Terms & Conditions
Terms & Conditions - FCL, LCL, Air Cargo, Air Express
Last Updated: April 14, 2023
1. DEFINITIONS
In this Bill of Lading the word(s):
‘Carrier‘ Means the company stated on the front of this Bill of Lading and whose behalf this Bill of lading has been signed.
‘Merchant’ Includes any Person who at any time has been or becomes the Shipper, Holder, Consignee, Receiver of the Goods, any Person who owns or is entitled to the possession of the Goods or of this Bill of Lading and any Person acting on behalf of any such Person.
‘Holder‘ Means any Person for the time being in possession of (or entitled to the possession of) this Bill of Lading.
‘Person‘ Includes an individual, group, company or other entity.
‘Sub–Contractor‘ Includes (but is not limited to) owners and operators of any vessels (other than the Carrier), stevedores, terminal and groupage operators, road, rail and air transport operators and any independent contractor employed by the Carrier in performance of the Carriage and any sub-sub-contractors thereof.
‘Indemnify‘ Includes defend, indemnify and hold harmless whether or not the obligation to indemnify arises out of negligent or non-negligent acts or omissions of the Carrier, servants, agents or Sub-Contractors.
‘Goods‘ Means the whole or any part of the cargo received from the Shipper and includes the packing and any equipment or Container not supplied by or on behalf of the Carrier.
‘Container‘ Includes any container, trailer, transportable tank, flat or pallet, or any similar article used to consolidate goods and any ancillary equipment. ‘Carriage‘ Means the whole or any part of the operations and services undertaken by the Carrier in respect of the Goods covered by this Bill of Lading.
‘Port of Loading‘ Means any port at which the Goods are loaded on board any Vessel (which may not necessarily the Vessel named overleaf) for Carriage under this Bill of Lading
‘Port of Discharge‘ Means any port at which the Goods are discharged from any Vessel (which may not necessarily the Vessel named overleaf) after Carriage under this Bill of Lading.
‘Vessel’ Means any waterborne craft used in the Carriage under this Bill of Lading which may be a feeder vessel or an ocean vessel.
‘Combined Transport‘ Arises if the Place of Receipt and/or the Place of Delivery are indicated on the face hereof in the relevant spaces.
‘Port to Port‘ Arises if the Carriage is not Combined Transport.
‘Shipped on Board’ Relates only to the Container into which the Goods are manifested.
‘Freight’ Includes all charges payable to the Carrier in accordance with the applicable Tariff and this Bill of Lading.
‘Hague Rules‘ Means the provisions of the International Convention for the Unification of Certain Rules relating to Bills of Lading signed at Brussels on 25th August, 1924 and includes the amendments by the Protocol signed at Brussels on 23rd February, 1968, but only if such amendments are compulsorily applicable to this Bill of Lading. (It is expressly provided that nothing in this Bill of Lading shall be construed as contractually applying said Rules as amended by said Protocol).
2. CARRIER’S TARIFF
The terms and conditions of the Carrier’s applicable Tariff are incorporated herein. Particular attention is drawn to the terms and conditions therein relating to container and vehicle demurrage. Copies of the relevant provisions of the applicable Tariff are obtainable from the Carrier or his agents upon request. In the case of inconsistency between this Bill of Lading and the applicable Tariff, this Bill of Lading shall prevail.
3. WARRANTY
The Merchant warrants that in agreeing to the terms and conditions hereof he is, or has the authority of, the Person owning or entitled to the possession of the Goods and this Bill of Lading
4. SUB-CONTRACTING AND INDEMNITY
(1) The Carrier shall be entitled to sub-contract the Carriage on any terms whatsoever, including to arrange for any ocean carriage required under this Bill of Lading to be performed by any ocean carrier on the terms and conditions of the regular form of Bill of Lading in use by such ocean carrier.
(2) The Merchant undertakes that no claim or allegation shall be made against any Person whomsoever by whom the Carriage is performed or undertaken (including all Sub-Contractors of the Carrier), other than the Carrier, which imposes or attempts to impose up on any such Person, or any vessel owned by any such Person, any liability whatsoever in connection with the Goods or the Carriage of the Goods, whether or not arising out of negligence on the part of such Person and, if any such claim or allegation should nevertheless be made, the Merchant will indemnify the Carrier against all consequences thereof. Without prejudice to the foregoing every such Person or vessel shall have the benefit of every right, defense, limitation and liberty of whatsoever nature herein contained or otherwise available to the Carrier (including, but not limited to, Clause 24 hereof) as if such provisions were expressly for his benefit and, in entering into this contract, the Carrier, to the extent of these provisions, does so not only on his own behalf but also as agent and trustee for such Persons or vessel.
(3) The provisions of Clause 4 (2), including but not limited to the undertakings of the Merchant contained therein, shall extend to claims or allegations of whatsoever nature against other Persons chartering space on the carrying Vessel
(4) The Merchant further undertakes that no claim or allegation in respect the Goods shall be made against the Carrier by any Person, other than in accordance with the terms and conditions of this Bill of Lading, which imposes or attempts to impose upon the Carrier any liability whatsoever in connection with the Goods or the Carriage of the Goods, whether or not arising out of negligence on the part of the Carrier and, if any such claim or allegation should nevertheless be made, to indemnify the Carrier against all consequences thereof.
5. CARRIER’S RESPONSIBILITY
Port-to-Port Shipment
If Carriage is Port-to-Port, the liability (if any) of the Carrier for loss, damage or delay to the Goods occurring from and during loading onto any Vessel up to and during discharge from that Vessel or from another Vessel into which the Goods have been transshipped shall be determined in accordance with any national law making the Hague Rules compulsorily applicable to this Bill of Lading, or in any other case in accordance with the Hague Rules, Articles 1-8 inclusive only.
Unless Clause 25 applies, the Carrier shall be under no liability whatsoever for loss, damage or delay to the Goods, howsoever occurring, if such loss, damage or delay arises prior to loading onto or subsequent to discharge from a Vessel. Notwithstanding the above, in case and to the extent that any applicable law provides for any additional period of responsibility, the Carrier shall have the benefit of every right, defense, limitation and liberty in the Hague Rules as applied by this clause during that period, notwithstanding that the loss, damage or delay did not occur at sea.
