Export Transport Logistics Cost

By Mr Manoj Aglawe, BSc., MBA, PGDFT

Ocean and surface transport costs are excessive and create a major barrier to foreign market.
Transport infrastructure, such as ports, ICDs, CFSs, etc., plays an essential role in facilitation
international trade, constituting as they do the main interface between ocean transport and
surface transport. The level of infrastructure development and the quality of services are major
factors in the cost of transportation.

The major component of export transport logistics cost are:

i. Labour charges for handling, stowing etc

ii. Road transport charges

iii. ICD charges

iv. CFS charges

v. Port Terminal Handling charges

vi. Clearing charges

vii. Consolidation charges

viii. Liner freight

This article will serve as a guideline to work out export transport logistics costs associated with
export of containerized shipment.

An export transport logistics cost estimate do not include the following:

i. On carriage charges payable at destinations port

ii. Transport insurance

iii. Duties and taxes

iv. Storage and demurrage charges.

Containerised Shipment

Basically, shipments are classified into two broad categories, bulk shipment and small shipment.
Bulk shipment is further divided into two, liquid bulk, e.g. POL, chemicals, edible oil etc. and dry
bulk e.g. ore, food grain, fertilizer etc. Small shipment is further divided into two, Containerised
shipment and non- Containerised shipment (break-bulk or general cargo).

To cater to the movement of these shipments, shipping companies provide two types of services,
tramp shipping and liner shipping. Tramp shipping provides services on demand and carries bulk
shipment (liquid and dry bulk), between nominated ports. Transportation charges, i.e. freight is
based on supply and demand situation for the ship in the market.
In contrast, liner shipping provides schedule service to advertised ports, on different selected
trade routes in the world. Liner shipping carries containerized shipment and non- Containerised
shipment (break bulk or general cargo). Liner shipping carries small shipment, received from N-
number of exporter in various ports and deliver to N-number of importer located in various ports.
Liner shipping receives the shipment, irrespective of characteristics, volume, weight and quantity
of cargo. Freight rates are fixed and made known to traders in advance, this enables them to
quote prices on CIF basis or as per Incoterm 2000.

Containerised shipment is further divided into less than container load (LCL) and full container
load (FCL).

Movement of containerized shipment

Generally, an exporter based in hinterland, irrespective of distance from the servicing gateway
port, prefers to move cargo by road to CFS (a transit facility where he stuffs cargo in containers
and containers are transported to port for loading on board the ship).Some preferred to move
cargo in container under ‘factory stuffed’ facility by road.In both LCL/FCL and factory stuffed,
cargo moves through the CFS (Container Freight Station), a transit facility, before entering in port
premises for loading on board the ship.

A) Following are the steps involved in the movement of shipment by road and stuffing of
shipment in container is done at CFS, port:

1. Transfer of cargo into truck

2. Storage of cargo in truck

3. Road (truck) journey

4. Breaking out of cargo from truck

5. Transfer of cargo from truck to storage point/shed/yard in CFS

6. Unpacking for customs examination

7. Repacking for customs examination

8. Consolidation of cargo according to destination

9. Stuffing of cargo in the container

10. Locking and sealing of container

11. Loading of container on truck

12. Transportation of loaded container to container yard in port

13. Unloading of container in container yard in port

14. Stacking of container tin container yard in port

15. Loading of container on truck to move container alongside ship

 16. Truck journey from container yard to alongside ship, i.e., Quay

17. Loading of container from truck to cellular hold of ship

18. Sea voyage

B) Following are the steps involved in the movement of factory stuffed FCL shipment
container:

1. Central excise clearance

2. Transfer of cargo into container in presence of Central Excise Inspector

3. Stowage of cargo in container

4. Central excise sealing

5. Loading of container on truck

6. Road journey

7. Unloading of container from truck and storage/stacking of container in buffer yard in CFS.

8. Customs clearance/sealing of container

9. Loading of container on truck

10. Transportation of loaded container to container yard in port

11. Unloading of container in Container Yard in Port

12. Stacking of container in Container Yard in Port

13. Loading of container on truck to move container alongside ship

14. Truck journey from Container Yard to alongside ship i.e., Quay.

15. Loading of container from truck to cellular hold of ship

16. Sea voyage

Factory stuffing serves certain advantages over CFS stuffing. It reduces multiple handlings of
packages/cases, etc., thus reducing labour cost and material handling equipment hiring cost.
Further, it also reduces risk related to loss or damage due to theft, mishandling.

