Capacity: 971 cuft – 27.5 cbm
Pay Load: 53.043 lbs – 24.060 kg
20' FLATRACK CONTAINER (L20' x W8 x H8'6" (HIGH BED))
Interior Dimensions: L5,662mm x W2,438mm x H2,327mm
Tare Weight: 5,578 lbs – 2,350 kg
Pay Load: 47,333 lbs – 21,470 kg
20' OPEN-TOP / OPEN-SIDE CONTAINER (With removable tarpaulin at top and sides L20' x W8' x H8'6")
Interior Dimensions: L 5,928mm x W2,318mm x H2,259mm
Door Opening: W2,236mm x H2,278mm
Top Opening: L5,352mm x W2,118mm
Tare Weight: 6,118 lbs – 2,775 kg
Cubic Capacity: 1,095 cuft – 31.0 cb
Pay Load: 46,792 lbs – 21.225 kg
40' DRY FREIGHT CONTAINER (L40' x W8' x H8'6")
Interior Dimensions: L12,045mm x W2,309mm x H2,379mm
Door Opening: W2,289mm x H2,278mm
Tare Weight: 6,799 lbs – 3,048 kg
Cubic Capacity: 2,377 cuft – 67.3 cbm
Pay Load: 60,397 lbs – 27,396 kg
40' OPEN-TOP CONTAINER (With removable door header L40' x W8 x H8'6")
Interior Dimensions: L12,043mm x W2,340mm x H2,272mm
Door Opening: W2,279mm x H2,278mm
Top Opening: L11,585mm x W2,162mm
Tare Weight: 9,480 lbs – 4,300 kg
Cubic Capacity: 2,260 cuft – 64.0 cbm
Pay Load: 57,720 lbs – 26,181 kg
40' FLATRACK CONTAINER (L40' x W8' x H8'6)
Interior Dimensions: L12,080mm x W2,438mm x H2.103mm
Tare Weight: 12,081 lbs – 5,486 kg
Pay Load: 55.115 lbs – 25,000 kg
40' DRY HIGH CUBE CONTAINER (L40' x W8' x H9'6")
Interior Dimensions: L12,056 x W2,347mm x H2,684mm
Door Opening: W2,340mm x H2,585mm
Tare Weight: 6,393 lbs – 2,900 kg
Cubic Capacity: 2,684 cuft – 76.0 cbm
Pay Load: 65,256 lbs – 29,600 kg
40' HIGH-CUBE REEFER CONTAINER (L40' x W8' x H9'6")
Interior Dimensions: L11,628mm x W2,294mm x H2,509mm
Door Opening: W2,290mm x H2,535mm
Tare Weight: 9,766 lbs - 4,430 kg
Cubic Capacity: 2,363 cuft - 66.9 cbm
Pay Load: 61,883 lbs - 28,070 kg
40' COLLAPSIBLE FLATRACK CONTAINER (With 4 coner posts foldable L40' x W8' x H8'6")
Interior Dimensions: L12,080mm x W2,126mm x H2,043mm
Tare Weight: 12,787 lbs – 5,800 kg
Pay Load: 64,374 lbs – 29,200 kg
45' HIGH CUBE DRY CONTAINER (L45' x W8' x H9'6")
Interior Dimensions: L13,582mm x 2,347mm x 2,690mm
Door Opening: W2,340mm x H2,585mm
Tare Weight: 8,598 lbs – 3,900 kg
Cubic Capacity: 3,026 cuft – 85.7 cbm
Pay Load: 63,052 lbs – 28,500 kg
45' HIGH CUBE REEFER CONTAINER (L45' x W8' x H9'6")
Interior Dimensions: L13,102mm x 2,294mm x 2,509mm
Door Opening: W2,290mm x H2,535mm
Tare Weight: 11,464 lbs – 5,200 lbs
Cubic Capacity: 2,663 cuft – 75.4 cbm
Pay Load: 60,186 lbs – 27,300 kg
20' COLLAPSIBLE FLATRACK CONTAINER (L20' x W8' x H8'6")
Interior Dimensions: L5,946mm x W2,126mm x H2,233mm
Tare Weight: 6,393 lbs – 2,900 kg
Pay Load: 59,745 lbs – 27,100 kg

Truck Specification

20' TRAILER TRUCK
Dimensions: 6m (L) X 2.4m (W) X 2.2m (H)
Total Weight: 8 tonne
40' TRAILER TRUCK
Dimensions: 12m (L) X 2.4m (W) X 2.2m (H)
Total Weight: 20 tonne