In the event of the Goods being discharged at a port other than the Port of Discharge nominated in this Bill of Lading and forwarded to the nominated Port of Discharge by whatever means, the Hague Rules as referred to in chapter 1 of this clause shall continue to apply until delivery at the nominated Port of Discharge (or elsewhere), notwithstanding that Carriage may not be by sea.
6. CARRIER’S RESPONSIBILITY
Combined Transport
If Carriage is Combined Transport, the Carrier undertakes to perform and/or in his own name to procure performance of the Carriage from the Place of Receipt or the Port of Loading, whichever is applicable, to the Port of Discharge or the Place of Delivery, whichever is applicable, and, save as is otherwise provided for in this Bill of Lading, the Carrier shall be liable for loss, damage or delay occurring during the Carriage only to the extent set out below.
(1) If the stage of the Carriage during which loss, damage or delay occurred is not known
(a) Exclusions. If the stage of the Carriage during which the loss, damage or delay occurred is not known, the Carrier shall be relieved of liability for any loss, damage or delay if such loss, damage or delay was caused by:
(i) an act or omission of the Merchant, (ii) insufficiency of or defective condition of packing or marking, (iii) handling, loading, stowage or unloading of the Goods by or on behalf of the Merchant (See Clause 8), (iv) inherent vice of the Goods, (v) strike, lock-out, stoppage or restraint of labor, from whatever cause, whether partial or general, (vi) a nuclear incident, (vii) any cause or event which the Carrier could not avoid and the consequences whereof he could not prevent by the exercise of reasonable diligence, (viii) any act or omission of the Carrier the consequences of which he could not reasonably have foreseen, (ix) compliance with instructions of any Person entitled to give them.
(b) Burden of Proof. The burden of proof that the loss, damage or delay
was due to one or more of the causes or events specified in this Clause 6 (l) shall rest upon the Carrier, save that if the Carrier establishes that, in the circumstances of the case, the loss, damage or delay could be attributed to one or more of the causes or events specified in Clause 6(1) (a) (ii), (iii) or (iv), it shall be presumed that it was so caused. The Merchant shall, however, be entitled to prove that the loss, damage or delay was not, in fact, caused either wholly or partly by one or more of these causes or events.
(c) Limitation of Liability. Except as provided in Clauses 7(2), 7(3), and 27, if Clause 6(l) operates total compensation for loss or damage shall in no circumstances whatsoever and howsoever arising exceed 2 SDR’s per kilo of the gross weight of the Goods lost or damaged. (SDR means Special Drawing Right as defined by the International Monetary Fund). Limitation of liability for delay shall be as provided in the applicable international convention or national law, in the absence of which the Carrier accepts no liability whatsoever for delay, howsoever caused (see Clause 7 (4)).
(2) If the stage of the Carriage during which the loss, damage or delay occurred is known
Notwithstanding anything provided for in Clause 6 (I) and subject to Clauses 15 and 16, if it is known during which stage of the Carriage the loss, damage or delay occurred, the liability of the Carrier in respect of such loss, damage or delay shall be determined:
(a) By the provisions contained in any international convention or national law which provisions:
(i) cannot be departed from by private contract to the detriment of the Merchant; and (ii) would have applied if the Merchant had made a separate and direct contract with the Carrier in respect of the particular stage of the Carriage during which the loss, damage or delay occurred and received as evidence thereof any particular document which must be issued in order to make such international convention or national law applicable; or
(b) If no international convention or national law would apply by virtue of Clause 6 (2) (a), by the Hague Rules, Articles l -8 inclusive, only if the loss, damage or delay is known to have occurred during waterborne Carriage; or
(c) by the provisions of Clause 6 (1) if the provisions of Clause 6 (2) (a) and
(b) above do not apply.
For the purposes of Clause 6 (2), references in the Hague Rules to carriage by sea shall be deemed to include references to all waterborne Carriage and the Hague Rules shall be construed accordingly.
(3) If the Place of Receipt or Place of Delivery is not named on the face hereof.
Subject to Clauses 5 and 25,
(a) If the Place of Receipt is not named on the face hereof, the Carrier shall be under no liability whatsoever for loss, damage or delay to the Goods, howsoever occurring, if such loss, damage or delay arises prior to loading onto a Vessel.
(b) If the Place of Delivery is not named on the face hereof, the Carrier shall be under no liability whatsoever for loss, damage or delay to the Goods, howsoever occurring, if such loss, damage or delay arises subsequent to discharge from a Vessel.
(4) Notice of Claim and Insurance
Unless Clause 25 applies, the Carrier shall be deemed prima facie to have effected timely delivery of the Goods as described in this Bill of Lading unless notice of loss, damage or delay to the Goods, indicating the general nature of such loss, damage or delay, shall have been given in writing to the Carrier or to his representative at the Place of Delivery (or the Port of Discharge if no Place of Delivery is named on the face hereof) before or at the time of removal of the Goods into the custody of the Person entitled to delivery thereof under this Bill of Lading, or, if the loss or damage is not apparent, within three working days thereafter.
Carrier liable for loss of or damage to any of said Goods shall have the full benefit of any insurance that may have been effected, upon or on account of said Goods, so far as this shall not avoid the policies or contracts of insurance, provided that the Carrier receiving the benefit of such insurance will reimburse the claimant for the premium paid on the insurance policy or contract.
(5) Time-bar
Unless Clause 25 applies, the Carrier shall be discharged of all liability whatsoever in respect of the Goods, unless suit is brought and notice thereof given to the Carrier within nine months after delivery of the Goods or, if the Goods are not delivered, ten months after the date of issue of this Bill of Lading.
7. SUNDRY LIABILITY PROVISIONS
(1) Basis of Compensation
Unless Clause 25 applies, compensation shall be calculated by reference to the value of the Goods at the place and time they are delivered to the Merchant, or at the place and time they should have been delivered. For the purpose of determining the extent of the Carrier’s liability for loss, damage or delay to the Goods, the sound value of the Goods is agreed to be the FOB/FCA invoice value plus freight and insurance if paid.