C) Following are the steps involved in the movement of shipment by road and rail and
stuffing done at ICD:

1. Transfer of cargo into truck

2. Stowage of cargo in truck

3. Road journey
 4. Breaking out of cargo from truck

5. Transfer of cargo from truck to shed/place of examination in ICD

6. Unpacking for customs examination

7. Repacking after Customs examination

8. Consolidation (in case of LCL)

9. Stuffing of cargo in container

10. Locking and sealing of container

11. Loading of container on flatbed wagon

12. Rail journey

13. Unloading of container from flat bed wagon and storage of container in container yard
in port.

14. Loading of container on truck to move container alongside ship.

15. Truck journey from container yard to quay.

16. Loading of container from truck to cellular hold of ship

17. Sea voyage

The movement of containerized shipment through ICD is more cost effective. Containers are
moved by rail from ICD to gateway port, serves the advantages like no traffic congestion, i.e,
quick transit, rail freight cheaper than road transport, ICD containers exempted from octroi
formalities etc.

Road Transport

In India, ‘Motor Vehicle Act 1988’ deals with transportation of goods by road: registration of
vehicle, safety, economic life of vehicle, etc. This act prohibits overloading of cargo.

Road transportation charges are more than rail transportation charges. Cost of fuel accounts for
more than 50 percent of the running cost of truck, heavy labour charges engaged for unloading,
road traffic congestion because of bad road conditions, toll collection at various points and
detention at toll points, i.e., loss of time and money contributes to higher transportation charges.
However, road transport continues to be the preferred choice because unlike the Railways, road
transport provides door-to-door service.

Road freight (without container): Rate / Tonne

Road freight (with container): Rate / TEU

Rail Transport
Rail transport is a more convenient mode of transport for cargo movement from the hinterland to
port. It is not only cheap, but also eliminates traffic congestion and detention at Octroi. Railways,
initiated the process of containerized cargo transportation way back in 1966.

To promote and manage effectively the growth of containerized cargo traffic in India, the
Container Corporation of India (CONCOR), a sister concern of Indian Railways, was incorporated
in 1988. Apart from transportation of containers by rail, CONCOR also operates a huge network
of ICDs and CFSs all over India. By injecting the competition in container rail transport segment,
the monopoly status of CONCOR in container rail transport came to a standstill. It is envisaged
that competition in container rail transport will reduce the cost of transport.

Rail Freight Rate

For Empty container Rate / TEU

For Loaded container Rate / TEU

CUSTOMS CLEARING CHARGES

Custom House Agent’s (CHA) main job responsibility is to study the laws governing the
export and import and interpreting the levies payable and incentives receivable by clients. They
also assist their clients in preparation of document according to expectation of customs
authorities.

These Custom House Agents are known by different names in different countries such as
Customs Clearing Agent, Freight Forwarding Agent, Customs Broker and Shipping and
Forwarding Agent. But one aspect of their activities, which is common to all of them, whatever
name they use, is that they all sell their services only.

On behalf of the shipper, CHA does all procedural and documentation formalities,
involved in the Customs and port clearance. Such as:

i. Processing of documents, shipping bills etc.

ii. Carting of goods/cargo to CFS

iii. Arranging of physical examination of goods

iv. Collection of measurement certificate

v. Handover goods/cargo to carrier i.e., shipping line

vi. Personally attending stuffing of cargo in container

vii. Collection of Bill of Lading from shipping line

viii. Collection of documents from Customs such as duplicate copy of shipping bill, attested
copy of Invoice & Packing List.

Today, CHA or Freight Forwarding Agent does except everything except manufacturing
the goods and they are a real third party logistics providers.

Following are the charges payable to CHA for the service rendered:
1. Agency Expenses

There is no fixed yardstick for charging agency expenses. Some charge 0.75% of invoice
amount, if invoice amount is more than Rs. 10 Lakh. And some charges 1% of invoice amount, if
invoice amount is less than Rs. 10 Lakh. Some charge fixed rate per TEU for FCL shipment and
some fixed minimum charges for LCL shipment.

