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Export Transport Logistics Cost

By Geraldine Rivera,2014-08-04 14:25
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Export Transport Logistics Cost

    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 Ownership Claims

    paid by charged to point in 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 amount shipment

    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 Seller by Port of Seller Seller

    Collect & Allowed deducting Destination

    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.

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