A Guide to Moving Goods by Sea

September 27th, 2010 | Author: Putra Pande

The types of sea shipping

There are many different types of ship used for international sea freight; the differences
reflecting the various requirements of importers and exporters, with particular vessels used to
transport different types of cargo. Below is a summary of the different types of vessels used:

 Roll-on roll-off, or ‘ro-ro’ vessels are used to carry both haulage and passenger vehicles
 Container vessels are used to transport standard 20′ or 40′ containers
 Tankers are used to carry bulk liquids, such as oil and gas
 General cargo ships will carry all types of loose packed cargo
 Bulk carriers are used for the transportation of large volume, single commodity loads,
such as coal, grain and ores

Trade vessels essentially operate in two ways:

 As liner vessels operating on fixed routes, and usually with a standard tariff. This sector
is dominated by roll-on roll-off vessels, container and general cargo ships
 Or as charter vessels operating according to the demands of the organsiation chartering
them.

The way in which goods are transported onto ships

There are three main ways in which goods are transported on ships:

Loaded in containers

Container shipping dominates international shipments. The benefits of container shipping is the
ease of intermodal transit, (ie containers can be off-loaded and transferred directly to a road or
rail vehicle); the ability to offer a door to door service; the speed and efficiency of loading /
unloading and the obvious financial impact of such and finally, the security of the goods during
transit.

There are many different types of container, such as refrigerated and open topped containers,
however the most commonly used containers are the 20ft & 40ft containers. Their respective
dimensions and capacity are as follows:

20ft: 589cm x 235cm x 239cm (h) – capacity 33.2 cubic metres

40ft: 1,203cm x 235cm x 239cm (h) – capacity 67.7 cubic metres

Break bulk
Break bulk is a term used to refer to any non bulk goods which aren’t containerised, such as
goods on pallets, crates, or in drums or sacks. This form of transportation tends to be used for
specialist trades, such as fresh fruit and vegetables, or for transport to smaller ports which may
not have the necessary infrastructure to handle container cargo.

In bulk

Used for the transportation of large quantities of certain commodities, such as coal, ore, oil etc.

Key international shipping routes

The main international shipping routes reflect the flow of world trade, with sailings being most
frequent on those routes where the trade volumes are the largest and therefore demand the
greatest.

For sailings into the UK, by far the busiest routes are those from the Far East, especially China.
The North Atlantic route, which links Western Europe with the USA and Canada, is also a busy
route. Sailings from the Middle East for the transport of oil, as well as routes to India, Australia,
East and West Africa and Central and South America are also particularly busy.

Although there are services from the UK to all the main trading economies, if your goods are
destined for a country with little trade with the UK, they may need to be transshipped to another
local sailing during the final leg of the journey.

There will normally be a number of different options by which your goods can reach their final
destination. These can be explored in detail by discussing them with freight forwarders who will
have knowledge of the most cost effective and time efficient routes.

The costs of international shipping

There are a variety of factors which will impact the cost of moving goods by sea. Essentially
there are two elements: the actual cost of the sea freight charged by the vessel operator, and the
costs related to the handling and clearance of the goods at the ports of origin and destination.

Various factors will influence how these charges are calculated:

 The actual ocean freight is usually charged according to the shipping lines standard tariff,
although larger shippers and certain freight forwarders may be able to negotiate
preferential discounts
 Rates for charter vessels will depend on the supply and demand conditions prevalent at
the time of charter

Other factors that will impact the final price include:

 The different rates for specific categories of cargo

 Congestion charges at the busier ports
  Currency adjustment factor (CAF), which takes into account the exchange rate changes
during transit
 Bunker adjustment factor (BAF), which takes into account fuel price fluctuation
 Surcharges levied by the ports or shipping lines to cover the costs associated with
different regulatory regimes

Another factor relating to containerised goods is whether or not you are shipping a full container
load (FCL). Most shipping lines have tariffs based on container rates, making it far more
economical to ship a full container. If your consignment is less than container load (LCL), it may
be worth consolidating your cargo with that of other importers / exporters, in which case you will
only pay for the weight and volume related to your own goods.

