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m Important Abbreviations 6
m
m Introduction of study 9
m
m Objective of study 12

m Research Methodology 13

m Research Design 14

m Scope of the Project 15

m Limitations of the study 16

m
m
m Company Profile 17

m Organization Chart 25

m Benefits Given by company 26

m
m
m Theoretical background 27

m Data Analysis and Interpretations 58

m Findings 68

m Bibliography 72

m Glossary 73

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INTRODUCTION OF STUDY

mmmmmmmmmmm This project is all about to know about export import

procedure/ documentation of shipment. This project puts

more focus on to know custom clearness, to make export -
import invoice, to get shipping bill number from custom
department etc. This project will also find out how
Committed cargo Pvt. Ltd. could sustain in the competitive
world by providing vast range of cargo handling through all
instruments which flexible prompt and innovative in
meeting the requirement of the customer. The purpose of
the study was to know about export ² import documentation
of seaway in the committed cargo Pvt. Ltd.


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OBJECTIVE OF THE STUDY

The main objectives of the research were:

‰m To know about export import process.

‰m To know about the export / Import terminology

‰m To know what are the documents required before and

after sailing the cargo.

‰m To know different type of container used in shipment.


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Services

 m Air Freight

 m Custom Clearance

 m Document Processing
 m 3 PL & Supply Chain Management

 m Packaging & Warehousing

 m Tracking & Tracing

m

DDP: Delivered Duty Paid Shipments.

DDU: Delivered Duty Unpaid Shipments.

CI Shipments: Cargo picked up on cost and insurances terms

CF Shipments: Cargo picked up on cost and freight paid terms

CIF Shipments: Cargo picked up on cost Insurance and freight paid

terms.

FOB: Free on Board Shipment. Only Port to port or Apt to Apt service
by Carrier.

Ex Works: Pick up if cargo from shipper·s warehouse/factory.

Multimodal Transport (MT) Document

Services along with logistic docum entation evidencing a multimodal
transport contract which can be replaced by electronic data
interchange messages insofar as permitted by applicable law and be

(a)Issued in a negotiable form or,

(b) Issued in a non-negotiable form indicating a named co nsignee.

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Cargo ship categorised into followingsD-

 m îiners ships D Liners ship represent the organized sector of the

shipping industries due to their fixed schedules of arrival and
departure, Pre-determined voyages and trade routes and published
ocean freight rates. Liner shipping is governed by shipping conference
and offers the following advantage to shippersD -

*m Regular sailings to scheduled ports of call.

*m Stable freight rates for a long period of time which helps the
shipper to quote C & F prices with confidence.

*m Uniform rates for all shippers.

*m Coverage of wide range of ports.

*m Rebates of freight rates based on loyalty agreements.

 m Tramp ships:- Tramp ships on the other hand have the

following characteristics ²

*m They are free to move any where on the high seas at their
will.

*m Their voyage routes and schedules are flexible.

*m They travel from the port to another port o various trade

routes looking for the cargo and carrying the same to various
routes looking for the cargo and carrying the same to various
destinations around the world.


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*m They arrive or depart without a fixed route or schedule.

*m They fix their voyages according to availability of cargo

and as per the requirement of the shippers of these
cargoes.

*m The freight rates of tram ships depend upon the

demand and supply conditions in the shipping
industry. If there is a glut of shipping space the tramp
freight rates plummet. Whereas in case of shortage of
shipping space, the tramp freight rates shoot up.

*m The cargo space on the tramps is booked by the

brokers located in major port cities like New York,
London, Rotterdam Hamburg, and Hong- Kong etc.
They work as a link between tramp operators and
shippers.


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In India, ships transport more than 90 per cent of the cargo. It

therefore interesting to study the export processed by ship
documentation related to it.
Processing of an export order -----

i.m Úxporter operation starts with the receipt of enquiry by the

exporter from importer. Bar on the enquiry exporter submits his
offer giving complete details of products technical specific price
delivery payment terms etc.

ii.m After the process negotiations importer sends a pu rchase order

follow by letter of credit (if applicable).

iii.m The exporter manufactures the goods according to the

specification given in purchase order.

iv.m As soon as the goods are ready the exporters invites the
representative of Úxport inspections agency (ÚIA) for pre
shipment inspection and obtain the certificate of inspect ion.

v.m After that, the exporter prepared following documentsD ----

*m INVOICÚ
*m PACKING LIST
*m ARÚ1 FROM Ú SICÚ DÚPARTMÚNT
*m MARINÚ INSURANCÚ POLICY
*m COPY OF PURCHASÚ ORDÚR / L/C
vi.m Above those documentation sends to CHA by exporter.

