Sea Freight Forwarding Services

CBM stands for Cubic Meter, which defines the space capacity for the transit
by sea freight or air freight containers. It is a standard unit for
calculating ocean freight for Loose Container Load (LCL) shipments.

To calculate CBM, you need the dimensions in centimeters of all the packages
and the total number of packages for the shipment.

Verified Gross Mass (VGM) is required to ensure the correct weight of the
cargo and container tare weight. It can be done through re-weighting after
the container is stuffed and sealed or by separately weighing the
consignments along with the container tare weight.

This depends on the cargo’s final packaging and nature. Accurate calculation
of stacking helps maximize cargo capacity. Discuss with freight forwarding
companies about the cargo stuffing capacity as per the available dimensions.

A Switch Bill of Lading is issued by an agent upon consignee instructions to
deliver goods to another buyer on their behalf. The consignee must surrender
the original Bill of Lading to the issuing agent or carrier and apply for a
Switch Bill of Lading to deliver goods to another consignee at the
destination.

A Delivery Order is issued by the shipping line or its agent at the final
destination, allowing the consignee to release the goods from customs.

Verified Gross Mass (VGM) is required to ensure the correct weight of the
cargo and container tare weight. It can be done through re-weighting after
the container is stuffed and sealed or by separately weighing the
consignments along with the container tare weight.

IGM stands for Import General Manifest. Gateway IGM is filed by carriers for
the manifestation of the vessel arriving in the country, while Local IGM is
filed by freight forwarding agents to the carrier about the actual
consignee, packages, and weight as per the Bill of Lading for the final
destination.

A Master Bill of Lading is issued by the carrier, while a House Bill of
Lading is issued by licensed MTO agents. It signifies the names of the
shippers and consignees. Original Bills of Lading must be surrendered to the
carrier or its authorized agents for releasing goods from customs.

Shipping Instructions (SI) are detailed guidelines provided by the shipper to
the freight forwarder or carrier, outlining the requirements for
transporting the cargo. These instructions include information on the
consignee, destination, handling preferences, and any special conditions to
ensure the shipment is processed accurately and efficiently.

Shipped on Board (SOB) indicates that the cargo has been loaded onto the
vessel and is ready for transportation. This status is often marked on the
Bill of Lading.

To issue a Bill of Lading, the carrier needs complete shipping details from
the shipper, including cargo description, quantity, weight, dimensions,
consignee details, and any special instructions. The carrier then prepares
and issues the Bill of Lading, which serves as a receipt and contract for
the shipment.

A Telex Release Bill of Lading allows the consignee to take delivery of the
cargo without presenting the original Bill of Lading. The shipper surrenders
the original document at the origin, and the carrier or agent sends a telex
message to the destination port, authorizing the release of goods.

Telex Release allows the consignee to receive the cargo without the physical
original Bill of Lading by using an electronic authorization. Bill of Lading
surrender requires the consignee to present the physical original Bill of
Lading to the carrier or agent at the destination to release the goods.

An e-Bill of Lading (eBL) is a digital version of the traditional paper Bill
of Lading. It provides the same legal and functional purposes, such as
serving as a receipt, document of title, and contract of carriage, but in
electronic form, facilitating easier and faster processing.

Yes, a Letter of Credit (L/C) is a crucial financial document used in
international trade. It guarantees payment to the exporter upon presenting
the required shipping documents, ensuring security for both the buyer and
seller.

This innovative logistics model reduces transit time and costs by
consolidating cargo at a hub with fixed sailings to the final destination.
It helps avoid high costs due to delays and can also dispatch cargo by
feeder vessels to the hub as an option by road or rail movement for small
shipments.

MTO stands for Multimodal Transport Operator, a logistics provider that
arranges the transportation of goods using multiple modes of transport, such
as sea, road, rail, and air, under a single contract, ensuring seamless and
efficient delivery.

NVOCC stands for Non-Vessel Operating Common Carrier. An NVOCC is a company
that organizes shipments for individuals or corporations without operating
their own vessels. They lease space on ships, consolidate cargo, and issue
their own bills of lading.

Carrier operators are companies that own and operate the vessels, airplanes,
trucks, or trains used to transport goods. They are responsible for the
actual movement of cargo from one point to another.

The Port of Loading (POL) is the port where the cargo is loaded onto a
vessel for transportation. It is the initial departure point in the shipping
process.

The Port of Discharge (POD) is the port where the cargo is unloaded from the
vessel upon arrival at its destination. It is the endpoint of the ocean leg
of the shipment.

The final destination is the ultimate delivery point where the cargo is
transported after being discharged from the vessel. It could be a warehouse,
distribution center, or consignee’s address.

The Port of Discharge (POD) is where the cargo is unloaded from the vessel,
while the final destination is the actual location where the cargo is
delivered after any additional transportation by road, rail, or air.

A Buyer Consolidation Program allows multiple suppliers to consolidate their
shipments into a single container for a buyer. This program optimizes
shipping costs, reduces handling, and ensures better control over the supply
chain.

Yes, sea freight is the most economical mode of transport with exceptions
for very small shipments that may be better suited for courier or air
freight, small distances where road or rail transport is cheaper, multiple
transit hubs that can increase costs and time for small shipments, and
time-critical shipments requiring careful planning.

Applicable origin and destination charges are involved along with sea
freight. These charges, which can be prepaid or collected, are charged based
on Incoterms and should be evaluated with logistics companies.

Sea freight should be avoided in cases of time-critical shipments,
restrictions by state or war zones, small shipments better suited for air or
courier modes, and perishable cargo in LCL shipments.

IGM stands for Import General Manifest. Gateway IGM is filed by carriers for
the manifestation of the vessel arriving in the country, while Local IGM is
filed by freight forwarding agents to the carrier about the actual
consignee, packages, and weight as per the Bill of Lading for the final
destination.

Marine insurance provides coverage for loss or damage of goods during transit
by sea. This insurance ensures that your cargo is protected against various
risks, including theft, damage, and accidents during shipping, giving you
peace of mind and financial security.

Origin charges are fees incurred at the origin of the shipment, including
costs for documentation, handling, packaging, and loading. These charges are
typically borne by the shipper.

Destination charges are fees incurred at the destination port or terminal
for unloading, handling, customs clearance, and delivery of the cargo to its
final destination. These charges are typically borne by the consignee.

Demurrage charges are fees levied by the shipping line when cargo is not
cleared and picked up within the allowed free time at the port. These
charges compensate the carrier for the use of their containers or space.

Detention charges are fees imposed for the late return of empty containers to
the designated depot after the free time has expired. It compensates the
carrier for the loss of use of their containers.

The free detention period is the time allowed by the carrier for the
consignee to return the empty container without incurring detention charges.
It usually starts from the day the container is picked up for delivery.