Establishing the most cost effective way to transport your goods can be a complicated task. You
can either research and cost the various different options yourself, or employ the services of a
freight forwarder to handle these issues for you..

Documentation for moving goods by sea

Transporting your goods by ocean shipping, as with most aspects of international trade requires
the completion of a wide variety of documents. Below is a summary of the key documents:

Firstly you will need an Export Cargo Shipping Instruction which is a document that you provide
to the shipping company which details your goods and your instructions for the shipment

. If you employ the services of a freight forwarder they will complete this for you. You will also
require one of the following:

 For hazardous cargo, a Dangerous Goods Note (DGN), which details the nature of the
goods and the hazards they present
 For non hazardous cargo, a Standard Shipping Note (SSN), which provides the port of
loading the information they require to handle your goods correctly.

In addition to the above, you will also require one of the following:

 A Bill of Lading. This is issued by the carrier and shows that the goods have been
received. It also provides proof of a contract of carriage and acts as a document of title to
the goods
 A Sea Waybill. This is similar to the bill of lading, the main difference being that it
doesn’t confer title, therefore making it quicker and easier to use. A Sea Waybill is used
where there exists a well established relationship between a buyer and seller or when
ownership doesn’t actually change hands, for example when the goods are being shipped
between divisions of the same company
For a detailed breakdown of industry terminology you may want to visit the Baltic Exchange
website.

Marine transit insurance

Marine transit insurance doesn’t just cover the ocean shipping; it also covers the transport of the
goods by road, rail or air.

To ensure that your cover is valid, you need to prove that you have an ‘insurable interest’ in the
goods, which means proving that the goods belong to you. A shipping lines liability for the
goods they transport is set by various international conventions and doesn’t always amount to the
full value of the goods, which is why it is important to ensure that you have your own cover.

Contract of sale & insurance

There are several risks involved in international trade such as loss, damage and delay (such as
detention at customs). How the risks are shared between the buyer and seller should be detailed
in the sales using Incoterms.

Incoterms are a standard set of terms detailing precisely when responsibility for costs and risks
moves from the seller to the buyer, and can impact your insurance costs as the more costs you
are responsible for, the greater the insurance cover you will need.

In an ex-works (EXW) transaction, a seller is considered to have delivered the goods once
they’ve been collected from the factory or warehouse. Therefore, from that point onward all risk
passes to the buyer, as such the buyer needs to ensure that the goods are insured from that point
onwards.

In a delivered-duty-paid (DDP) sale, the risk passes to the buyer only when the goods have
arrived at their destination and have been cleared. In such a scenario a seller needs to insure the
goods up to that point after which the risk is transferred to the buyer. Under a DDP sale the buyer
or seller is under no obligation to contract for insurance. There are only two terms in Incoterms
(CIF and CIP) which require insurance to be contracted; in both cases it is the seller’s obligation
to insure.

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TABLE OF CONTENTS

 Containers for International Use

 General Cargo Container

 Specific Cargo Container

 Dimension of General Purpose Containers
 Container Dimensions and Capacity
 Turn-Over Rate of Containers
 Charter Shipping
 Air Freight
 Freight Adjustments
 Freight Payment
 Freight Prepaid and Freight Collect
 Shipment Control
 Seaports of the World
 Export Shipping Instructions

Containers for International Use

In terms of the type of cargo for which the containers are mainly intended, they are classified as general cargo container and
specific cargo container.

General Cargo Container

(1) General purpose (dry cargo) container
It is suitable for the widest varieties of cargo. It is fully enclosed and weatherproof, having rigid walls, roof and floor, with at least
one of its walls, either end wall (end loading) or side wall (side loading), equipped with doors.

Please see Dimension of General Purpose Containers for the related information.

(2) Specific purpose container

It is used to facilitate the packing (loading) and emptying (unloading) of container other than by means of doors at one side of the
container, and for other specific purposes like ventilation.

 Closed ventilated container

It is used for the carriage of cargo, such as hides, that cannot stand excessive moisture. It is similar to the dry cargo
container with specially designed natural or mechanical (forced) ventilation.

