Unit V.

Student Learning Objectives:

Toward the end of the three-hour home-based study period for this Lesson, Student are expected to:
a. Expound the ideas and facts about the International Transport;
b. Identify and explain the modes of international transportation;
c. Differentiate the packing and marking for export;
d. Develop fresh ideas regarding international transport documents.

Lesson V: The International Transport

Student Motivation:

Post your 1x 1 picture inside the box below and write some of your motivation in studying business
administration.

______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________

Analysis:

1. How would you prepare yourself venturing in international business?

2. Differentiate local and international marketing?
3. What is your favorite mode of transportation and why?

Lesson V: The International Transport

Discussion:

A. Modes of International Transport

The modern exporter is now faced not only with a range of modes of transport (sea, air, road or rail)
but with a wide variety of specialized services within each mode. It is no longer enough to simply decide to
send the goods by sea, or air, but decisions need to be made regarding the use of unitized systems, FCL or LCL
services, RO/RO or LO/LO, LASH or BACAT, and so on. An understanding of the wide range of modern
freight services is essential to the exporter attempting to compete competitively in world markets.
 Freight forwarders
Most exporters, and nearly all importers, use freight forwarders. Some use only one, others
use dozens, but clearly the freight forwarder plays an essential part in every international
trading activities.
Their basic function is to act as intermediaries between shippers, with
goods to send, and carriers with space to be filled, as defined in illustration below. The
traditional situation represents a clear cut distinction between the range of organizations
providing cargoes, either as pure manufacturers, merchants or as representatives of overseas
buyers, and the freight forwarder acting as an agent between them and the various shipping
and air lines, and road and rail carriers.

The services of the forwarder

 Advice
As a service industry, the major function of all agents is to provide specialist advice. In
the case of the forwarding agent this advice will be specific to the complex procedures
of inter-national trade. Good agents will have detailed knowledge of Transport and
Customs procedures in particular, and can save the trader much time and money, both
in terms of legal compliance with systems and the selection of optimum procedures.
 Documentation
Much of the day-to-day work of the forwarder is concerned with the completion of a
range of documents to do with inter-national physical distribution. Some exporters
produce nothing but an invoice and leave all other documents to their agent. Others
subcontract the more specialized documentation, particularly Customs documents, but
complete the remainder in-house.
 Customs clearance
In relation to the above, the role of the forwarder in arranging Customs clearance of
 both export and import consignments is extremely important, and the majority of
declarations are completed by agents on behalf of traders. As will be mentioned later,
this does not mean that the exporter or importer can abdicate responsibility for the
accuracy of these declarations.
 Transport booking
Exporters can approach carriers directly and book space on their own behalf, but many
find it more convenient to use for-warders who can perhaps make more efficient
arrangements for carriage. The agent will also be able to predict accurately the carriage
charges for particular transits.
 Groupage
The expression ’unitization’ describes the growing trend towards the movement of
goods in standard size units, the most obvious example of which is the ISO standard
container.
In addition to the main services mentioned above, the larger forwarders will also be
involved in many other functions, which could include any or all of the following:
• packing and marking;
• storage;
• personal and business travel;
• personal effects;
• exhibition goods; courier services.

 Advantages of using freight forwarders

 Expertise
As previously stated, the forwarder operates within a service industry which offers
specialized knowledge in certain areas. All forwarders should have a good grasp of
basic international trade procedures and be able to give advice in a wide variety of
areas, not just on physical distribution. Some will also specialize in certain market
areas (often having contacts and offices at destination), or specific types of transport
(refrigerated, large indivisible, and so on) or types of goods (hazardous, foodstuffs,
livestock and even antiques).
 Contacts
The contacts forwarders have in the UK and overseas may be official ones with
carriers, Customs & Excise, receiving authorities, warehouse keepers and other
agents, but just as important are the personal, and informal, contacts that individuals
have with other individuals which should not be
underestimated, in terms of avoiding problems, and finding quick solutions when
they occur.
 Facilities
Most forwarders can offer, or arrange, a wide range of physical facilities for traders,
including storage, packing and repacking, sorting and checking, as well as the actual
movement of goods. Of increasing importance are the computer facilities of the
forwarders which take advantage of the growing ‘Direct Trader Input’ of Customs
declarations.
 Convenience
Whilst convenience may not seem to be such a powerful advantage in the use of
forwarders, it has to be said that for many traders it is the main reason why they use
 agents rather than do it themselves. The point is that many exporters and importers
choose to do what they do well, which is to manufacture or procure goods and sell
them overseas, and are very happy to subcontract the physical distribution problems
to third parties.
 Disadvantages of using freight forwarders
To be perfectly equitable, it has to be said that the use of forwarders may also involve some
disadvantages.
 Increased cost
Because a third party is involved, which is attempting to be a
profit making organization, then it must cost more for traders to
use intermediaries rather than do it themselves. It can be argued that the savings that
agents can generate more than compensate for the fees that they charge, but there is
still no doubt that a trader, doing the job properly, would reduce costs.
 Loss of control
Some exporters find it difficult to accept that a third party
should have such control of, and access to, their business, and
endeavor to keep everything in-company. Increasingly,
bottlenecks can sometimes happen with the typical forwarder
representing a very large number of traders.

B. Modes of international transport

Sea Freight
There’s a two basic forms of ocean cargo carriers are identified in the illustration below:

Alternative forms of ocean cargo carriers

LINERS TRAMPS
General cargo and passengers Mostly bulk cargo
Regular sailing schedules No schedule (react to
demand)
Regular routes No fixed routes
Firm freight rates Rates subject to negotiation
Bill of lading Charter party

The distinction between liners and tramps is based on the nature of the service and not the type
of vessel. Tramp vessels are not so called because they are rather scruffy, but because they have
no fixed abode. Perhaps the most appropriate analogy is that the liners are the buses of the
shipping world, whilst the tramps are the taxis.