(2) Hague Rules Limitation
If the Hague Rules are applicable by national law, the liability of the Carrier shall in no event exceed the limit provided in the applicable national law. If the Hague Rules are applicable otherwise than by national law, in determining the liability of the Carrier the liability shall in no event exceed 100 sterling per package or unit.
(3) Ad Valorem
The Merchant agrees and acknowledges that the Carrier has no knowledge of the value of the Goods, and that higher compensation than that provided for in this Bill of Lading may not be claimed unless, with the consent of the Carrier, the value of the Goods declared by the Shipper prior to the commencement of the Carriage is stated in this Bill of Lading and extra Freight paid, if required. In that case, the amount of the declared value shall be substituted for the limits laid down in this Bill of Lading. Any partial loss or damage shall be adjusted pro rata on the basis of such declared value.
(4) Delay
- a) Unless Clause 25 applies, the Carrier does not undertake that the Goods shall arrive at the Port of Discharge or Place of Delivery at any particular time or to meet any particular market or use. Besides, the Carrier shall in no circumstances whatsoever and howsoever arising be liable for direct, indirect or consequential loss or damage caused by delay.
- b) However, if Clause 25 applies, unless a latest date of delivery is shown on the face hereof and any required premium paid, timely delivery shall be considered to have been made if the Goods are made available to the Merchant at the Port of Discharge or Place of Delivery, as the case may be, within 60 days after the date published in the Carrier’s Schedule against the Port of Discharge nominated therein for the relevant ocean Vessel. The Carrier shall be entitled to all the defenses, exceptions and limitations provided in the applicable international convention or national law and this Bill of Lading.
(5) Scope of Application
(a) The terms and conditions of this Bill of Lading shall at all times govern all responsibilities of the Carrier in connection with or arising out of the supply of a Container to the Merchant, not only during the Carriage, but also during the periods prior to and/or subsequent to the Carriage.
(b) The rights, defenses, limitations and liberties of whatsoever nature provided for in this Bill of Lading shall apply in any action against the Carrier for loss or damage or delay, howsoever occurring and whether the action be founded in contract or in tort and even if the loss, damage or delay arose as a result of unseaworthiness, negligence or breach of a fundamental term of this contract.
(c) Save as is otherwise provided for in this Bill of Lading, the Carrier shall in no circumstances whatsoever and howsoever arising be liable for direct or indirect or consequential loss or damage or loss of profits.
(6) Inspection by Authorities
If by order of the authorities at any place, a Container has to be opened for the Goods to be inspected, the Carrier will not be liable for any loss, damage or delay incurred as a result of any opening, unpacking inspection or repackaging. The Carrier shall be entitled to recover the cost of such opening, unpacking, inspection and repackaging from the Merchant.
8. SHIPPER-PACKED CONTAINERS
If a Container has not been packed by or on behalf of the Carrier,
(1) The Carrier shall not be liable for loss, damage or delay to the Goods caused by matters beyond his control, including inter alia, without prejudice to the generality of this exclusion,
(a) the manner in which the Container has been packed, or (b) the unsuitability of the Goods for Carriage in the Container supplied, or (c) the unsuitability or defective condition of the Container or the incorrect setting of any temperature controls thereof: provided that, if the Container has been supplied by or on behalf of the Carrier, this unsuitability, defective condition or incorrect setting could have been apparent upon inspection by the Merchant at or prior to the time when the Container was packed, or (d) packing temperature controlled Goods that are not at the correct temperature for Carriage.
(2) The Shipper is responsible for the packing and sealing of all Shipper- Packed Containers and, if a Shipper-Packed Container is delivered by the Carrier with its original seal as affixed by the Shipper intact, the Carrier shall not be liable for any shortage of Goods ascertained at delivery If, nevertheless, a claim for shortage is made against the Carrier by any Person whomsoever, the Merchant agrees to indemnify the Carrier against the cost of any such claims plus any costs incurred in respect thereof.
(3) The Merchant shall indemnify the Carrier against any loss, damage, liability or expense whatsoever and howsoever arising caused by one or more of the matters referred to in Clause 8 (I), save that, if the loss, damage, liability or expense was caused by a matter referred to in Clause 8 (1) (c), the Merchant shall not be liable to indemnify the Carrier in respect thereof unless the proviso referred to in that Clause applies.
9. INSPECTION OF GOODS
The Carrier or any Person to whom the Carrier has sub-contracted the Carriage or any Person authorized by the Carrier shall be entitled, but under no obligation, to open any Container or package at any time and to inspect, weigh and/or measure the Goods and/or weigh the Container.
10. CARRIAGE AFFECTED BY CONDITION OF GOODS
If it appears at any time that, due to their condition, the Goods cannot safely or properly be carried or carried further, either at all or without incurring any additional expense or taking any measure in relation to the Container or the Goods, the Carrier may, without notice to the Merchant (but as his agent only), take any measure and/or incur any additional expense to carry or to continue the Carriage thereof, and/or sell or dispose of the Goods, and/or abandon the Carriage and/or store them ashore or afloat, under cover or in the open, at any place, whichever the Carrier, in his absolute discretion, considers most appropriate, which abandonment, storage, sale or disposal shall be deemed to constitute due delivery under this Bill of Lading The Merchant shall indemnify the Carrier against any additional expense incurred.
11. DESCRIPTION OF GOODS
(1) This Bill of Lading shall be prima facie evidence of the receipt by the Carrier from the Shipper in apparent good order and condition, except as otherwise noted, of the total number of Containers or other packages or units indicated in the box on the face hereof entitled, ‘*Total No of Containers/Packages received by the Carrier’.
(2) Except as provided in Clause 11 (1), no representation is made by the Carrier as to the weight, contents, measure, quantity, quality, description, condition, marks, numbers or value of the Goods, and the Carrier shall be under no responsibility whatsoever in respect of such description or particulars, which are unknown to him.
It is agreed that, whilst he retains the right so to do at his sole discretion, the Carrier is not at any time under any obligation to weigh any Container or open any Container to make any check on the Goods therein or their stowage (see Clause 9).