2. Documentation Charges. Rate / Shipping Bill

Charges varies according to type of Shipping Bill, i.e., free drawback, DEEC, DEPB, etc

3. “N” Form charges Rate / Invoice

4. Measurement charges Rate / Package or Carton

5. Examination Charges Rate/ Shipping bill

6. GSP Charges & expenses Rate / Certificate

7. Postage, courier charges Rate / DOC set

8. Bill of Lading charges Rate / Bill of Lading

9. Consolidation charges Fixed Amount

INLAND CONTAINER DEPOT (ICD) AND CONTAINER FREIGHT STATION (CFS)

Both ICD and CFS is an infrastructure facility, owned and operated by public or private authority,
especially designed for offering services of handling, storage and movement of containerized
cargo and cargo under Customs supervision.

SERVICES OFFERED BY ICD/CFS

ICD and CFS handle only containerized shipment, thus special kind of facilities are provided like:

1. Sheds for temporary storage of cargo

2. Container yard for temporary storage of container

3. Customs clearance facility

4. Cargo handling equipment

5. Container handling equipment

6. Manpower for stuffing the cargo into container and destuffing the cargo from container

7. Road/rail connectivity to and from serving gateway port.

8. Bonded warehousing facility

9. Maintenance and repair of container unit

 10. Packaging, palletisation fumigation

Advantage

Basically, shipping company, CHA and individual exporter and importer are the users of these
infrastructure facilities. Every user has some unique advantages:

1. Port authority receives ready-to-load condition container, thus port authority relieved from
traditional job of preparing tally sheets etc and enable port to provide faster turnaround
time to shipping lines ultimately port’s productivity and profitability increases.
2. Almost all ICDs linked to port by rail thus quick transit at lower transport cost, no traffic
congestion, no detention at octroi post.

3. ICD / CFS is a logistic hub for LCL cargo thus consolidation became more easy.

4. ICD / CFS assist exporter / importer is reducing inventory cost.

5. ICD / CFS are owned and operated by public and private authorities thus every user gets
quality service at competitive rates.

ICD / CFS charges

Following are the charges payable to ICD / CFS authorities for the services rendered:

1. Ground rent charges

 Loaded container Rate / TEU / Day

 Empty container Rate / TEU / Day

2. Cargo Storage Charges Rate / Sq. Mtr

a) For LCL Rate / TEU

Unloading of cargo from truck, stacking in storage area, providing labour and CHE for
taking out packages for examination, consolidating consignment, shifting of container to stuffing
point, stuffing of cargo in the container, locking and sealing.

b) For FCL Rate / TEU

Providing labour, equipment for taking out required number of packages from container,
unpacking for Customs examination, repacking, stuffing the packages in container, locking and
sealing.

3. Lift on/Lift off charges

 Loaded Container Rate / TEU

 Empty Container Rate / TEU
 4. Transportation of container from ICD/CFS to JN Port
 Loaded Container Rate / TEU

 Empty Container Rate / TEU

TERMINAL HANDLING CHARGES

Once the cargo is stuffed in container to its fullest capacity and after completion of all due
documentation formality, sealed containers are moved from CFS/ICD to gateway servicing port
for further loading on containership.

Port authority provides facility to receive container, stacking of container in yard, transportation of
container from yard to quayside and loading on board the ship. For providing these facility, port
authority recover some charges from shipping line or agent of vessel or cargo agent, commonly
known as Terminal Handling Charges (THCs).

Normally, THCs are quoted per TEU separately for loaded and empty container. Rate varies per
TEU for the type of container used like reefer container, flatbed container, hazardous cargo
carrying container.

Following are the THCs for normal container:

1. From truck to Container Yard Rate / TEU

2. From rail flat wagon to Container Yard Rate / TEU

3. From CFS to Container Yard Rate / TEU

4. From Container Yard to Ship Rate / TEU

Normal practice is that shipping line or vessel agent or cargo agent pays THC to port authority
and, subsequently, recover from the concerned party i.e., exporter or importer.