 Open top container

It is similar to the dry cargo container except that it has no rigid roof, but has a movable or removable cover (e.g. a cover
made of canvas, plastic or reinforced plastic material) supported on movable or removable roof bows. The open top
container is used for machinery, sheet glass, and other heavy, bulky or long objects.

 Platform (flat rack)

It does not have a superstructure, that is, rigid side walls and load-carrying structures. The term load refers to
static/dynamic form of load (not cargo load) or forces arising out of the lifting, handling, securement and transporting of
container. It is equipped with top and bottom corner fittings. The corner fittings (see diagram in the Dimension of
General Purpose Containers) provide means of supporting, stacking, handling and securing the container. The flat rack
is used for machinery, lumber, and other heavy or large objects.
 Specific Cargo Container
(1) Thermal container (reefer)
It has insulated walls, doors, roof, and floor, which limit the range of temperature loss or gain. It is
used for perishable goods like meat, fruits and vegetables.

(2) Tank container

It is used for the carriage of bulk gases and liquids like chemicals.

(3) Dry bulk container

It is used for the carriage of dry solids in bulk without packaging, such as grains and dry chemicals.
It consists of a cargo-carrying structure firmly secured within the intercontinental container
framework.

(4) Named cargo types

It consists of various types of containers, such as automobile (car) containers and livestock (cattle
and poultry) containers.

Table and Diagram:

Dimension of General Purpose Containers

Container Capacity Recommend Load

Volume
Nominal Length Width Height Height Cubic Cubic Cubic
Dimension Meter Feet Meter
External 20' 2.438 m 8' 6"        
6.096 m 2.438 m 2.591 m
Internal 19' 4.25" 7' 8.625" 7' 10" 1170 1000 cft
cft
5.899 m 2.353 m 7' 10" 33.131 28 cbm
cbm
External 40' 8' 8' 6"        
12.192 m 7' 8.625" 2.591 m
Internal 39' 5.375" 7' 8.625" 7' 10" 2385 2050 cft
cft
12.024 m 2.353 m 2.388 m 67.535 58 cbm
cbm
External 40' Hicube 8' 9' 6"        
12.192 m 2.438 m 2.896 m
Internal 39' 5.375" 7' 8.625" 8' 10" 2690 2350 cft
cft
12.024 m 2.353 m 2.692 m 76.172 66 cbm
cbm

NOTE : Containers with the same external length may not have exactly the same internal length
and width.
  The Recommended Load Volume (RLV) refers to the suggested maximum cube to use
in calculating a full container load. The RLV can be about 10-15% less than the container
capacity, depending on the export pack dimensions.
 
Miscalculated capacity may result in
a large empty and unusable space
or a shortage in space. For example
(see 20' x 8.5' container diagram on
the left), the master cartons have a
uniform height of 20 inches, and the
length and width are greater than
the height. If 1170 cubic feet is used
to calculate a 20' full container load,
most likely some cartons will not fit
despite the empty space of about
170 cubic feet. You cannot stuff the
remaining cartons into the remaining
14" high empty space.

Container Dimensions and Capacity

  The 20 feet (20') and 40 feet (40') containers are very popular in ocean freight. The 8.5 feet (8.5')
high container---8 feet 6 inches (8' 6") high container---is often referred to as standard container.

The demand for the high cube container--- hicube---is increasing. The popular high cube
container has a normal height of 9.5 feet (9.5' or 9' 6").

There are half height containers (4.25' or 4' 3" high) designed for heavy loads such as steel rods
and ingots, which absorb the weight limit in half the normal space.

The most widely used type of container is the general purpose (dry cargo) container (please see
Container Classifications) having a nominal length and height of 20' x 8.5', 40' x 8.5', and 40' x
9.5'. Referring to the Dimension of General Purpose Containers below, the dimensions shown in
the table are not fixed, that is, the external and internal dimensions may vary among containers of
the same length and height.