(3) If any particulars of any Letter of Credit and/or Import License and/or Sale Contract and/or Invoice or Order number and/or details of any contract to which the Carrier is not a party are shown on the face of this Bill of Lading, such particulars are included solely at the request of the Merchant for his convenience. The Merchant agrees that the inclusion of such particulars shall not be regarded as a declaration of value and in no way increases the Carrier’s liability under this Bill of Lading. The Merchant further agrees to indemnify the Carrier against all consequences of including such particulars in this Bill of Lading. The Merchant acknowledges that, except when the provisions of Clause7 (3) apply, the value of the Goods is unknown to the Carrier.
12. SHIPPER’S/MERCHANT’S RESPONSIBILITY
- All of the Persons coming within the definition of Merchant in Clause 1 shall be jointly and severally liable to the Carrier for the due fulfillment
of all obligations undertaken by the Merchant in this Bill of Lading and remain so liable throughout Carriage, notwithstanding their having transferred this Bill of Lading and/or title to the Goods to another party.
- The Shipper warrants to the Carrier that the particulars relating to the Goods as set out overleaf have been checked by the Shipper on receipt of this Bill of Lading and that such particulars, and any other particulars furnished by or on behalf of the Shipper, are adequate and correct. The Shipper also warrants that the Goods are lawful goods
and contain no contraband. If the Container is not supplied by or on behalf of the Carrier, the Shipper further warrants that the Container meets all ISO and/or other (inter-) national safety standards and is fit in all respects for Carriage by the Carrier.
- The Merchant shall indemnify the Carrier against all claims, losses, damages, fines and expenses arising or resulting from any breach of any of the warranties in Clause 12(2) hereof or from any other cause in connection with the Goods for which the Carrier is not responsible.
- The Merchant shall comply with all regulations or requirements of Customs, port and other authorities, and shall bear and pay all duties,
taxes, fines, imposts, expenses or losses (including, without prejudice to the generality of the foregoing, Freight for any additional Carriage undertaken) incurred or suffered in respect of the Goods, and shall indemnify the Carrier in respect thereof.
- If Containers supplied by or on behalf of the Carrier are unpacked at the Merchant’s premises, the Merchant is responsible for returning the empty Containers, free from labels etc., with interiors brushed, clean, odor free and in every respect fit for immediate reuse, to the point or place designated by the Carrier, his servants or agents, within the time prescribed Should a Container not be returned as required above within the time prescribed, the Carrier is entitled to take such steps as he considers appropriate for the account of the Merchant and the Merchant shall be liable for any detention, loss or expense incurred as a result thereof.
- Containers released into the care of the Merchant for packing unpacking or any other purpose whatsoever are at the sole risk of the Merchant until redelivered to the Carrier. The Merchant shall indemnify the Carrier for all loss and/or damage to such Containers occurring during such period The Merchant shall also indemnify the Carrier for any loss, damage, injury, fines or expenses caused or incurred by such Containers whilst in his control.
13. FREIGHT
(1) Freight shall be deemed fully earned on receipt of the Goods by the Carrier and shall be paid and non-returnable in any event
(2) The Merchant’s attention is drawn to the stipulations concerning currency in which the Freight is to be paid, rate of exchange, devaluation and other contingencies relative to Freight in the applicable Tariff.
(3) Freight has been calculated on the basis of particulars furnished by or on behalf of the Shipper. If the particulars furnished by or on behalf of the Shipper are incorrect, it is agreed that a sum equal to double the correct Freight less the Freight charged shall be payable as liquidated damages to the Carrier.
(4) All Freight shall be paid without any set-off, counter-claim, deduction or stay of execution before delivery of the Goods.
14. LIEN
The Carrier shall have a lien on the Goods and any documents relating thereto for all sums payable to the Carrier under this contract. The Carrier shall also have a lien against the Merchant on the Goods and any documents relating thereto for all sums due from him to the Carrier under any other contract. The Carrier may exercise his lien at any time and at any place at his sole discretion, whether the contractual Carriage is completed or not. In any event, any lien shall extend to cover the cost of recovering the sums due and for that purpose the Carrier shall have the right to sell the Goods by public auction or private treaty, without notice to the Merchant at any time and at any place at the sole discretion of the Carrier.
15. OPTIONAL STOWAGE AND DECK CARGO
(1) The Goods may be packed by the Carrier in Containers and consolidated with other goods in Containers
(2) Goods, whether or not packed in Containers, may be carried on deck or under deck, at the sole discretion of the Carrier, without notice to the Merchant All such Goods whether carried on deck or under deck, shall participate in general average and shall be deemed to be within the definition of goods for the purposes of the Hague Rules and shall be carried subject to those Rules.
(3) Notwithstanding Clause 15 (2), in the case of Goods which are stated on the face hereof as being carried on deck and which are so carried the Hague Rules shall not apply and the Carrier shall be under no liability whatsoever for loss, damage or delay, howsoever arising, whether or not caused by negligence on the part of the Carrier, his servants, agents or
Sub-Contractors.
16. LIVE ANIMALS
The Hague Rules shall not apply to the Carriage of live animals, which are carried at the sole risk of the Merchant. The Carrier shall be under no liability whatsoever for any injury, illness, death, delay or destruction to such live animals howsoever arising. Should the Master in his sole discretion consider that any live animal is likely to be injurious to any other live animal or any person or property on board, or to cause the Vessel to be delayed or impeded in the prosecution of its voyage, than such live animal may be destroyed and thrown overboard without any liability attaching to the Carrier. The Merchant shall indemnify the Carrier against all or any extra costs incurred for any reason whatsoever in connection with the Carriage of any live animal.
17. METHODS AND ROUTES OF CARRIAGE
(1) The Carrier may at any time and without notice to the Merchant:
(a) use any means of carriage whatsoever; (b) transfer the Goods from one conveyance to another, including but not limited to transshipping or carrying them on a Vessel other than that named on the face hereof; (c) unpack and remove the Goods which have been packed into a Container and forward them in a Container or otherwise; (d) proceed by any route in his discretion (whether or not the nearest or most direct or customary or advertised route), at any speed, and proceed to or stay at any place or port whatsoever, once or more often and in any order; (e) load or unload the Goods at any place or port (whether or not such port is named overleaf as the Port of Loading or Port of Discharge) and store the Goods at any such place or port; (f) comply with any orders or recommendation given by any government or authority, or any Person acting or purporting to act as or on behalf of such government or authority, or having under the terms of any insurance on any conveyance employed by the Carrier the right to give orders or directions; (g) permit the
Vessel to proceed with or without pilots, to tow or be towed, or to be drydocked, with or without Goods and/or Containers on board.