 Charter party
Before we examine the range of liner services available to the exporter, it is sensible to briefly
look at the arrangements which could be made with a tramp operator, and which could be
relevant to larger traders. There are basically three types of charters which can be arranged.
  Voyage charter
The vessel is chartered for one specific voyage between specified ports. This may involve
more than one port of call but is nevertheless just one voyage.
 Time charter
The vessel is chartered for a period of time. During that period the charterers might have a
degree of freedom regarding the use of the vessel, or it may only allow a number of repetitive
voyages.
 Bareboat charter
Both of the previous charters depend on the vessel owner operating and crewing the ship, and
the vessel owners’ own Master will be in control. A Bareboat charter is almost self-
explanatory in that the charterers takes over the vessel, often for periods of time as long as 15
years, and operates the vessel as if it were their own.

C. Types of sea freight services

Conventional
The traditional, but now less common, service carrying break-bulk, that is
non-unitized cargoes. The development of containerization over the last 30 years has severely
reduced the number of conventional vessels in operation.
Containerized
By far the most common sea freight service used by the average exporter. The principle was
first developed in the mid 1950s and is based on the concept of moving goods in standard sized
units example unitized loads. The service is sometimes referred to as Lift On/Lift Off (LO/LO)
in that the container is lifted from one mode of transport on to another.

The majority of containers are built to the International Standards

Organization specification, basically 6 or 12 meter, and a wide range of
different designs are now in common use.
These include:
• insulated and/or refrigerated (reefers)
• open topped
• curtain sided
• liquid and powder tanks
• half height (donkey)
• hazardous cargo tank containers (tanktainers)
There are few large indivisibles.
It is also important to note that the standard container is suitable for all
surface freight, and not just sea, which yields major advantages.

D. Multi-modal
The risk of loss or damage to the goods is much reduced because he goods are not handled as they transfer
from one mode of transport to another, for example road trailer to vessel. This allows an exporter who can fill
a container, that is supply Full Container Loads (FCL), to actually arrange door to door deliveries during which
the goods will not be handled at all.

E. Through documentation
 Because containers move goods door to door, or depot to depot, the documentation covers more than just the
sea freight part of the journey. This also means that ‘through freight rates’ are used which cover the greater
part of the journey.

F. Vessel efficiency
There are a number of advantages to the vessel owner, notably the ease of
segregation of cargoes which require separation from others and the ’turnround’ time of the vessel, that is the
time spent in discharging and receiving cargo, is minimized because of the speed with which the container
units can be handled.

G. Specialist barge services

There is a growing use in mainland Europe, if not in the UK, of vessels which are designed to carry floating
lighters or barges. These units are like floating containers but carry up to 600 tons of cargo, and their main
advantage is that they make use of inland waterway systems, the cheapest means of inland transport.

H. Road freight
The function of the international road haulier has become increasingly important to the UK’s export business
in that over 60% of its exports are to western Europe and a very large proportion of that (over 80%) is moved
by road freight. Since the UK is an island, these road trailer loads are dependent on Roll On/Roll Off (RO/RO)
services to cross the North Sea or Channel. In fact RO/ RO vessels also offer deep sea services. The load may
be accompanied by the driver who continues the journey, or be unaccompanied and a ‘subsequent’ carrier will
collect the trailer and continue the transit to destination.

I. Rail freight
Only a small proportion of UK exports are shipped by rail freight (approximately 6%) and those that are use
the rail equivalent of RO/RO, that is a Train Ferry service, particularly from Dover to Dunkirk. However, the
environmental problems of increased road freight usage and the opening of the Channel Tunnel mean that
there is great potential for the growth of rail freight

J. Air freight
The traditional use of air for high value, low volume, cargoes will always exist but there is now a clear trend
towards the increased use of air transport for many other cargoes. In fact there has been an average increase in
the volume of air cargo out of the UK of almost 9% per annum since 1992.

K. Choosing a mode of transport

 Destination
The final destination of the goods will clearly have a direct influence on the transport service
used. Certain modes of transport become a logical ‘rule of thumb’ for particular markets, unless
there are reasons why other modes should be used. It is not surprising that over 80% of the UK’s
exports to western Europe are by road, and that the most common transport mode for our markets
in developing countries is sea freight, although there is a growing use of air freight into those
countries.

 Availability
In relation to the above comments it is generally the case that the most available transport
 services, in terms of number, regularity and quality, will
be those most commonly used for certain destinations.

 Type of goods
There are many factors to do with the nature of the goods to be shipped
which will affect the mode used. These include:
• Size
Large indivisibles (which cannot be ‘broken down’) require very special
treatment and routing. It may also be that very dense cargoes cannot
Be moved as full loads because they will exceed legal weights.
• Segregation
Some goods are liable to taint others, or be easily tainted them-selves.
That is to say they impart on other goods, or pick up themselves, odors
or flavors which are not desirable. This may preclude the use of a normal groupage service.
• Fragility
Not only does this affect the nature of packing but also leads to
modes of transport which minimize handling and maximize speed of
transit.
• Value
Likewise, highly valuable goods will require minimum handling and
maximum speed. It is also the case that certain services, for example
express, can provide greater levels of security and personal care than
others.
• Perishability
Perishable goods need maximum speed of transit and often special
stowage.
• Special Requirements
Apart from the above there are many other special needs which the
transport method must accommodate. These include refrigeration, insulation, ventilation and
even heating. Plus all the packing, marking and stowage requirements of hazardous goods.