OCEAN FREIGHT

Liner conference is an association of liner shipping company. Liner conference appoints a Rate
Committee to prepare liner freight tariff, application of which will be binding to all the member
shipping companies associated with the conference.

a) LCL Shipment

For heavy cargo RATE/TONNE

For voluminous cargo RATE/CBM

b) FCL Shipment RATE/TEU

Ocean freight are fixed per TONNE or per CBM or per TEU basis, commonly known as Basic
Ocean Freight. During a voyage, shipping line incurs extra expenditure or losses due to impact
from external forces, which are beyond control of shipping line. Thus, in order to recover such
expenditure or losses, shipping lines imposes surcharges on and above Basic Ocean Freight.
These surcharges are:
i) Currency Adjustment Factor (CAF) + or – x% of BOF

Whenever a shipping line incurs certain losses or gain certain profit due to fluctuation in value of
currency, they recover the losses by adding some per cent of BOF to BOF or pass on the share
of profit by deducting some per cent of BOF from the BOF.

ii) Bunker Adjustment Factor (BAF) + y% of BOF

The cost of fuel is incorporated in the BOF. On certain occasion, shipping lines incur additional
expenses on purchase of fuel due to sudden escalation in international fuel prices. These
additional expenses are loss to shipping lines. To recover additional cost on fuel, shipping lines
impose surcharge called BAF by adding some per cent of BOF to BOF.

iii) Port Congestion Surcharge Fixed Amount/TEU

Port workers’ strike, inadequate harbour and terminal infrastructure facility, sudden change in
demand and supply leads to situation like pre-berthing detention, slower turnaround time, slower
movement of container from/to hinterland. Such situations are beyond control of shipping lines.
This not only hampers the further schedule, but also inflates the standing cost of shipping lines.
Disturbance of schedule and additional standing cost is loss to shipping lines. To recover this
loss, shipping lines impose surcharge by adding some per-cent of BOF or fixed amount per TEU
to BOF.

Term of sale Freight Freight Risk transfer Ownershi Claim

paid by charged to point p in s
transit
FOB Origin Freight Buyer Buyer Port of Buyer Buyer
Collect shipment
FOB Origin Freight Seller Seller Port of Buyer Buyer
Prepaid shipment
FOB Origin Freight Seller Buyer by Port of Buyer Buyer
Prepaid & Charged back adding  shipment
amount to
invoice
FOB Destination Freight Buyer Buyer Port of Seller Seller
Collect Destination
FOB Destination Freight Seller Seller Port of Seller Seller
Prepaid Destination
FOB Destination Freight Buyer Port of Seller Seller
Collect & Allowed Seller by Destination
deducting
amount from
invoice

iv) War Risk Premium

Fixed Amount/TEU

Whenever a ship passes through war-prone zone, insurance underwriter imposes additional
premium to shipping lines. Normal insurance premium paid by shipping line is incorporated in a
freight. This additional premium is additional expenditure. To recover additional expenditure,
shipping lines impose surcharge by adding some per cent of BOF or fixed amount per TEU to
BOF

INCOTERM

FOB (free on board) means that the exporter fulfils his obligation to deliver when the goods have
passed over the ship’s rail at the named port of shipment. This means that exporter bears entire
export logistics costs till the goods shipped on board the ship in port of shipment and completes
all formalities of export. And importer has to bear all costs and risk of loss or damage to the
goods from that point onwards. Importer pays for freight, insurance and import duty etc.

Sum of inland transport cost (road + rail) + Transit facility charges (CFS / ICD) + CHA charges +
Consolidation charges + THC + Cost price of goods; represent FOB cost to the buyer.

Some common terms of sale now a days practiced in international trade are FOB Origin, FOB
Destination etc. In FOB Origin a buyer pays freight and risk is transferred from seller to buyer in
the port of shipment. Whereas in FOB Destination, seller pays freight and risk is transferred from
seller to buyer in the port of destination. The sale term like freight prepaid, freight collect when
clubbed with FOB origin or destination, it gives a different ground for negotiation. The table above
gives details of each term.

INCOTERM 2000 provides interpretation of obligations and responsibilities to be discharged by

exporter and importer in international trade. There are 13 terms including FOB as explained
above. All these terms have unique feature. These terms can also be used as negotiating and
cost-cutting tool.

CONCLUSION

The FOB as a concept signify a price which includes entire export transport logistics cost incurred
up to the time that the goods are on to ship for exportation. Government authorities keep the
difference of 15 per cent between cost price and declared FOB. This difference can be said to
include the profit margin and export transport logistics cost incurred up to the time when goods
are loaded onto the ship for exportation.

Globalisation and internationalisation of industries have increased the importance of logistics

within the firm since its costs, specially transportation, becomes a larger part of the total cost
structure.

Apart from transportation cost, exporters are also forced to incur on inventory, inventory carrying
cost, warehousing cost etc. with no value addition to the product. The value is added by
minimising these costs and by passing the benefits to customers and to the firms’ shareholders.