vii.m Based on these documents CHA agent completes the octroi

formalities, obtain port permit and prepare shipping bill which
is a customs documents.

viii.m Custom department check the export cargo on the basis of

information provided on the shipping bill. If satisfy then cargo
allow to loaded on the board of ship.

ix.m The shipping line gives mate receipts to CHA agents after the
payment of ocean freights and port due obtains the bill of lading


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(B/L) from shipping line .B/L is a proof of dispatch of cargo and

also a negotiable document.

x.m After that, CHA agent send various documents back to exporter
which is³
*m Customs attested invoice

*m Copy of shipping bill

*m Full set of non board bill of lading.

*m Copy of purchase order or L/C

*m Copies of ARÚ1 Form

*m SDF form

xi.m After that the exporter submitted above these documents for
negotiation to the bank which include D ----
*m Commercial invoice

*m Packing list

*m SDF form

*m Original copy of purchases order

*m Certificate of origin

*m Bill of exchange

*m Shipment advice

After that, bank scrutinizes these documents and if found correct

make payment to exporter against documentations.


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‰m Úxporter

‰m Consignee

‰m Invoice No. and Date

‰m Úxporter Ref.

‰m Buyer order no and date

‰m Other reference

‰m Buyer (other than consignee)

‰m Country of origin of goods

‰m Country of final destination

‰m Terms of delivery and Payment

‰m Pre-carriage by

‰m Place of receipt by pre -carrier

‰m Vessel/ Flight no.

‰m Port of loading

‰m Port of discharge

‰m Final Destination

‰m Marks and Nos. / No & Kind of pkgs.


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‰m Item code

‰m Description of goods

‰m Net weight

‰m Gross weight

‰m Auantity

‰m Rate CIF ÚURO

‰m Amount CIF ÚURO

‰m Amount in words

‰m DeclarationD

‰m Authorised signature
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Air freight calculation

Introduction

Airlines that are members of the International Air Transport

Association (IATA) are bound by their membership to
comply with tariffs issued by IATA. However since 11th
September 2002, airfreight rates are now extremely
negotiable. Airfreight rates cover transportation from the
airport of loading to the airport of discharge.

These rates do not include the followingD

ym Collection of air cargo from the consignor's/exporters

premises
ym Delivery of cargo from the airport of destination to the
consignee's premises
ym Storage of cargo before or after loading
ym Customs clearance in the country of destination
ym Any duties and taxes that may have to be paid
ym Insurance

Chargeable/volumetric weight

Airline freight rates are based on a "chargeable weight",

because the volume or weight that can be loaded into an
aircraft is limited. The chargeable weight of a shipment will
be either the "actual gross mass" or the "volumetric weight",
whichever is the highest. The chargeable weight is
calculated as followsD 1 metric ton = 6 cubic metres. In
order to establish if the cargo will be a weight or volumetric
based shipment.

À


Measure the parcel/cargo along the greatest length, width

and height of that parcel. For example; 100 cm (L) 100 cm
(W) 100 cm (H) = 1 000 000 cm3. Next, weigh the parcel;
assume it weighs 150kg.


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À


Now divide the 1 000 000 cm3 by 6 000 = 166,66 kg. You
have now converted the centimeters (cm) into kilograms (kg)

À


Now compare the weight to the volume. If the weight is 150

kg then the airline would base the freight on the higher
amount beingD 166,66 kg

Air freight calculations

The airline calculates freight based on weight or volume,

which ever yields the greatest amount. Airlines quote freight
rates based on the following rate structuresD

ym A basic minimum charge per shipment.

ym General cargo rates quoted for per kilogram. This rate
applies without reference to the nature or description
of the parcel, which is to be freighted.
ym Specific commodity rates apply to certain goods of
specific descriptions, such as fresh produce. These
rates are lower than the general cargo rate, and they
provide breakpoints at which the level of the rate
reduces further.

Ú

0 - 50 Kg @ R22.00/per kg
50 - 100 Kg @ R19.00 per kg
100 - 150 Kg @ R17.00 per kg

Unit îoad Device charges

These rates are charged per container/ULD without

reference to the commodity loaded therein. Calculation of
freight ratesD

Let us assume the following figuresD

The freight rate is R18.00 per kg
The weight of the parcel is 300 kg


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The dimensions areD 114,6 cm 120,4cm 132,5 cm

(round the cm's up or down)

ThereforeD 115 cm 120 133 cm = 1 835 400 divide by 6

000 = 305.9 kg (having converted cm's to kg's now round up
the kg's to the next half a kilogram = 306 kg.
As the freight rate quoted by the airline is R18.00 per kg, we
calculate the price as followsD
306 kg R18/kg = R5 508.00

The freight rate will not be calculated on the actual mass

300 kg R18.00 = R5 400.00 as the airline will always use
the greater amount either the kg, or volumetric weight.