The container capacity is the total cube a container can accommodate. The term cube often
refers to the cubic measurement of cargo. The capacity (i.e., the internal volume) is determined by
multiplying the internal dimensions, that is, the product of internal length, width and height. The
capacity may vary among containers of the same length and height.

Turn-Over Rate of Containers

In the CY/CY, CY/CFS and CFS/CY container services, the carrier allows the shipper or the
consignee, as the case may be, to retain (hold) the container at their premises normally for 24-48
hours only, in order to maximize the turn-over rate of the container. An overtime use charge,
known as demurrage, is collected on overstayed containers. In special cases, such as when the
shipper or the consignee is doing a substantial amount of business with the carrier, some carriers
may allow a longer time without charging demurrage.

Charter Shipping

Charter shipping is a tramp service. The term tramp, as used in the ocean shipping, refers to a
cargo ship not operating on regular routes and schedules, and picking up cargo only when it is
chartered (hired) from the ship operator.

Some trade terms used specifically in charter shipping are as follow

 FI
Free In The word "free" as used in the charter shipping term means not including. FI is a
pricing term indicating that the charterer of a vessel (i.e., the shipper) is responsible for
the cost of loading goods onto the vessel.

 FO
Free Out
FO is a pricing term indicating that the charterer of a vessel (i.e., the shipper) is
responsible for the cost of unloading goods from the vessel.

 FIO
Free In and Out
FIO is a pricing term indicating that the charterer of a vessel (i.e., the shipper) is
responsible for the costs of loading goods onto the vessel and unloading goods from the
vessel.

Please see International Commercial Terms for the different trade terms used in exporting-
importing.

Air Freight
Benefits of Air Freight

 Faster delivery
The ports worldwide can be reached in 1 or 2 days or in a few hours by air freight, thus
reducing the risks of theft, pilferage and damage to the goods. Delivery to certain areas may
take several weeks to arrive by ocean and land freight. Time sensitive or perishable goods,
such as fresh seafood and flowers, often rely on the air freight.

 Better security
Air freight has a tighter control over its cargo, thus it has better security that reduces the
cargo exposure to theft, pilferage and damage.

 Less packaging
Air freight requires less packaging because of faster delivery and better security. Less
packaging may mean saving freight, packaging and labor costs.

 Lower insurance
Air freight is faster and has better security than the land and ocean freight, thus the insurance
premium rate generally is lower.

 Shorter collection time in an

open account trade arrangement

The time to collect payment in an open account trade arrangement most often runs from the time
the customer receives the goods and not from the time the goods are dispatched. Air delivery is fast,
thus the collection time is shorter.

Weight or Measure
in the Freight Cost Calculation
The freight rate on export goods is often based on W/M (weight or measure), that is, based on the
weight or the volume of cargo (the cube or measurement of cargo). The rate uses the comparative
relation between weight and volume of cargo. A cargo that is large in relation to its weight is charged
according to its total cube, while a cargo that is heavy in relation to its size is charged according to its
gross weight.
In general, light cargo is charged based on measure, while heavy cargo based on weight. Most sea
consignments are charged based on measure, while most air consignments are charged based on
weight.
The freight cost by weight or measure that will give the carrier the higher revenue is the rate that
applies.
The unit of ton being used in the freight cost calculation may differ among carriers. It can be a metric
ton (2204.6 lbs. or 1000 kgs.), a short ton (2000 lbs. or 907 kgs.), or a long ton (2240 lbs. or 1016
kgs.). The exporter must verify with the carrier which unit is being used. In practice, the most
frequently used is the metric ton.

Units of Weight or Measure Commonly Used

in the Freight Cost Calculation

LEGEND:
MT = metric ton
kg. = kilogram
lb. = pound
CBM = cubic meter
cu. cms. = cubic centimeters
cu. ft. = cubic feet
cu. ins. = cubic inches

Weight or Measure in the Freight Cost Calculation

MODE OF TRANSPORTATION WEIGHT or MEASURE

Ocean Freight 1 MT or 1 CBM
(1000 kgs.) (35.3 cu. ft.)