(2) The liberties set out in Clause 17 (1) may be invoked by the Carrier for any purpose whatsoever, whether or not connected with the Carriage of the Goods, including but not limited to loading or unloading other goods, bunkering, undergoing repairs, adjusting instruments, picking up or landing any persons, including but not limited to persons involved with the operation or maintenance of the Vessel and assisting vessels in all situations Anything done in accordance with Clause 17 (1) or any delay arising therefrom shall be deemed to be within the contractual Carriage and shall not be a deviation.
(3) By tendering Goods for Carriage without any written request for Carriage in a specialized Container, or for Carriage otherwise than in a Container, the
Merchant accepts that Carriage may properly be undertaken in a generalpurpose container, carried on or under deck at the Carrier’s sole discretion.
18. MATTERS AFFECTING PERFORMANCE
If at any time the Carriage, the Vessel or other goods on board the Vessel are or are likely to be affected by any hindrance, risk, delay, difficulty or disadvantage of any kind (other than the inability of the Goods, due to their condition, safely or properly to be carried or carried further) and howsoever arising (even though the circumstances giving rise to such hindrance, risk, delay, difficulty or disadvantage existed at the time this contract was entered into or the Goods were received for Carriage), the Carrier (whether or not the Carriage is commenced) may, without prior notice to the Merchant and at the sole discretion of the Carrier, either:
(a) Carry the Goods to the contracted Port of Discharge or Place of Delivery, whichever is applicable, by an alternative route to that indicated in this Bill of Lading or that which is usual for Goods consigned to that Port of Discharge or Place of Delivery. If the Carrier elects to invoke the terms of this Clause 18 (a) then, notwithstanding the provisions of Clause 17 hereof: he shall be entitled to charge such additional Freight as the Carrier may determine; OR
(b) Suspend the Carriage of the Goods and store them ashore or afloat upon the terms of this Bill of Lading and endeavor to forward them as soon as possible, but the Carrier makes no representations as to the maximum period of such suspension of Carriage. If the Carrier elects to invoke the terms of this Clause I 8 (b) then, notwithstanding the provisions of Clause I7 hereof: he shall be entitled to charge such additional Freight as the Carrier may determine; OR (c) Abandon the Carriage of the Goods and place them at the Merchant’s disposal at any place or port, which the Carrier may deem safe and convenient, whereupon the responsibility of the Carrier in respect of such Goods shall cease. The Carrier shall nevertheless be entitled to full Freight on the Goods received for Carriage, and the Merchant shall pay any additional costs of the Carriage to, and delivery and storage at, such place or port;
If the Carrier elects to use an alternative route under Clause 18 (a) or to suspend the Carriage under Clause 18(b) this shall not prejudice his right subsequently to abandon the Carriage.
19. DANGEROUS GOODS
(1) No Goods which are or may become dangerous, inflammable, damaging or injurious (including radio-active materials), or which are or may become liable to damage any property whatsoever or injure any person whomsoever, shall be tendered to the Carrier for Carriage without his express consent in writing and without the Container as well as the Goods themselves being distinctly marked on the outside so as to indicate the nature and character of any such Goods and so as to comply with any applicable laws, regulations or requirements. If any such Goods are delivered to the Carrier without such written consent and/or marking, or if in the opinion of the Carrier the Goods are or are liable to become of a dangerous, inflammable, damaging or injurious nature, they may at any time be destroyed, disposed of, abandoned, or rendered harmless without compensation to the Merchant and without prejudice to the Carrier’s right to Freight.
(2) The Merchant undertakes that such Goods are packed in a manner adequate to withstand the risks of Carriage having regard to their nature and in compliance with all laws or regulations, which may be applicable during the Carriage. In particular but without prejudice to the generality of this Clause 19(2), if the Goods are not packed into the Container by or on behalf of the Carrier, the Merchant undertakes that incompatible Goods are not packed in the same Container.
(3) Whether or not the Merchant was aware of the nature of the Goods, the Merchant shall indemnify the Carrier against all claims, losses, damages or expenses arising in consequence of the Carriage of such Goods.
(4) Nothing contained in this Clause shall deprive the Carrier of any of his rights provided for elsewhere.
20. NOTIFICATION AND DELIVERY
(1) Any mention herein of parties to be notified of the arrival of the Goods is solely for information of the Carrier, and failure to give such notification shall not involve the Carrier in any liability nor relieve the Merchant of any obligation there under.
(2) The Merchant shall take delivery of the Goods within the time provided in the Carrier’s applicable Tariff (see Clause 2). If the Merchant fails to do so the Carrier shall be entitled, without notice, to unpack the Goods if packed in Containers and/or to store the Goods ashore, afloat, in the open or under cover, at the sole risk of the Merchant. Such storage shall constitute due delivery here under, and thereupon the liability of the Carrier in respect of the Goods stored as aforesaid shall wholly cease, and the costs of such storage (if paid or payable by the Carrier or any agent or Sub-Contractor of the Carrier) shall forthwith upon demand be paid by the Merchant to the Carrier.
(3) If the Merchant fails to take delivery of the Goods within thirty days of delivery becoming due under Clause 20 (2), or if in the opinion of the Carrier they are likely to deteriorate, decay, become worthless or incur charges whether for storage or otherwise in excess of their value, the Carrier may,
without prejudice to any other rights which he may have against the Merchant, without notice and without any responsibility whatsoever attaching to him, sell, destroy or dispose of the Goods and apply any proceeds of sale in reduction of the sums due to the Carrier from the Merchant
(4) Refusal by the Merchant to take delivery of the Goods in accordance with the terms of this Clause and/or to mitigate any loss or damage thereto shall constitute a waiver by the Merchant to the Carrier of any claim whatsoever relating to the Goods or the Carriage thereof
(5) In the event of the Carrier agreeing to a request of the Merchant to amend the Place of Delivery stated herein without stipulating any particular terms and conditions to apply during said amended Carriage, to the extent provided by the applicable Tariff the terms and conditions of this Bill of Lading shall continue to apply, but only until the Goods are delivered by the Carrier to the Merchant at the amended Place of Delivery Once the applicable Tariff ceases to provide for the continued application of the terms and conditions of the Bill of Lading or, if the Carrier declines to extend the Bill of Lading terms to the amended Place of Delivery, then the Carrier shall act as agent only of the Merchant in arranging for delivery of the Goods to the amended Place of Delivery but shall then be under no liability whatsoever for loss, damage or delay to the Goods, howsoever arising, for the period of amended Carriage.