L. Speed of transit
It is not only perishable or high value goods which are appropriate to fast transit times, but also those for which
there is an urgent demand. This would include items such as replacement components for broken down
equipment, or vehicles off the road. It should also be borne in mind that a faster transit invariably leads to
earlier payment with calculable financial benefits. More on this later.

M. Cost
A factor which is always of concern whenever choices must be made in business. In the case of international
transport it is pretty obviously the case that the freight rate charged will differ from one service to another, and
that the fastest method, that is, air freight, will be the most expensive, and the slowest, usually sea freight, will
be the cheapest. It is extremely important that the exporter is able to make accurate predictions of the freight
costs, not only as an aid to choice of mode of transport, but also to ensure that the quoted prices adequately
cover all costs.
N. Freight calculation
It is an unfortunate fact that many exporter’s method of calculating a freight cost is to telephone a freight
forwarder and ask them to do it. Some exporters have only a vague idea as to the true cost of international
movements, and operate on rough; and often outdated, figures. It is not uncommon that a percentage of the
value of the goods is used as an estimate of freight for various destinations.

O. Sea freight calculation

An enquiry to a shipping line for a specific freight rate could elicit a response
such as in:

US $285.00 per freight ton – Weight or Measure.

Quite what is meant by a ‘freight ton’ or ‘weight or measure’ we will look at

soon, but first we should examine the criteria which affect the actual base
freight rate quoted.

The rate quoted by carriers is based on:

• Destination
• Commodity
• Box rates
• Ad valorem

P. Road/rail freight calculation

The other two modes of surface freight are based on exactly the same method
of calculation, that is Weight or Measure, but there does tend to be a greater range of rates applied, particularly
in the highly competitive area of road haulage.
Also it is very common that the ratio of weight to measure changes, the most common being 1,000 Kg or 3.3
CBM. Sometimes, because the average consignment size may be smaller than 1,000 Kg, the carriers will quote
rates based on smaller units of 100 Kg or 0.33 CBM.

Q. Air freight calculation

Just as with surface freight, the principle of weight/volume is applicable to air freight, but the structure of the
carrier’s tariff is different. The typical airline will base its tariff on:
• General Cargo Rates (GC)
These apply to non-unitized consignments of mixed commodities
• Specific Commodity Rates (SC)
Shippers of large quantities of specific commodities between specific ports
can apply for SC rates which will be much lower than the GC rates.

In the case of both GC and SC rates the lines will often offer quantity discounts once a certain level of business
is achieved.

R. Packing and marking for export

The vital importance of correct packing and marking of export consignments is often not appreciated by many
companies, even though they may take great pains with other elements of the export process. This is
particularly short sighted when one realizes that in virtually all export sales it is the seller who will be
responsible for adequate export packing and correct marking.
The exporter should be aware that goods need to be prepared for the whole of the journey, not just the easiest
part. Even containerized goods are broken down and on -carried towards the end of their journey in conditions
which may be much inferior to those prevailing at the beginning. It is a sensible exporter who prepares goods
for the worst possible element of the transit, not the best possible.

What do we expect from our packing? It must:

• Protect;
• Contain;
• Identify.

The packing protects against damage and pilferage, contains the goods so that they can be handled, even when
protection may be less relevant, and bears the marks which enable the goods to be identified. Whilst there is
little problem in identifying what export packing is required to do, the actual choice as to how goods will be
packed is far more difficult. An increasing problem is the huge choice of methods which exporters now have.

S. Packing methods
• Cartons
The carton is the most widely used type of outer packing now used, and
available in a range of materials, in particular, double or triple walled
cardboard. In most cases, this combines adequate protection, in most
cases, with low cost and lightness.
• Cases or crates
Traditionally made of wood, but less common now because of the ever increasing cost of timber, the
case is a solid box, whilst the crate is
composed of a skeleton, or slatted, structure. Apart from the material cost
and the added weight (which increases the freight cost) it may also be
necessary for the wood to be treated with pesticides and be certified as
such for certain markets.
• Bales
Used regularly in certain trades where goods can be compressed and then
wrapped, often with hessian, and banded, the bale is sometimes referred
to as a ‘truss’, particularly when not banded.
• Drums
Drums are produced in a very wide range of materials apart from the
traditional steel variety. They are suitable for many liquid and powder
goods.
• Sacks
Again available in a range of materials, from paper to plastic, sacks are
often used when containment is more important than protection.

In addition to the above, there is also a range of highly specialized forms of

export packing suitable for specific goods, such as carboys, glass containers
for corrosive liquids, steel cases for highly pilfer able items, shrink wrap for
goods damaged by moisture, and so on.

T. Factors affecting choice of packing

• Nature of goods

The special requirements of the goods must be considered. They may be

bulky, fragile or valuable, or may require special packing, handling and
stowage, perhaps to avoid sweating or tainting. The very special
requirements of Dangerous Goods are examined in our lesson later.

• Destination

This relates to the distance to be travelled, the quality of hand-ling and

the range of climatic conditions experienced by the goods. Also there may
be specific regulations, in the country of destination, regarding the type
of packing. Typically, this would be an insistence on the treatment of
organic packing with insecticides, or even a total ban. Such regulations
would not only affect wooden cases or crates, but also wood wool and
straw.

