China
Africa
Explore chapters and articles related to this topic
Bills of lading
Published in Alan E. Branch, Michael Robarts, Branch's Elements of Shipping, 2014
Alan E. Branch, Michael Robarts
The CMR convention governing the International Carriage of Goods by Road, Geneva 1956, became law in the UK with the Carriage of Goods by Road Act 1965. The Convention has been adopted solely by European nations and applies to contracts for the international carriage of goods by road in vehicles over the territories of two different countries, of which at least one is a contracting party to CMR. Hence it only applies to UK imports/exports by ro/ro services or Eurotunnel where goods remain on the same road vehicles throughout their transit. If the same container on the same journey was lifted off the trailer at the Dover ferry port onto a vessel and carried to the continent on any other trailer, there would have been no crossing of a frontier on a road vehicle and therefore the Convention would not apply. Under the Convention the carrier is liable for loss or damage from the time that he takes over the goods until the time that he delivers them to the consignee, unless he can prove that the loss or damage occurred because one of a list of excepted perils. The carrier is entitled to limit his liability to SDR 8.33 per kilo, but cargo shippers are entitled to recover a return of freight and other charges relating to carriage and duty on top of this limitation. The carrier is also liable for delay if the goods have not been delivered within the agreed time limit, or, if there is no such agreement, within a reasonable time. Liability for delay, in addition to the SDR 8.33 per kilo, is up to the amount of the carriage charges.
BI and Operations Management
Published in Bert Brijs, Business Analysis for Business Intelligence, 2016
The first and principal question you will have to answer during the intake is the unit of measure. In an ideal world, the physical and the administrative entities are in sync but I am afraid this is the exception. Take the concept of the consignment of an administrative unit for a shipment versus a unit of transport such as a container or a vessel. The generally accepted definition of consignment is, “A separate identifiable number of goods (available to be) transported from one consignor to one consignee via one or more than one mode of transport and specified in one single transport document.”*
Vessel logistics and shipping operations management
Published in Dong-Ping Song, Container Logistics and Maritime Transport, 2021
The consignee is an organisation that receives the goods and takes ownership of those goods. Large organisations of the consignee are often termed as beneficial cargo owners, who have enough capital and resources to perform logistics functions themselves (by taking receipt, managing, and transporting goods) instead of relying on an LSP or freight forwarder.
Cost analysis of bulk cargo containerization
Published in Maritime Policy & Management, 2020
Takuma Matsuda, Shinya Hanaoka, Tomoya Kawasaki
The period until the cargo is consumed is another significant factor in total costs. Figure 6 displays the changes in the total cost of bulk shipping relative to the period over which the cargo is consumed. It can be observed that Figure 6 differs from Figures 3–5, in that the total bulk shipping costs change as the cargo consumption period changes, while that of container shipping remains unchanged. A longer period suggests that the demand for the cargo weakens, and inventory costs and costs from changes in the goods’ value will be higher for bulk shipping because the consignee must store this cargo for a longer duration. Thus, container shipping is preferable, as it enables smaller shipments and decreases inventory costs as well as the costs from changes in goods’ values. Container shipping is cost-competitive relative to bulk shipping—even for the Myanmar route—if the consumption period for bulk goods is four times longer than the 90-day base period.
Addressing some of bill of lading issues using the Internet of Things and blockchain technologies: a digitalized conceptual framework
Published in Maritime Policy & Management, 2023
Elnaz Irannezhad, Hamed Faroqi
One fundamental procedure in the maritime transportation industry is the issuance of the Bill of Lading (B/L) document. B/L is a transport contract between the exporter and importer stating the terms and conditions agreed between the involved parties in the transport, and the detailed information about the cargo. The necessary information on B/L may vary depending on the Customs requirements of the exporter and importer countries (Lee and Meng 2014). This document is worth as much as the value of the consignment because the holder of the B/L is in the title of the consignment, which has the value (on average) of 60,000 USD (CargoX Bluepaper 2020). The B/L is not only a title, a contract, and a proof (receipt) for the transport party to take control of the consignment, but also is a trigger for the payment cycle between buyers and seller and their bank. Based on international regulations, the consignor (seller/exporter/sender) at the origin port should submit a correct B/L for each consignment, and this will be attached to the ship manifest. At that time, the payment is triggered, and the consignee (buyer/importer/receiver) at the destination port pays the consignor, even though the consignment has not arrived at the consignee’s premises. The importance of the B/L is obvious given the reliance of the ship manifest on bills of lading. Ship manifest that consists of all B/Ls, is used not only for regulator purposes but also for monitoring the trade, charging taxes, and economy (Liu and Wang 2019). Given the higher costs associated with operational frictions of containers, the issues of the B/L related to container transport are this paper’s focus.
Blockchain adoption in the maritime industry: empirical evidence from the technological-organizational-environmental framework
Published in Maritime Policy & Management, 2023
Blockchain is designed as a decentralized system (i.e., decentralized ledger), which connect maritime supply chain participants, including shippers (suppliers), ocean freight forwarders, shipping agencies, port corporations, shipping companies, customs, port authorities and final consignees (customers), and form a peer-to-peer transmission network. It allows all participants to conduct transactions and access cargo information directly without intermediators such as banks and financial institutions (Pu and Lam 2021). Every participant plays a key role in recording cargo information (the movement of cargo from the port of lading to port of discharge and delivery to consignee) onto the blockchain.