If the Carrier agrees to make multiple point deliveries of an FCL Container, this contract terminates upon presentation of the sealed Container at the first place of delivery. Thereafter the Carrier acts as agent only to arrange any further deliveries.
(6) If, at the place where the Carrier is entitled to call upon the Merchant to take delivery of the Goods under Clause 20(2) the Carrier is obliged to hand over the Goods into the custody of any Customs, port or other authority, such hand-over shall constitute due delivery to the Merchant under this Bill of Lading.
(7) This Bill of Lading shall not be a negotiable document of title unless consigned ‘to order’, ‘to the order of ‘..’ or ‘ to bearer’. If not so consigned but instead consigned directly to a nominated party, this shall be a ‘Straight’ Bill and, at the sole discretion of the Carrier, delivery may be made to the nominated party only upon proof of identity, as if this Bill of Lading were a Waybill. Such delivery shall constitute due delivery hereunder.
21. FCL MULTIPLE BILLS OF LADING
(1) Goods will only be delivered in a Container to the Merchant if all Bills of Lading in respect of the contents of the Container have been surrendered authorizing delivery to a single Merchant at a single Place of Delivery In the event that this requirement is not fulfilled the Carrier may unpack the Container and, in respect of Goods for which Bills of Lading have been surrendered, deliver them to the Merchant on an LCL basis Such delivery shall constitute due delivery hereunder, but will only be effected against payment by the Merchant of LCL Service Charges and any charges appropriate to LCL Goods (as laid down in the Tariff) together with the actual costs incurred for any additional services rendered.
(2) If this is an FCL multiple Bill of Lading (as evidenced by the qualification of the tally acknowledged overleaf to the effect that it is ‘One of … part cargoes in the Container’), then the Goods detailed overleaf are said to comprise part of the contents of the Container indicated. If the Carrier is required to deliver the Goods to more than one Merchant and if all or part of the total Goods within the Container consists of bulk Goods or unappropriated Goods, or is or becomes mixed or unmarked or unidentifiable, the Holders of Bills of Lading relating to Goods within the Container shall take delivery thereof (including any damaged portion) and bear any shortage in such proportions as the Carrier shall in his absolute discretion determine. Such delivery shall constitute due delivery hereunder.
22. GENERAL AVERAGE & SALVAGE
(1) In the event of accident, danger, damage or disaster before or after the commencement of the voyage, resulting from any cause whatsoever, due to negligence or not, for which, or for the consequences of which, the Carrier is not responsible, by statute, contract or otherwise, the Merchant shall contribute with the Carrier in general average to the payment of any sacrifices, losses or expenses of a general average nature that may be made or incurred, and shall pay salvage and special charges incurred in respect of the Goods.
(2) Any general average on a Vessel operated by the Carrier shall be adjusted according to the York/Antwerp Rules of I994 or any subsequent amendment thereto authorized by the CMI at any port or place and in any currency at the option of and by an adjuster appointed by the Carrier, with the test of reasonableness in the Rule Paramount being made on the basis of what was known at the time of the general average act and not subsequently with the benefit of hindsight. Any general average on a Vessel not operated by the Carrier (whether a seagoing or inland waterways vessel) shall be adjusted according to the requirements of the operator of that Vessel. In either case the Merchant shall give such cash deposit or other security, as the Carrier may deem sufficient to cover the estimated general average contribution of the Goods. Any security, other than cash deposits, must be given by a party acceptable to and with assets in a jurisdiction nominated by the Carrier. Such security must be provided before delivery if the Carrier so requires or, if the Carrier does not so require, within three months of the delivery of the Goods, whether or not at the time of delivery the Merchant had notice of the Carrier’s lien. The Carrier shall be under no obligation to exercise any lien for general average contribution due to the Merchant.
(3) Conversion into the currency of the adjustment shall be calculated at the rate prevailing on the date of payment for disbursements and on the date of completion of discharge of the Vessel for allowances, contributory values, etc.
(4) If a salving vessel is owned or operated by the Carrier, salvage shall be paid for as fully as if the salving vessel or vessels belonged to strangers.
(5) In the event of the Master in his sole discretion or in consultation with owners considering that salvage services are needed, the Merchant agrees that the Master may act as his agent to procure such services to Goods and that the Carrier may act as his agent to settle salvage remuneration, without any prior consultation with the Merchant in both cases.
(6) If the Merchant contests payment of contribution to general average, salvage, salvage charges and/or special charges to Goods on any grounds whatsoever or fails to make payment of contribution within three months of the issue of the adjustment thereof, whether or not prior security has been provided, the Merchant shall pay interest for the period in excess of three months on the contribution due at two percent per annum above the base lending rate of the central bank of the country in whose currency the adjustment is issued, in addition to the contribution due.
(7) In the event of any general average credit balances due to Merchants still being unclaimed 5 years after the date of issue of the adjustment, these shall be paid to the Carrier, who will hold such credit balances pending application by the Merchants entitled thereto.
23. VARIATION OF THE CONTRACT
No servant or agent of the Carrier shall have the power to waive or vary any of the terms of this Bill of Lading, unless such waiver or variation is in writing and is specifically authorized or ratified in writing by the Carrier.
24. LAW AND JURISDICTION
(1) Unless Clause 25 or 27 applies, any claim against the Carrier under this Bill of Lading shall be determined only according to Hong Kong law and exclusively in the High Court of Admiralty in Hong Kong. The Merchant irrevocably submits to this jurisdiction.
(2) The Carrier shall be entitled to pursue any claim against the Merchant in Hong Kong according to Hong Kong Law or in any jurisdiction in which the Merchant has assets but then in accordance with the local law of that jurisdiction.