Air Freight 1 MT or 6 CBM

(1000 kgs.) (211.8 cu. ft.)
1 kg. or 6000 cu. cms.
(366 cu. ins.)
1 lb. or 166 cu. ins.

Road and Rail Freight 1 MT or 3.3 CBM

(1000 kgs.) (116.5 cu. ft.)
1 kg. or 3300 cu. cms.
(201.3 cu. ins.)
1 lb. or 91.3 cu. ins.

Some freight carriers may use the (long ton) 2240 lbs. (as weight) or 40 cu. ft. (as measure) in the
freight cost calculation.

In ocean freight, some freight carriers may use the terms U.S. shipping ton and British shipping
ton. One (1) U.S. shipping ton is equivalent to 40 cubic feet, and one (1) British shipping ton is
equivalent to 42 cubic feet.

Other units may be used in the inland freight cost calculation. For example, the inland freight could be
charged on a per package basis, but within a maximum allowable weight and/or cube per package.
Some carriers may rate a product on a weight basis only.

In the case of irregular shaped cargo, the weight or measure applies, where the measure is
determined by taking the three widest dimensions that describe the smallest cubic space enclosing the
cargo.

Freight Adjustments

Currency Adjustment Factor (CAF)

In times of unstable currency, the freight rate is often quoted with a currency adjustment factor
(CAF) to cover an additional charge for currency appreciation. The CAF, if any, is indicated on the bill
of lading. The tariff of most international carriers uses the U.S. dollar as the basis of the freight cost
calculation. The CAF allows for fluctuations in the value of the dollar against the currency in which the
carrier earns its revenues.

Bunker Adjustment Factor (BAF)

The term bunker refers to oil. It may also refer to a compartment on a ship for storing fuel, that is, oil in
modern ships and coal in old-time steamships.

In times of unstable oil prices, the freight is often quoted with a bunker adjustment factor (BAF) to
cover an oil price hike. The BAF, if any, is indicated on the bill of lading. The BAF allows for
fluctuations in the cost of oil.

Freight Payment
Freight Prepaid and Freight Collect

The term freight used here refers to transportation charges. The INCOTERMS (International
Commercial Terms) determine whether the shipper or the consignee is responsible for paying the
freight.

Freight Prepaid
Freight prepaid means the freight has been paid or prepaid by the shipper. The trade terms CFR
(C&F), CIF, DAF, CPT, CIP, DDU, DDP, DES, and DEQ require a prepayment of the cost of main
carriage.

In a prepaid delivery, the letter of credit (L/C) normally requires that the words "Freight Prepaid" be
marked on the bill of lading (B/L), clearly indicating payment or prepayment of freight at port (or point)
of origin. The mark may appear by stamp or be indicated by other means. The words "freight to be
prepaid" or "freight prepayable" or similar wording that may appear on the B/L do not prove that the
freight has been paid.

In a prepaid delivery by a courier, the transport document (i.e., the courier's receipt) issued by a
courier or expedited delivery service must show that the courier charges have been paid or prepaid by
the shipper.

Freight Collect
Freight collect means that the freight still has to be paid by the consignee. The trade terms FOB,
FAS, EXW, and FCA require a collection of the cost of the main carriage.

In a collect delivery, the letter of credit (L/C) normally requires that the words "Freight Collect" be
marked on the bill of lading, clearly indicating freight payable at destination. The mark may appear by
stamp or be indicated by other means.

A collection charge usually is included in the freight rate or is collected separately. Hence, the freight
charged on a collect basis is normally higher than on a prepaid basis.

Shipment Control

Proper control of the date of shipment is very important in the exporting. A delayed shipment may
mean losing the order and the customer's trust.

In the sample letter of credit (L/C) the latest shipment is March 19, 2001. The latest negotiation is 15
days after the date of shipment which would be April 3, 2001, but the L/C expires on March 26, 2001.
Hence, the latest negotiation date would be March 26, 2001 if the shipment is on March 19, 2001,
which means that the UVW Exports must present the documents to The Moon Bank within 7 days
after the date of shipment.