• Mode of transport

The need for protection, and the particular packing regulations, will differ
from one mode of transport to another. As a broad example, it is often the
case that packing for air freight needs to be less robust than for sea
freight, on the grounds that the transit is shorter and handling more
sophisticated.

• Customer’s requirements

In some cases the type of packing the exporter would normally use is
replaced by a type requested by the customer. Assuming the buyer is
prepared to pay any extra costs which this may involve, then the exporter
would normally comply.

• Cost

If cost was not a factor in the selection of packing methods then the great
majority of goods would be packed in solid wooden cases. Because this is
a very expensive method, cheaper, but adequate, alternatives must be
found, such as cartons. We should also remember that the freight charge
is based on the gross weight of the shipment that includes the weight of
he packing, known as the ‘tare’ weight. Heavy packing is therefore not
only a cost factor in its own right, but also increases the freight charge.
U. Marking for export

Once the goods are packed the exporter must make certain that they are marked sufficiently well to ensure that
they get to the intended final destination. In this context, the only rules which apply are those concerning the
marking of dangerous goods and these are addressed later.
So far as non-hazardous goods are concerned the only recommendations are available from Simpler Trade
Procedures (SITPRO and the International Cargo Handling Coordination Association (ICHCA). For air, road
and rail movements it is not uncommon that the goods simply carry the full address of the consignee, in which
case they would be labelled as opposed to marked. The parties involved should seriously consider whether the
naming of the consignee poses any security problems in terms of the possible identification of the nature of the
goods.
Where sea freight shipments are concerned, it is far more common for the
goods to carry identification which is basically coded shipping marks. These
have the great merit of being simple and do not clutter the packing with
large amounts of, possibly irrelevant, information. SITPRO suggest that the
marks should be ‘sufficient and necessary for goods in transit’.

A typical Mark shows below

Lead Mark Identifies the consignee and, maybe, the

consignment or order reference number.
Port Marks It is important that the mark not only
contains the final destination but also
that the port of discharge is clearly
displayed. Sub Marks These for example, include Gross
and Net Weights in Kilograms, dimensions in Centimeters,
and running numbers which identify the unit
number, for example 4 of 8, or 4/8 would identify case
number 4 of a total of
8 cases.

Handling A range of standardized pictorial handling

Marks
Marks Have been established through the
International Standards Organization
(ISO) and give clear instructions regarding
the handling of goods which are
recognized throughout the world.
The more common pictorial handling marks are illustrated below and the exporters should also consider the
following:

• Legibility
Lead marks and Port marks should be at least 7.5 cms high and Sub
marks at least 3.5 cms high. Care should also be taken that any banding
does not mask the marks.
• Indelibility
Obviously the mark needs to be permanent in all conditions. One which
washes off in the rain is not particularly effective.
• Position
It is important that the marks are always visible and this therefore
requires at least two, and sometimes three, marks on different sides of
the goods.

The illustration above shows the typical mark on the packaging of the product this is also stated on every
policy in consumer protection.

V. International transport documentation

The biggest problem for companies involved in international trade is the number of bits of paper which are
essential to the performance of their export contracts. That is to say that the documentation involved in the
administration of their overseas business is perceived as being abundant in quantity, complex in character and
designed to hinder rather than help their export effort.

An overview of export documentation

The range of documents encountered by exporters is often seen as intimidating and confusing, and those
involved directly in the procedural elements can find it difficult to take a step back and, as it were, see the
wood for the trees.
This is aggravated by the, perhaps obvious, fact that it takes more than one piece of paper to move an
international consignment. A set of documents is required which may be relatively simple and involve
only three or four or may be extremely complex and include a number of specialized documents. Also, the
set will differ from one consignment to another depending on the specific collection of variables including
the type of goods, method of transport, destination, method of payment and the buyer’s requirements. It is
possible to take what is a veritable ‘mountain’ of documents and to rationalize them into four smaller
‘hills’. In that we can categorize any document used in international trade into one of four types depending
on its origin or application, what are those? Those are the following categories below:

1. Transport.
2. Customs.
3. Insurance.
4. Payment.

W. The Transport Conventions

There is a fundamental problem associated with international trade which is so obvious that it is often missed.
It is the fact that there are always at least two nationalities involved in the export transaction. This is most
obvious when one considers the Contract of Sale in which the buyer and seller are of two different
nationalities, and where the law governing the contract must be established. These problems are compounded
by the fact that the international carrier is often a third nationality.
The problems that this could cause to the exporter can be divided into two
areas:
• the contract of carriage, and
• the bill of lading

The question is, do the carriers impose their conditions of carriage that is depending on nationality on the
shipper, in which case the exporter will potentially be involved in many different contracts of carriage; or do
the shippers impose their conditions on the carrier, in which case the carrier, working for a range of different
nationalities of shipper, has the same problem? The same complexities could apply to the transport document,
in that many different Bills of Lading could exist depending on the nationality of the shipper or the carrier. The
situation in practice is that a range of international conventions address, and solve, the problem of the mix of
nationalities involved in the Contract of Carriage.
X. The bill of lading
This refer to a legal document issued by a carrier to a shipper that details the type, quantity, and
destination of the goods being carried. This is also serves as a shipment receipt when the carrier delivers
the goods at a predetermined destination. This documents must accompany the shipped products, no
matter the form of transportation, and must be signed by an authorized representative from the carrier,
shipper, and receiver. The following are the procedure of the bill lading.