(3) Nothing herein shall prevent the parties to any claim or dispute under this Bill of Lading from agreeing to submit the claim or dispute to arbitration by mutually acceptable arbitrator(s) on mutually acceptable terms at a mutually acceptable venue.
25. VALIDITY
In the event that anything herein contained is inconsistent with any applicable international convention or national law, which cannot be departed from by private contract, the provisions hereof shall to the extent of such inconsistency but no further be null and void.
26. LIMITATION OF LIABILITY
For the avoidance of doubt, it is hereby agreed by the Merchant that the Carrier qualifies and shall be regarded as a person entitled to limit liability under the relevant Convention on the Limitation of Liability for Maritime Claims, notwithstanding that the Carrier may have procured space on board the Vessel concerned by means of a Slot Charterparty, Bill of Lading or some other contract of carriage.
Except to the extent that mandatory law to the contrary applies in the appropriate jurisdiction (in which case said law shall apply), the size of the fund to which the Carrier may limit liability shall be identical to that proportion of the limitation fund by which the actual carrier is entitled to limit which is (or would be) available for the Carrier’s claims against the actual carrier.
27. USA CLAUSE PARAMOUNT (if applicable)
(1) If Carriage includes Carriage to, from or through a port in the United States of America, this Bill of Lading shall be subject to the United States Carriage of Goods by Sea Act 1936 (US COGSA), the terms of which are incorporated herein and shall be paramount throughout Carriage by sea and the entire time that the Goods are in the actual custody of the Carrier or his Sub-Contractor at the sea terminal in the United States of America before loading onto the vessel or after discharge therefrom, as the case may be.
(2) The Carrier shall not be liable in any capacity whatsoever for loss, damage or delay to the Goods while the Goods are in the United States of America away from the sea terminal and are not in the actual custody of the Carrier. At these times the Carrier acts as agent only to procure Carriage by Persons (one or more) under the usual term and conditions of those Persons. If: for any reason, the Carrier is denied the right to act as agent only at these times, his liability for loss, damage or delay to the goods shall be determined in accordance with Clause 6 hereof.
(3) If US COGSA applies the liability of the Carrier and/or the Vessel shall not exceed US$ 500 per package or customary freight unit (in accordance with Section 1304(5) thereof) unless the value of the Goods has been declared on the face hereof in which case Clause 7(3) shall apply.
(4) Notwithstanding the provisions of Clause 24, if Carriage includes Carriage to from or through a port in the United States of America, the Merchant may refer any claim or dispute to the United States District Court for the Southern District of New York in accordance with the laws of the United States of America.
End of Terms & Conditions - FCL, LCL, Air Cargo, Air Express
Terms & Conditions for ‘Sea +’ Shipments
Last Updated: April 14, 2023
Shipping Agreement: The TL;DR Version
We recommend that you read the entirety of this shipping agreement as it contains important information regarding your shipment. However, we recognize that not everyone reads the terms and conditions in full. Therefore, we have provided a brief summary of what we believe to be the important components of this agreement:
- “Guided Imports” is the shipping company, “Shipper” is the customer, and “Third Party” is anyone else helping.
- Import duties and taxes are only included in the quoted price if stated.
- We can track the ship, but not the specific container, so 24/7 tracking is not available.
- Your shipment may be combined with others during transit, and we may check it.
- Transit time isn’t guaranteed, and delays can happen.
- Unless otherwise stated, you need to pay before delivery, and there may be fees for late payment or liquidated cargo.
- You can’t ship dangerous goods and are responsible for proper packaging.
- The maximum liability for lost or damaged cargo is $500 per cubic meter.
- We’re not responsible for events beyond our control, like natural disasters.
- Amazon deliveries may be moved via LTL carrier, and you’re responsible for meeting Amazon’s requirements.
Please note that the above summary is provided for your convenience and is not intended to be a comprehensive overview of our shipping agreement. The full terms and conditions start in Definitions, Section 1 below. We strongly encourage you to review the agreement in its entirety before booking a shipment with Guided Imports. By booking a shipment, you are accepting these terms and conditions, you acknowledge that you have read and understood the agreement and agree to be bound by its terms.
Definitions
For the purposes of this shipping agreement, “Guided Imports” refers to the freight forwarder; “Shipper” refers to the customer who engages with Guided Imports to ship their goods; and “Third Party” refers to a contractor or supplier that Guided Imports uses to facilitate the movement of freight. These definitions are provided to clarify the roles and responsibilities of each party involved in the shipping process and are binding upon acceptance of this agreement.
Sea + Shipment Services
Sea + shipments include the following services: Sea + Truck – DDU, Sea + Truck DDP, Sea + Truck, and Sea + Express. These services are designed to offer shippers an alternative method of LCL (Less than Container Load) shipping that combines the cost-effectiveness of sea freight with the convenience and speed of other modes of transportation.
Shipping Terms and Conditions
The cost of import duties and taxes is only included in the quoted price if specifically stated in the quote.
We can only provide vessel tracking for shipments, but we cannot provide container tracking. We will provide the name of the vessel, but due to the safety and security of all shippers within the consolidation, we do not have access to the container number or the master bill of lading number.
Shipments will be consolidated, and the shipper recognizes that the freight forwarder may co-mingle their cartons with that of other shippers during transit.
The shipper acknowledges that the freight forwarder or appointed parties may inspect and measure their cargo at any point during the shipping process. Any discrepancies in weight, dimensions, or product count may result in fees assessed by the freight forwarder, and the shipper will be responsible for any such fees.
The shipper acknowledges that the freight forwarder may refuse to accept or store their cargo for any reason, and the freight forwarder will not be held liable for any damages or losses resulting from such refusal.
Transit time is not guaranteed, and delays in shipping are possible. We will not be held liable for any such delays.
The minimum chargeable volume is 2 CBM or 100KG.
The shipper will not be listed as the Importer of Record (IOR).
The shipper recognizes that a third party will be involved to handle the import and customs clearance.
When duty is not included, the shipper may not have access to the full customs entry summary but instead will be provided an excerpt of their cargo’s duty and values.
Unless otherwise stated, last-mile delivery will utilize an LTL carrier. We are not responsible for delays, incorrect transit times, or modes of transport to the final destination.