Seaports of the World

Go to continent or region:

Africa | America (North) | America (Central) |

America (South) | Asia | Middle East |
Europe (Western) | Europe (Eastern) | Oceania/Australasia

Certain countries are landlocked and so are inaccessible by deep-sea ocean vessels. Import and
export goods must be transhipped in other country(ies) by means of truck and/or rail and/or inland
waterway (river, canal or lake) transports. Please see Landlocked Countries and Transhipping Points.

Some port names may be spelled differently, for example, Bourgas in Bulgaria may appear as
Burgess.

Certain seaport and country names may contain foreign (non-English) characters. Please use Internet
Explorer browser to display the foreign characters properly.

Africa
Country (Area) Seaport

Algeria Algiers
Annaba
Oran
Skikda
Angola Lobito
Luanda
Soyo
Benin Cotonou
Botswana landlocked
Burkina Faso landlocked
  (Upper Volta)
Burundi landlocked
Cameroon Douala
Cape Verde Islands Praia
Central African Rep. landlocked
Chad landlocked
Congo Pointe Noire
Côte d'Ivoire Abidjan
  (Ivory Coast)
Djibouti Djibouti
Egypt Alexandria
Damietta
Port Said
Equatorial Guinea Bata
Malabo
Ethiopia Assab
Massawa
Gabon Libreville (Owendo)
Port Gentil
Gambia Banjul
Ghana Tema
Guinea Conakry
Guinea-Bissau Bissau
Kenya Mombasa
Lesotho landlocked
Liberia Buchanan
Monrovia
Libya Benghazi
Tripoli
Madagascar Majunga
Tamatave
Malawi landlocked
Mali landlocked
Mauritania Nouakchott
Mauritius Port Louis
Morocco Agadir
Casablanca
Ceuta
Mozambique Beira
Maputo
Nacala
Namibia Luderitz
Niger landlocked
Nigeria Calabar
 Lagos-Apapa
Port Harcourt
Warri
Réunion Pointe des Galets
Rwanda landlocked
St. Helena Jamestown
  - Ascension  
  - Tristan da Cunha  
Sao Tomé Sao Tomé
  and Principé
Senegal Dakar
Seychelles Victoria
Sierra Leone Freetown
Somalia Berbera
Mogadishu
South Africa Cape Town
Durban
East London
Port Elizabeth
Saldanha Bay
Sudan Port Sudan
Swaziland landlocked
Tanzania Dar es Salaam
Mtwara
Tanga
Zanzibar
Togo Lome
Tunisia Sfax
Sousse
Tunis-La Goulette
Uganda landlocked
Zaire Boma
Matadi
Zambia landlocked
Zimbabwe landlocked

America - North
Country (Area) Seaport

Canada Halifax, NS
Montreal, PQ
Quebec, PQ
Saint John, NB
Toronto, ON
Vancouver, BC
Mexico Coatzacoalcos
Guaymas
Lázaro Cárdenas
Manzanillo
Salina Cruz
Tampico
Tuxpan
Veracruz
U.S.A. Baltimore, MD
Baton Rouge, LA
Beaumont, TX
Boston, MA
Brownsville, TX
Buffalo, NY
Canaveral, FL
Charleston, SC
Chicago, IL
Cleveland, OH
Corpus Christi, TX
Detroit, MI
Duluth-Superior, MN
Erie, PA
Freeport, TX
Galveston, TX
Gulfport, MS
Hampton Roads, VA
Honolulu, HI
Houston, TX
Jacksonville, FL
Lake Charles, LA
Long Beach, CA
Los Angeles, CA
Milwaukee, WI
Mobile, AL
New Orleans, LA
New York, NY
Oakland, CA
Orange, TX
Palm Beach, FL
Panama City, FL
Pascagoula, MS
Pensacola, FL
Philadelphia, NJ
Port Arthur, TX
Port Everglades, FL
Portland, ME
Portland, OR
Sacramento, CA
San Diego, CA
San Francisco, CA
Savannah, GA
Seattle, WA
Stockton, CA
Tacoma, WA
Tampa, FL
Toledo, OH
America - South
Country (Area) Seaport

