Freight, customs and logistics questions answered

Yes. When your buyer names the forwarder, that forwarder books the main carriage and we handle the origin side. Your side covers pickup, export papers and delivery to the agreed handover point. Agree with your buyer which party pays which charges before the cargo moves. Our freight forwarding team can set this up.

Leave shipments already booked with your current forwarder and start new bookings with us. Cargo in transit stays on its existing documents, so switching mid-voyage only creates paperwork problems. Share your open bookings and next ready dates, and we plan the handover around them.

Have your Importer Exporter Code (IEC), Goods and Services Tax (GST) registration, Permanent Account Number (PAN) and authorised signatory details ready. Exporters should add their bank's authorised dealer code. First bookings move faster when names match across your invoice, bank records and registrations. Our export documentation support covers Directorate General of Foreign Trade (DGFT) papers.

Share your lanes, monthly volume and cargo type, and we quote against that pattern. Carrier rates and surcharges change by sailing, so a price applies only for the validity stated on your quote. Regular volume does help us plan space earlier for you.

Two buyers can share a container only when both receive at the same destination port. Two destinations need separate containers or Less than Container Load (LCL) bookings. Each buyer then gets a separate bill of lading and invoice set. Tell us both receivers at enquiry so the documents are split correctly.

Dense cargo such as tiles or steel reaches the weight limit before the space is full, so a 20 foot container usually suits it. Bulky, lighter cargo fills a 40 foot or high cube first. A high cube is a 40 foot container with extra height. Send weight and volume, and we match the size for your sea freight booking.

Verified Gross Mass is the weighed total of a packed container, and the shipper must declare it to the carrier before loading. Under the Safety of Life at Sea (SOLAS) rule, a container without a declared figure can be refused at the terminal. We collect the figure and send it to the carrier before cut-off.

When carriers avoid a route such as the Red Sea, ships sail around the Cape of Good Hope, which lengthens the journey and can add surcharges. Airspace closures lengthen air freight routings in the same way. We confirm the routing and surcharges behind your quote, so you compare like with like.

Check the letter of credit first: partial shipments are allowed unless the credit prohibits them. If it prohibits them, the whole order must move together. Without a letter of credit, issue a separate invoice and packing list for each shipment, so each lot clears on its own papers.

General average is a sea law principle under which all cargo owners share the cost when part of a voyage is sacrificed to save the vessel. If a vessel declares it, receivers may be asked for a contribution before cargo is released. Ask your insurer whether your marine cargo cover includes it.

A blank sailing is a scheduled voyage that a carrier cancels, so cargo booked on it moves to the next available sailing. Cut-off dates and delivery dates then change. Book with room before your buyer's deadline, and we tell you when a carrier announces a cancellation.

The shipper is the seller, the receiver is the party that takes delivery and the notify party is the one the carrier contacts on arrival. Wrong names can block release of the cargo or delay bank payment. Match all three to the invoice and letter of credit before the bill is issued.

Carriers usually allow corrections after sailing, but they charge a fee and can refuse some changes. Fixing a spelling or a weight is easier than changing the parties. Check every detail on the draft bill of lading before cut-off, because the party requesting the amendment pays.

A switch bill of lading replaces the original set with a new set that shows different shipper or port details. Traders who resell cargo in transit use it, with the carrier's agreement and a fee. It cannot change the cargo or hide the true parties from customs or banks.

Yes, where a trade agreement covers your product, but the goods must meet its origin rules and carry the right proof. The India and United Kingdom agreement came into force on 15 July 2026. Ask your buyer which proof their customs accepts, then check it can be obtained before shipment. See our United Kingdom lane.

Exports can move without paying Integrated Goods and Services Tax (IGST) when you file a Letter of Undertaking, which is valid for one financial year. Without it, you pay IGST and claim a refund. Services such as freight follow place of supply rules, so confirm treatment with your chartered accountant.

Import Control System 2 is the European Union's advance cargo data system, and it applies to sea cargo entering the EU. Carriers and forwarders file the goods details before arrival, so descriptions must be specific and Harmonised System (HS) codes need at least six digits. Vague entries such as "parts" can trigger extra checks.

Australia inspects wood packaging and containers for pests, and non-compliant packaging is treated, sent back or destroyed at the importer's cost. Wooden pallets and crates need an International Standards for Phytosanitary Measures No. 15 (ISPM 15) treatment mark. New Zealand has its own biosecurity rules, so confirm both before packing.

It depends on the product and the destination, and the buyer usually holds this responsibility. Some countries require an import permit, product registration or conformity certificate before cargo ships, such as the Pre-Export Verification of Conformity (PVoC) certificate for many goods entering Kenya. Ask your buyer to confirm early.

Moisture damage comes from temperature changes inside the container, damp cargo or damp packing. Warm humid air condenses on cold steel, and the water then drips onto cargo. Dry goods and pallets before loading, add moisture-absorbing material and wrap sensitive cartons. Our warehousing team can dry-store goods before loading.

Contact your buyer first and agree whether the cargo will be accepted, resold or returned, because storage and port charges grow each day it waits. Carriers and terminals bill whoever holds the bill of lading. Tell us early, and we help plan storage or return through our third party logistics team.

Goods returned after rejection must clear Indian customs again, and customs may ask for the original shipping bill, invoice and proof of rejection. Duty treatment depends on the product and the conditions met. Our licensed customs clearance specialists review the papers before the return is booked.

Small sample quantities can move under limited quantity rules, which are lighter than full dangerous goods rules but still apply. Packaging, marking and documents are still required, and not every class qualifies. Send the safety data sheet before you pack. See hazardous cargo handling.

Dangerous goods can wait only in a facility approved for their class, so confirm storage before the cargo arrives. Some classes must be kept apart, and some products need separate stores. Tell us the class and quantity at enquiry, and we confirm whether we can hold it.

No. A refrigerated container holds one set temperature, so chilled and frozen products need separate containers. Cargo that needs the same temperature can share a container if smells and ripening gases do not affect each other. We check compatibility before booking your temperature controlled logistics.

Buyer names and prices appear on shipping documents because carriers and customs need them, and we share them only with the parties on your shipment. If you need supplier or buyer details kept private, tell us at enquiry so we can discuss the options before booking.

A change of destination after sailing depends on the carrier, and some carriers do not allow it. Carriers charge for it and need the holder of the original bill of lading to agree. Contact us as soon as you know, because options narrow once the cargo is near the port.

No. Transport conventions limit carrier liability, and the limit is often far below the value of the goods. Air and sea carriers pay by weight or package, not by invoice value. Marine cargo insurance covers the gap, so ask your insurer before the cargo moves.

Carriers and banks check the receiver, destination and goods against sanctions lists, and they can refuse or hold a booking. Give full company names, addresses and end use at enquiry. Incomplete or inconsistent details can slow a booking down.

Tell us at enquiry that your buyer needs emissions data, and we advise what is available for your route and mode. Carriers report emissions in different ways, and the figure depends on the method used. We confirm the source before you pass it on.