Procedure:
1. The exporter, or their agent, completes an Export Cargo Shipping Instruction
(ECSI) from which the Bills will be produced from the shipping line’s computers.
2. The goods are delivered into the port or depot with a Shipping Note.
3. Goods are recorded, compared with the Stowage Plan and Booking
References, and entered on to the Ship’s Manifest.
4. Once the goods are in the possession of the carrier, the Bills of Lading are
produced behalf of the Ship’s Master and returned to the exporter/ agent.
Computer produced Bills may carry facsimile signatures, but are still issued on
behalf of the Ship’s Master. Whilst the layout of Bills differs from one carrier to
another, the majority are now produced with very similar A4 size layouts and
contain broadly the same information.

This would include:

1. the parties involved (shipper, consignee and notify party);
2. ports/depots of loading and discharge;
3. vessel name/s and voyage number;
4. number of original Bills;
5. marks and numbers;
6. description of goods;
7. type of packages;
8. gross weight (Kg) and measurement (M3);
9. received and/or shipped dates; and
10. reference to payment of freight, that is prepaid or forward.

and, of course, the important signature on the original Bills on behalf of the
Ship’s Master. All Bills will contain most of these items and all operate in
the same way.

Functions
The Bill of Lading has three major functions:
1. A receipt for the goods.
2. Evidence of the Contract of Carriage.
3. A Document of Title
A Bill of Lading will contain the words ‘apparent good order and condition’ thus obliging the carrier to
deliver the goods in the same condition. Such a Bill is known as a clean Bill and acts as a clean receipt for
the goods.

There sometimes a situations in which the shipping line does not

think that the goods are in good order and condition and will say so on the
face of the Bill. Such a reference is known as a clause on the Bill which
overrides the good order and condition reference. These Claused Bills are
 sometimes referred to as dirty or foul’ Bills of Lading and cause great
problems to exporters.

The clauses can be stamped or handwritten and typical examples might

be: Inadequate packing; second hand packing; one case short; five cases
short shipped; and even five cases thought to be short shipped – if on board
will deliver; or ‘three drums leaking.

This reflects the justified attitude of the shipping lines that they will
honor their part of the Contract of Carriage, if at all possible, and earn
their freight, but protect themselves from the misconduct of the shipper.

Document of title
The reason why this is so important, and an explanation of the practical importance of the Bill of Lading’s
status, is the fact that one signed Original Negotiable Bill must be presented back to the Shipping Line at
destination in order for them to release the goods.

Y. A Bill of Lading glossary

 Received
Confirms that the goods are in the possession of the carrier, but not that they have been loaded. The
increase in containerized, depot to depot, movements has led to the increased use of Received Bills
which are issued as the goods arrive at the Inland Container Base. Once the goods are loaded the
Received Bill can be stamped with a ‘Shipped on Board’ notation and date and therefore become a
Shipped Bill of Lading.

 Combined Transport
This refers to the fact that the typical, containerized, sea freight consignment
will move from one inland depot of departure to another at destination. The
whole transit will be organized under one contract of carriage evidenced by
the Bill of Lading, and therefore covers, for example, a road-sea-road transit.
Most Bills issued by container lines are Received Combined Transport Bills
of Lading. A Bill showing an inland destination may also be referred to as a
Through Bill of Lading.

 Transshipment
In the case where the goods are not shipped direct to the port of discharge,
but via a third port, using two vessels, it is possible to obtain a Bill covering
both vessels. These may be referred to as the Feeder vessel and the Ocean
vessel and the transshipment port will be shown as well as the ports of
shipment and destination.
Letters of Credit may not allow transshipment but as long as there is one
single transport document the banks will not regards it as a transshipment.

 Groupage
It is common that exporters who cannot provide full loads, for either containers and/or road trailers,
 will make use of Groupage operators. The Groupage operator will group or consolidate a number of
exporter’s consignments into one shipment which will be covered by a set of Groupage Bills of Lading
issued by the Shipping Line. The Groupage operator may issue a Certificate of Shipment which simply
acts as a Freight Forwarder’s receipt or a House Bill of Lading, which is often referred to as a Non
Vessel Owning Common Carriers Bill (NVOCC) and is inferior in status to a Shipping Company’s Bill
of Lading.

 FIATA
Issued on behalf of the Federation International or International Federation of Freight Forwarders
Association) and acceptable as an Ocean Bill of Lading against a Letter of Credit. It is perceived as
being issued by an agent of the Shipping Line.

 Common
Sponsored by SITPRO (Simpler Trade Procedures), the Common Bill of
Lading and intended to replace the range of individual Bills produced by the
Lines. The carrier’s name is not pre-printed on the Bill but a space is left for
the name to be added. Unfortunately, the Common Bill of Lading is not in
common use.

 Short Form
The detailed clauses on the reverse of many Bills are omitted and instead
the carrier’s ‘standard conditions of carriage’ are referred to along with the
Clause Paramount on the face of the Bill.

 Lost or destroyed Bills of Lading

In this case delays are inevitable but can be reduced by the use of a Letter
of Indemnity. This will allow release of the goods at destination without
presentation of a valid Bill. The original, or replacement, set will be produced
at a later date. The indemnity is invariably required to be countersigned by
a bank and should not be accepted at destination without the approval of
the shipper.

Z. Waybills
The waybills are used for Air, Road and Rail transits, this have a number of characteristics in common with the
Ocean Bill of Lading but have one very important difference as shown in illustration below:

Comparison of Ocean Bill of Lading and Way

BILL OF LADING WAYBILL

Receipt for the goods Receipt for the goods
Evidence of the contract of carriage Evidence of the contract of carriage
Document of Title Not a Document of Title
Goods released in exchange for an original Bill Goods released to named consignee
Where Waybills are issued the carriers will release the goods at destination. It is not necessary to produce a
transport document to obtain possession of the goods. The advantage of this is one of convenience in that the
availability of a document at destination is not related to the release of goods.