Argentina Bahía Blancar

Buenos Aires
Santa Fe
Bolivia landlocked
Brazil Belem
Fortaleza
Paranagua
Recife
Rio de Janeiro
Rio Grande
Salvador
Santos
Chile Antofagasta
Arica
Iquique
Punta Arenas
San Antonio
Talcahuano
Valparaiso
Colombia Barranquilla
Buenaventura
Cartagena
Ecuador Esmeraldas
Guayaquil
Falkland Islands Stanley
(Malvinas)
French Guiana Cayenne
Guyana Georgetown
Paraguay Asuncion
Peru Callao
Matarani
Paita
Salaverry
Suriname Paramaribo
Uruguay Montevideo
Venezuela La Guaira
Maracaibo
Puerto Cabello

America - Central
Country (Area) Seaport

Anguilla Sandy Ground

Antigua and Barbuda St. John's
Aruba Oranjestad
Bahamas Freeport
Nassau
Barbados Bridgetown
Belize Belize City
Bermuda Hamilton
Cayman Islands George Town
Costa Rica Puerto Caldera
Puerto Limon
Puntarenas
Cuba Havana
Dominica Roseau
Dominican Republic Rio Haina
Santo Domingo
El Salvador Acajutla
Grenada St. George's
Guadeloupe Pointe á Pitre
Guatemala Santo Tomas de Castilla
Haiti Cap Haitien
Port au Prince
Honduras Puerto Cortés
Jamaica Kingston
Martinique Fort de France
Montserrat Plymouth
Netherlands Antilles Willemstad
Curacao
Nicaragua Corinto
Panama Balboa
Colon
Cristobal
Puerto Rico Ponce
San Juan
St. Kitts and Nevis Basseterre
St. Lucia Castries
St. Vincent Kingstown
  and Grenadines
Trinidad and Tobago Port of Spain
Turks and Grand Turk
  Caicos Islands
Virgin Islands (U.S.) St. Croix

Asia - Far & Near East

Country (Area) Seaport

Afghanistan landlocked
Bangladesh Chalna
Chittagong
Bhutan landlocked
Brunei Muara Port
Cambodia Kompong Som
China Dalian
Huangpu
Qingdao
Shanghai
Tianjin
Xiamen
- Hong Kong Hong Kong
- Macau Macau
East Timor ---
India Bombay
Calcutta
Cochin
Madras
Mangalore
Indonesia Balikpapan
Belawan
Jakarta
Palembang
Pontianak
Semarang
Surabaya
Ujung Pandang
Japan Hakata
Hiroshima
Kobe<BR
Moji
Nagoya
Osaka
Shimizu
Tokyo
Yokohama
Kazakhstan Gur'yev
Korea, North Chongjin
Nampo
Wonsan
Korea, South Inchon
Pohang
Pusan (Busan)
Kyrgyzstan landlocked
Laos landlocked
Malaysia Klang (Kelang)
Kota Kinabalu
Kuching
Penang
Sandakan
Sibu
Maldives Male
Mongolia landlocked
Myanmar (Burma) Yangon (Rangoon)
Nepal landlocked
Pakistan Qasim
Karachi
Philippines Cebu
Davao
Iloilo
Legaspi
Manila
Zamboanga
Singapore Singapore
Sri Lanka Colombo
Taiwan Kaohsiung
Keelung
Taichung
Tajikistan landlocked
Thailand Bangkok
(Laem Chabang)
Songkhla
Turkmenistan Krasnovodsk
Uzbekistan landlocked
Vietnam Da Nang
Haiphong
Ho Chi Minh

Asia - Middle East

Country (Area) Seaport

Bahrain Manama
Irag Basra
Um Qasr
Iran Bandar Abbas
Bandar Khomeini
Israel Ashdod
Eilat
Haifa
Jordan Aqaba
Kuwait Shuaiba
Shuwaikh
Lebanon Beirut
Tripoli
Oman Mina Qaboos
Qatar Doha
Saudi Arabia Dammam
Jeddah
Jubail
Yanbu
Syria Lattakia
Tartous
Turkey Istanbul (port in Europe)
Izmir
Mersin
United Arab Emirates Abu Dhabi
Dubai
Sharjah
Yemen Aden
Hodeidah