Consolidation

Consolidation is an economical method of moving cargo by

employing a consolidator. The consolidator receives cargo
from a number of suppliers/shippers and then combines
these cargoes into one consignment by packing the goods
into a Unit Load Device. The consolidator then books the
Unit Load Device with an airline. The supplier/shipper
would have a contract of carriage with the consolidator of
the cargo and in turn the airline would have a contract of
carriage with the consolidator. The airline would issue an
air waybill to the consolidator when accepting the Unit Load
Device and in turn the consolidator would issue the
supplier/shipper with a house air waybill.

The air waybill

The air waybill, unlike the ocean bill of lading is not a

document of title to the goods described therein, however it
does perform several similar functions these areD

ym It is a receipt for the goods

ym It is evidence of the contract of carriage between the
exporter and the carrier
ym It incorporates full details of the consignor/shipper,
the consignee/receiver and the consignment/goods
ym It is an invoice showing the full freight amount


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ym It must be produced, be it in an electronic format, at

the airport of discharge for clearing purposes

All copies of the air waybill, together with the commercial

invoice, packing list, certificate of origin and any other
document which may be necessary for clearing the goods
through customs, these documents are carried in the flight
captain's bag.

Sea freight calculations

Introduction

Seafreight calculations can broadly be divided into two main

components; breakbulk and containerised. In this section
we deal with how you should calculate the freight costs of
both of these two types of seafreight.

Break bulk cargo calculations

Break bulk cargo, is cargo that is unitised, palletised or

strapped. This cargo is measured along the greatest length,
width and height of the entire shipment. The cargo is also
weighed. Shipping lines quote break bulk cargo per "freight
ton", which is either 1 metric ton or 1 cubic metre, which
ever yields the greatest revenue.

ÚxampleD
A case has a gross mass of 2 Mt.
The dimensions of the cargo areD
2.5 1 2 metres
The tariff rate quoted by the shipping line isD USD 110.00
weight or measure (freight ton)

À


Multiply the metres 2.5 1 2 = 5 metres Compare to the

mass = 2 Mt.


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À


Calculate the freight with the greater amount either the

mass or the dimension. 5 USD 110.00 = USD 550.00

Freight would be paid on the measurement and not the

weight. All shipping lines carrying cargo in a break-bulk
form insist on payment based on a minimum freight charge
which is equivalent to one freight ton, one cubic metre or
one metric ton.

Full Container load calculations and surcharges

Freight rates for containers are based on the container as a

unit of freight irrespective of the commodity or commodities
loaded therein, (FAK) Freight All Kinds. The shipping lines
quote per box (container) either a six or twelve metre
container. From time to time, abnormal or exceptional costs
arise in respect of which no provision has been made in the
tariffs. For example a shipping line cannot predict the
movement of the US Dollar or the sudden increase of the
international oil price. These increases have to be taken into
account by the shipping line in order to ensure that the
shipping line continues to operate at a profit. These
increases are called surcharges. All shipping lines
accordingly retain the right to impose an adjustment factor
upon their rates taking into account these fluctuations. All
surcharges are expressed as a percentage of the basic
freight rate. Surcharges are regularly reviewed in the light of
unforeseen circumstances, which may arise and bring cause
for a surcharge increase.

Bunker Adjustment Factor (BAF)

"Bunkers" is the generic name given to fuels and lubricants

that provide energy to power ships. The cost of bunker oil
fluctuates continually and with comparatively little warning.


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ÚxampleD
Freight rateD Port Úlizabeth to Singapore
Freight rateD US DollarD 1 250.00 per 6-M container
+ BAF 5.2%
US Dollar 1 250.00 5.2% = US Dollar 65.00
Add the two amounts together
Freight rateD U S Dollar 1 315.00

Currency Adjustment Factor (CAF)

The currency adjustment factor is a mechanism for taking

into account fluctuations in exchange rates, these
fluctuations occur when expenses are paid in one currency
and monies earned in another by a shipping company. The
currency adjustment factor is a mechanism for taking into
account these exchange rate fluctuations. It is always
expressed as a percentage of the basic freight and is subject
to regular review.