 Air Waybill procedure

The exporter, or agent, completes a Letter of Instruction to the Airline. In the great majority of cases
air freight is arranged through agents rather than direct with the Airline. Because of this it is not
uncommon that House Air Waybills are issued as opposed to the carrier’s Air Waybill. However, as
long the carrier countersigns the House Air Waybill, it will be accepted as a carrier’s receipt against a
Letter of Credit. The Air Waybills are issued in sets of anything up to 12 copies but will contain at
least three originals:

1. retained by Airline;
2. forwarded to consignee;
3. returned to exporter;

and any number of copies for internal control and information. The Air Waybill does not protect
ownership of the goods but it may be possible to arrange Cash on Delivery (COD) in certain markets.
In cases where the exporter perceives a risk and is looking for some security then it is possible for a
party other than the buyer to be named as consignee. If you do not entirely trust the buyer, then do not
name the buyer as the consignee, name a party that you do trust, that is, a bank. It is not uncommon
that banks are named as consignees for air, road and rail. Shipments, and subject to specific
instructions will collect payment against release of the goods as opposed to release of documents.

 Road Waybill
Covered by the CMR Convention. (Convention des Merchandises par Route)
the road waybill provides a standard, non-negotiable, consignment note
used by most nationalities of international road hauler.

 Rail Waybill
Covered by the CIM Convention the rail waybill again acts as a standard
consignment note for international rail carriers. Both of the road waybill and the rail waybill act as
receipts and evidence of the contract of carriage but not as a Document of Title. As will be seen from
an examination of the sample documents, they all contain their equivalents of the Clause Paramount in
terms of the references to the Warsaw Convention (Air), CMR (Road) and CIM (Rail).

 Sea Waybill
As we have seen, the Bill of Lading is specifically a sea freight document and is unique in that it
operates as a Document of Title. This confers great advantages in terms of the security afforded to the
exporter in controlling
physical access to the goods, but can be very inconvenient where the Bills
become stale due to late arrival at destination.
This is a particular problem where short sea transits are concerned, in which case it is very difficult to
get Bills to destination before the goods arrive. In these cases it is not unusual for a Sea or Liner
Waybill to be issued by the Shipping Line. This document serves as a receipt for the goods and
evidence of the Contract of Carriage but not as a Document of Title. Such Waybills are now being
 used for deep-sea transits to low risk customers and markets such as the USA, Australia, S. Africa etc.
and are sometimes referred to as Express Bills in that the goods are subject to express release without
the presentation of a Bill of Lading.

 Carrier’s liability
It is not the intention of this book to examine the complex articles of the Transport Conventions but it
is important to highlight a potential problem
regarding the liability of the carrier for loss or damage to the goods whilst
in their charge.
The Conventions basically define liability as ‘the value of the goods at
place and time of collection’, but it should be noted that this is subject to a
maximum which protects the carrier.

A1. Dangerous goods

The exporter of dangerous goods is responsible for taking the actions listed the following illustration below:

 International regulations
The United Nations Committee of Experts on the Transport of Dangerous Goods produce
revised recommendations every two years in a publication - Exporter’s responsibilities for
dangerous goods
known as the ‘Orange Book’. This is then incorporated, with adaptations. In the published
regulations of each of the authorities involved with the major modes of international
transport. These separate authorities are:

 SEA International Maritime Organization ( IMO)

International Maritime Dangerous Goods Code (IMDG Code)
 ROAD Economic Commission for Europe (ECE)
Accord Dangerous Routier (ADR)
 RAIL Central Office for International Rail Transport (OCTI)
Regalement International Dangerous (RID)
 AIR International Civil Aviation Organization (ICAO)
Technical Instructions

Fundamental requirements for all dangerous goods procedures are.

1. Identification of goods
2. Packing and Marking requirements;
3. Documentary declarations.
 Identification of goods
The correct technical name of the product or substance must be used and not brand or
brand names. For example, 2,000 liters of ‘Gramoxone’ would be unacceptable
because that is a brand name; these goods should be described as 2,000 litres of
Paraquet Dichloride in Solution. Because what the needs of identifying of goods are the
word descriptions a specific word or
detailed identification necessary and more precise classification systems are needed.
The broadest classification is the United Nations Commodity Classification system
which covers all goods, including dangerous ones. This is the basis of the IMDG and
other modal classifications (with amendments for air freight) and also leads to a
standardized hazard warning
labelling system.

The classes are:

 Explosives
 Gases
Flammable ( same meaning as Inflammable)
Non-flammable
Toxic
 Flammable Liquids
Flash point below 18˚C
Flash point 18˚ to 23˚C
Flash point 23˚ to 61˚C
 Flammable Solids
Liable to Spontaneous Combustion
Emit flammable Gas in Contact with Water
 Oxidizing Substances
Organic Peroxides
 Toxic Substances
Infectious Substances
 Radioactive Materials
 Corrosives
 Miscellaneous Substances (not covered by other classes)
B2. Packing and marking requirements
There is a simple classification of packing groups which is based on the broad level of hazard, so, what are
those? They are:

Packing Group I High Hazard

II Medium Hazard
III Low Hazard
For international road and rail freight the group numbers become (a),
(b)and (c).Each transport mode also specifies more detailed packing
types for each class. Most packing also needs to be approved by the
Paper and Board, Printing and Packaging Research Association (PIRA).