Europe - Western
Country (Area) Seaport

Andorra landlocked
Austria landlocked
Belgium Antwerp
Ghent
Ostend
Zeebrugge
Channel Islands St. Helier
St. Peter Port
Cyprus Larnaca
Limassol
Denmark Aarhus
Copenhagen
Esbjerg
Odense
Finland Helsinki
Kotka
Rauma
Turku
France Bordeaux
Calais
Dunkirk
Le Havre
Marseilles
Paris
Sete
Germany Bremen
Bremerhaven
Hamburg
Kiel
Rostock
Gibraltar Gibraltar
Greece Piraeus
Thessaloniki (Salonika)
Iceland Reykjavik
Ireland Cork
Dublin
Waterford
Isle of Man Douglas
Italy Genoa
La Spezia
Leghorn (Livorno)
Naples
Palermo
Trieste
Venice
Liechtenstein landlocked
Luxembourg landlocked
Malta Valletta
Netherlands Amsterdam
(Holland) Rotterdam
Norway Aalesund
Bergen
Drammen
Kristiansand
Oslo
Stavanger
Portugal Leixoes
Lisbon
Oporto
Setubal
San Marino landlocked
Spain Algeciras
Alicante
 Barcelona
Bilbao
Cadiz
Las Palmas
Valencia
Sweden Gothenburg
Helsingborg
Malmo
Stockholm
Switzerland landlocked
United Kingdom Aberdeen
Belfast
Cardiff
Clyde Ports
(Glasgow, Greenock)
Felixstowe
Forth Ports
(Grangemouth, etc.)
Grimsby
Hull
Liverpool
London
Manchester
Southampton

Europe - Eastern
Country (Area) Seaport

Albania Durrés
Armenia landlocked
Azerbaijan Baku
Belarus landlocked
(Byelorussia)
Bosnia-Herzegovina landlocked
Bulgaria Bourgas (Burgess)
Varna
Croatia Rijeka
Split
Czech Republic landlocked
Estonia Tallinn
Georgia Batumi
Sukhumi
Hungary landlocked
Latvia Riga
Lithuania Klaipeda
Macedonia, landlocked
Former Yugos. Rep.
Moldova landlocked
Poland Gdansk
Gdynia
Szczecin
Romania Constantza
Russian Federation Nachodka (port in Asia)
Murmansk
St. Petersburg
Arkhangelsk (Archangels)
 Vladivostok (port in Asia)
Slovak Republic landlocked
Slovenia Koper
Ukraine Odessa
Yugoslavia, Fed. Rep. Kotor (Cattaro)
- Serbia
- Montenegro

Oceania / Australasia
Country (Area) Seaport

American Samoa Pago Pago

Australia Adelaide, SA
Brisbane, QLD
Darwin, NT
Fremantle, WA
Geelong, VIC
Hobart, TAS
Melbourne, VIC
Newcastle, NSW
Perth, WA
Sydney, NSW
Townsville, QLD
Christmas Island Kiritimati
Cook Islands Mangaia
Rarotonga
Fiji Lautoka
Suva
French Polynesia Papeete
(Tahiti)
Guam Apra (Agana)
Hawaii Honolulu
Kiribati Tarawa
Marshall Islands Majuro
Nauru Nauru
New Caledonia Noumea
New Zealand Auckland
Christchurch
Dunedin
Lyttelton
Napier
Timaru
Wellington
Niue Alofi
Papua New Guinea Lae
Madang
Port Moresby
Rabaul
Samoa Apia
(Western Samoa)
Solomon Islands Honiara
Tonga Nuku'alofa
Tuvalu Funafuti
Vanuatu Vila
 Export Shipping Instructions

When an exporter engages a custom broker or forwarder to handle the customs declaration, he/she
must give instructions on what to do with the shipment in the shipping instructions. The format of the
shipping instructions varies, but all the forms essentially contain the same information. One form is
often used in different modes of transportation.