ÚxampleD
Freight rateD Port Úlizabeth to Singapore
Freight rateD US DollarD 1 250.00 per 6-M container
+ CAF 6.3%
US Dollar 1 250.00 6.3% = US Dollar 78.75
Add the two amounts together
Freight rateD U S Dollar 1 328.75

War Surcharge

The outbreak of hostilities between nations can have a

serious effect upon carriers servicing international trade
even though they may sail under a neutral flag. Carriers
sailing within the vicinity of a war zone may impose a war
surcharge on freight to compensate for the higher risks
involved and the higher levels of insurance premium, which
they may be obliged to pay.

ÚxampleD
Freight rateD Port Úlizabeth to Singapore
Freight rateD US DollarD 1 250.00 per 6-M container
+ WAR 5%
US Dollar 1 250.00 5% = US Dollar 62.50


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Add the two amounts together

Freight rateD U S Dollar 1 35.50

All of the above surcharges may be applied to a single

freight rate.

ÚxampleD
Freight rateD Port Úlizabeth to Singapore
Freight rateD US DollarD 1 250.00 per 6-M container
+ BAF 5.2%
+ CAF 6.3%
+ WAR 5%
Total amount of surcharge 16.5%
US Dollar 1 250.00 16.5% = US Dollar 206.25
(add to freight rate)
US Dollar 1 456.25

Port Congestion Surcharge

Congestion in a port for a period of time can involve

considerable idle time for vessels serving that port. When a
ship lies idle, this creates a huge amount of loss for the
ship's owner. Shipping lines therefore have the right to
impose a surcharge on the freight to recover revenue lost.
Another factor which influences port congestion surcharge
would be labour disputes. Port congestion surcharges are
calculated as a percentage of the freight rate as expressed in
the previous examples.

Consolidation services

The consolidator or groupage operator hires a container

from a shipping line and then sells that space to his
clients/exporters. The benefit for the exporter is that small
quantities which, would not fill a full container load, can be
shipped by sea freight in a shipping container as an
alternative to air freighting the goods. The consolidator
would charge per metric ton or cubic metre, which ever
yields the greatest. ÚxampleD US Dollar 89.00 Weight or
Measure. The shipping line would have a contract of
carriage with the consolidator and in turn the consolidator
would have a contract of carriage with the exporter. The
consolidator would be issued with an combined through bill


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of lading from the shipping line and then present the

exporter with a house bill of lading (See bill of lading below)

The bill of lading

The bill of lading performs the following functionsD

ym A contract of carriage between the shipper of the cargo

and the carrying shipping company.
ym The name of the shipper and the receiver of the goods
the consignee.
ym The contents of the packages as declared by the
shipper.
ym Shipping details such asD port of loading and the port
of discharge.
ym The bill of lading is a freight invoice and indicates if
the freight costs have been prepaid by the exporter or
will be paid by the importer, "freight collect".
ym The bill of lading states the number of packages,
weight and dimension of the shipment.
ym It is a document of title to the goods stated thereon.

Úvery original bill of lading signed by or on behalf of the

shipping company is a document of title to the underlying
goods. This special function of a bill of lading is achieved by
a form of words which stateD "In witness whereof the
undersigned on behalf of the shipping company has signed
three bills of lading all of this tenor and date, one of which
being accomplished the others to stand void".
"Accomplishing" the bill of lading requires the surrender to
the shipping line or its agents in the port or place of
destination one of the signed original bills of lading duly
endorsed by the consignee/importer. Unless and until one
of the original bills of lading as described above is
surrendered, the shipping line will not release the cargo to
the consignee/importer. Upon surrender of any one of the
originals the other originals bills of lading become void.

Endorsed Bills of îading

Bills of lading can only be issued with the words "shipped

on board", if the cargo has actually been loaded onto the
named vessel at the port of loading. By insisting that the


 Ú
 
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exporter supplies the importer with a "shipped on board" bill

of lading, the importer obtains conclusive evidence that the
goods have been loaded on board the intended vessel.

Some importers insist that the exporter presents "shipped

on board" bills as a condition for payment. "Received for
shipment", bills of lading can be issued as soon as the goods
have been delivered into the custody of the carrying
shipping company or its agent either at the point of receipt
or at the port of loading. Thus, a 'received for shipment", bill
of lading will only indicate the ship in which the cargo is
intended to be loaded on. The risk remains that the loading
may, for many reasons delayed or the cargo may not be
loaded at all.

Banks responsible for the payment of funds in payment for

goods under letters of credit will not release the funds if the
bill of lading has been endorsed "received for shipment".

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