 Documentary declarations

It is essential that any exporter shipping hazardous goods makes a

written declaration certifying that the goods are properly classified,
packed, marked and suitable for carriage. The document used for
surface freight movements is the Dangerous Goods Note (DGN). The
DG note not only identifies the exact nature of the goods but also
replaces the Shipping Note, which is not appropriate to dangerous
goods, and should act as a written application for shipping space
rather than the usual informal verbal booking. For air freight
consignments the declaration is not the DG Note but the International
Air Transport Association’s (IATA) Shipper’s Declaration. The above are
requirements which broadly apply to all modes of transport but each
individual means of international transport has adapted and extended
these procedures.

Dangerous goods by sea

The International Maritime Dangerous Goods (IMDG) Code has been

ratified in the UK by the Merchant Shipping (Dangerous Goods and Marine Pollutants)
Regulations. It is important to note that the operational manual familiar to many and known as
the ‘Blue Book’ (Report of the DTI’s Standing Advisory Committee on Carriage of Dangerous
Goods in Ships) has now been replaced by the IMDG Code, which will be regularly updated. In
addition to the four volume Code there is a supplement which contains Emergency Procedures,
Medical First Aid Guide, Reporting Procedures and Guidelines for Packing Cargo in Freight
Containers. This means that the information needed from the exporter also includes the EmS
number (Emergency Schedule) and MFAG number (Medical First Aid Guide). Finally,
exporters should never attempt to identify goods with the IMDG page number. The IMO
publications exist in various languages and therefore page numbers may differ and amendments
may alter the page running order.

Dangerous goods by road

The Accord Dangerous Router (ADR) is ratified in the UK as the European Agreement
concerning the International Carriage of Dangerous Goods by Road the ‘Green Book’, which is
available from HMSO. This provides provisions which govern the goods and the vehicle. Annex 1
covers goods classification, packing and marking; Annex 2 covers vehicle type, loading, stowing,
safety equipment and driver training. The nine IMDG classes broadly apply but ADR does make a
distinction between ‘restrictive’ goods which cannot be moved without special arrangements with
the transport authorities of the countries of transit and ‘nonrestrictive’ goods which can be moved.
so long as they meet ADR provisions. Within the classifications ADR groups goods under item
numbers which are expressed as 1˚, 2˚, 3˚ and so on, for example Benzine is ‘ 3.3 ˚ (b) ADR’. The
standard hazard warning diamonds are acceptable under ADR but, in addition, the vehicle must be
placarded with rectangular orange late (sometimes referred to as Kemler plates) which not only
identify the hazard but also carry a telephone number for specialist advice. A final and very
important requirement under ADR is the need for Transport Emergency Cards (Term cards) to
accompany the goods in the languages of the countries of transit.

Dangerous goods by rail

The Regalement International Dangerous (RID) is the rail freight equivalent

of ADR. The requirements are very similar to the ADR because of the
deliberate cooperation between the two regimes. In the UK, RID is entitled
‘The Regulations Concerning the International Carriage of Dangerous
Goods by Rail’ and has force of law through the ratification of the
‘Convention concerning the International Carriage by Rail’ (COTIF).

Dangerous goods by air

In the UK the Air Navigation Order and Air Navigation (Dangerous Goods)
Regulations that ratify the ‘Technical Instructions for the Safe Transport of
Dangerous Goods by Air’ are published by the International Civil Aviation
Organization (ICAO) which is the air version of the International Maritime
Organization (IMO). However, in practice, the operational manual is the
International Air Transport Association’s (IATA) Dangerous Goods
Regulations which are published annually and which can be more
restrictive than the ICAO in some areas. The written declaration is not the
Dangerous Goods Note, which is specific to surface freight, but the IATA
Shipper’s Declaration for Dangerous Goods’ which must be signed by the
shipper and not the agent.

Dangerous goods

The exporter of dangerous goods is responsible for taking the actions listed below:
 Exporter’s responsibilities for dangerous goods.
International regulations
The United Nations Committee of Experts on the Transport of Dangerous
Goods produce revised ‘recommendations’ every two years in a publication - Exporter’s
responsibilities for dangerous goods known as the ‘Orange Book’. This is then incorporated,
with adaptations. In the published regulations of each of the authorities involved with the major
modes of international transport. These separate authorities are:

SEA International Maritime Organization ( IMO)

International Maritime Dangerous Goods Code (IMDG Code)

ROAD Economic Commission for Europe (ECE)

Accord Dangerous Router (ADR)

RAIL Central Office for International Rail Transport (OCTI)

Regalement International Dangerous (RID)

AIR International Civil Aviation Organization (ICAO)

Technical Instructions
Fundamental requirements for all dangerous goods procedures are.

1. Identification of goods
2. Packing and Marking requirements;
3. Documentary declarations.

Identification of goods
The correct technical name of the product or substance must be used and not brand or
proprietary names. Thus 2,000 liters of ‘Gramoxone’ would be unacceptable because that is a
 brand name; these goods should be described as 2,000 liters of Parquet Dichloride in Solution.
However, word descriptions of goods are not specific enough for the
detailed identification necessary and more precise classification systems are needed. The
broadest classification is the United Nations Commodity Classification system which covers all
goods, including dangerous ones. The UN 4 digit code must be included in the written
declarations. In addition hazardous goods are classified into nine hazard classes.
This is the basis of the IMDG and other modal classifications (with amendments for air freight)
and also leads to a standardized hazard warning labelling system.
The classes are:
1. Explosives
2. Gases
Flammable (same meaning as Inflammable)
Non-flammable
Toxic
3. Flammable Liquids
Flash point below 18˚C
Flash point 18˚ to 23˚C
Flash point 23˚ to 61˚C
4. Flammable Solids
Liable to Spontaneous Combustion
Emit flammable Gas in Contact with Water
5. Oxidizing Substances
Organic Peroxides
6. Toxic Substances
Infectious Substances
7. Radioactive Materials
8. Corrosives
9. Miscellaneous Substances (not covered by other classes)

Packing and marking requirements

There is a simple UN classification of packing groups which is based on the broad level of
hazard. They are:

Packing Group I High Hazard

II Medium Hazard

III Low Hazard

For international road and rail freight the group numbers become (a), (b)and (c).

Each transport mode also specifies more detailed packing types for each class. Most packing
also needs to be approved by the Paper and Board, Printing and Packaging Research
Association ( PIRA ).
Documentary declarations

It is essential that any exporter shipping hazardous goods makes a written declaration certifying
that the goods are properly classified, packed, marked and suitable for carriage. The document
used for surface freight movements is the Dangerous Goods Note (DGN). The DG note not only
identifies the exact nature of the goods but also replaces the Shipping Note, which is not
appropriate to dangerous goods, and should act as a written application for shipping space rather
than the usual informal verbal booking. For air freight consignments the declaration is not the
DG Note but the International Air Transport Association’s (IATA) Shipper’s Declaration. The
above are requirements which broadly apply to all modes of transport but each individual means
of international transport has adapted and extended these procedures.

Dangerous goods by sea

The International Maritime Dangerous Goods (IMDG) Code has been

ratified in Pollutants) Regulations. It is important to note that the operational manual familiar to
many and known as the ‘Blue Book’ (Report of the DTI’s Standing Advisory Committee on
Carriage of Dangerous Goods in Ships) has now been replaced by the IMDG Code, which will
be regularly updated. In addition to the four volume Code there is a supplement which contains
Emergency Procedures, Medical First Aid Guide, Reporting Procedures and Guidelines for
Packing Cargo in Freight Containers. This means that the information needed from the exporter
also includes the EmS number (Emergency Schedule) and MFAG number (Medical First Aid
Guide). Finally, exporters should never attempt to identify goods with the IMDG page number.
The IMO publications exist in various languages and therefore page numbers may differ and
amendments may alter the page running order.

Dangerous goods by road

The Accord Dangerous Router (ADR) is ratified in the UK as the European

Agreement concerning the International Carriage of Dangerous Goods by Road the ‘Green
Book’, which is available from HMSO. This provides
provisions which govern the goods and the vehicle. Annex 1 covers goods classification,
packing and marking; Annex 2 covers vehicle type, loading, stowing, safety equipment and
driver training. The nine IMDG classes broadly apply but ADR does make a distinction
between ‘restrictive’ goods which cannot be moved without special arrangements with the
transport authorities of the countries of transit and ‘nonrestrictive’ goods which can be moved.
so long as they meet ADR provisions. Within the classifications ADR groups goods under item
numbers which are expressed as 1˚, 2˚, 3˚ and so on, for example Benzine is ‘ 3.3 ˚ (b) ADR’.
The standard hazard warning diamonds are acceptable under ADR but, in addition, the vehicle
must be placarded with rectangular orange plates (sometimes referred to as Kemler plates)
which not only identify the hazard but also carry a telephone number for specialist advice. A
final and very important requirement under ADR is the need for Transport Emergency Cards
(Tremcards) to accompany the goods in the languages of the countries of transit.

Dangerous goods by rail

 The Regalement International Dangerous (RID) is the rail freight equivalent of ADR. The
requirements are very similar to the ADR because of the deliberate cooperation between the two
regimes. In the UK, RID is entitled ‘The Regulations Concerning the International Carriage of
Dangerous Goods by Rail’ and has force of law through the ratification of the ‘Convention
concerning the International Carriage by Rail’ (COTIF).

Dangerous goods by air

In the UK the Air Navigation Order and Air Navigation (Dangerous Goods) Regulations that
ratify the ‘Technical Instructions for the Safe Transport of Dangerous Goods by Air’ are
published by the International Civil Aviation Organization (ICAO) which is the air version of
the International Maritime Organization (IMO). However, in practice, the operational manual is
the International Air Transport Association’s (IATA) Dangerous Goods Regulations which are
published annually and which can be more restrictive than the ICAO in some areas. The written
declaration is not the Dangerous Goods Note, which is specific to surface freight, but the IATA
‘Shipper’s Declaration for Dangerous Goods’ which must be signed by the shipper and not the
agent. The nine hazard classes also apply to air freight, with special additions such as
Magnetized Material, and a distinction between cargoes which can be carried on passenger
aircraft and those that are only permitted on pure freight flights. Specific packing and marking
conditions are also specified in the regulations, particularly a restriction on the size of packing
units.

An element of the ICAO legislation is that regular shippers of dangerous

goods by air must be trained on an official CAA approved IATA course. This is a three day
course involving a course examination to qualify. The delegate must also attend a refresher
every two years to validate the certificate.

Progress Check:

What do you think are the cheaper mode of transportation in transporting

your product locally and internationally?
Assignment:

Make a research about the of transportation

using by Procter and gamble, Unilever and
Nestle company. And make a reaction and
recommendation of it.

Send output on or before (date to be announced) _________________________ to grace_dlacruz@yahoo.com

or through your Google classroom account for Product Management (code to be announced via
SMS/Messenger. Likewise, maintain a Portfolio of Accomplishments which is to be submitted one week
before every major examination which the period or date shall be duly announced.