Shippers are bound by these terms and conditions upon booking a shipment with Guided Imports.
Payment and Fees
Payment is due before final delivery, unless other payment arrangements have been made. If payment is not received by the due date, the freight forwarder reserves the right to take actions to recover outstanding fees, which may include holding, liquidating, or placing a lien on the cargo. The shipper will be notified before any such actions are taken, and any applicable warehousing fees will be charged to the shipper.
The shipper acknowledges that liquidated cargo does not relieve them of any outstanding payments. Failure to pay may result in collections or legal action to recover outstanding fees or damages incurred by the freight forwarder.
In the event of late payment, a 3% per month interest rate will be charged on the outstanding balance until payment is received in full.
Dangerous Goods and Packaging
The shipment of dangerous goods is strictly prohibited. The shipper must provide a complete and accurate description of their cargo to ensure compliance with all applicable laws and regulations and must ensure that their cargo is properly packaged to prevent damage during transit. The shipper is responsible for any fees or penalties incurred due to incorrectly labeled or packaged cargo.
Liability and Force Majeure
The maximum liability of the freight forwarder for cargo that is damaged, lost, or stolen is $500 per cubic meter.
The freight forwarder will not be liable for any loss or damage caused by events beyond their control, including but not limited to acts of God, war, strikes, or natural disasters.
The shipper acknowledges that they are responsible for complying with all laws, regulations, and requirements related to the shipment and importation of their cargo into the destination country.
Amazon Deliveries
For Amazon deliveries, shipments will be consolidated and shipped directly to FBA via dry van. However, in rare instances, shipments to Amazon FBA may be moved via LTL carrier due to circumstances beyond our control.
We cannot control the appointment time for deliveries to Amazon FBA. Once Amazon confirms receipt of the entire shipment, delivery shall be considered complete. We are not responsible if Amazon misplaces or loses cargo.
The shipper acknowledges that Amazon may require additional documentation, labeling, or packaging for their cargo to be accepted into the fulfillment center, and the shipper is responsible for ensuring that their cargo meets all Amazon requirements.
End of Terms & Conditions for ‘Sea +’ Shipments
Customer Payment Terms
- Payment Due Before Delivery: All payments are required in full prior to the delivery of goods, unless a signed payment terms agreement is in place.
- Signed Payment Terms Agreement: If you have a signed payment terms agreement with us, the terms outlined in that agreement will apply.
- Disputes: Any billing disputes must be reported within 30 days of the invoice date.
- Late Payments: Late payments will incur a fee of 2% of the outstanding balance per month.
- Returned Payments: Payments that are declined or returned will incur a $60 processing fee.
- Finance Charges: Delinquent accounts may be subject to a finance charge of 1.5% per month on any unpaid balance.
By proceeding with your booking, you agree to these payment terms.
Company Relationships:
NVOCC:
FMC Organization No.: 033471
- Chinese Name: 凯菲国际货运代理（深圳）有限公司
- English Name: Guided Freight Co., Limited
- Chinese Address: 深圳市龙岗区坂田街道雪岗北路2018号天安云谷 一期3栋D座1801
- English Address: Room 1801, Building D, Block 3, Phase I, Tian’an Yungu, No. 2018 Xuegang North Road, Bantian Subdistrict, Longgang District, Shenzhen, China
US Agent:
Guided Freight LLC
600 W Germantown Pike Ste 400, Plymouth Meeting, 19462, US
Invocing Payment Instructions:
- Payments are payable to: GUIDED FREIGHT CO., LIMITED
- Address: 705A SILVERCORD TOWER 2, 30 CANTON ROAD, TSIMSHATSUI, KLN, HONG KONG
- Beneficiary Bank: The Hongkong and Shanghai Banking Corporation Limited
- Bank Account: 582-658480-838
- Bank Code: 004
- Swift Code: HSBCHKHHHKH
Important Information About Extra Charges
At Guided Imports, we work hard to provide you with an accurate quote that includes all expected costs. However, there are times when extra charges may come up during the shipping process that we couldn’t plan for. While we manage your shipment from start to finish, these charges are ultimately your responsibility.
Think of it like hiring a moving company to transport your belongings. You pay them to handle the move, but if the truck gets stuck in traffic for hours or if there’s a delay in accessing your new house, the extra costs for things like waiting time or extra storage are passed on to you. This is because these costs aren’t part of the original agreement, but they still need to be paid to keep everything moving.
Why Are Extra Charges Your Responsibility?
When you hire us as your freight forwarder, we handle everything related to your shipment. But some charges are beyond our control. These can happen due to external factors, like delays at the port, changes in your shipment plan, or issues at the delivery location. Since these costs are a direct result of your shipment, they are passed on to you.
Here are some examples of when extra charges might occur:
- Congestion at the Port (FCL Shipment)
Sometimes, severe congestion at the port can cause delays, meaning the drayage carrier (the trucker who moves your container) has to wait longer than expected to pick up or drop off your cargo. The waiting time gets billed, and those charges are passed on to you.
Example: Your FCL (Full Container Load) shipment arrives, but there’s a delay at the terminal. The trucker must wait, and the port charges a fee for the extra time. - Receiver Unable to Accept Shipment (FCL Shipment)
If the receiver cannot take your cargo when it arrives, the container might need to be stored. This leads to extra storage costs and chassis charges (for the equipment used to move the container).
Example: Your shipment arrives at its destination, but the warehouse isn’t ready to accept it, resulting in additional daily storage fees for the container and chassis. - Pre-Pull to Avoid Demurrage (FCL Shipment)
To avoid extra fees for leaving a container at the port too long (demurrage), we might need to arrange for a pre-pull. This means the container is moved to another location while waiting for delivery.
Example: Your container arrives, but due to a delay in scheduling the delivery, we have it pulled to a nearby lot to avoid high demurrage fees. - Per Diem for Late Container Return (FCL Shipment)
If your container isn’t returned to the shipping line on time, you may be charged a per diem fee. This is a daily fee for keeping the container longer than allowed.
Example: Your cargo is unloaded, but the container isn’t returned in time, so the shipping line charges a per diem for each extra day. - Delivery Failure (LCL Shipment)
For Less-than-Container Load (LCL) shipments, if nobody is available to unload your cargo when it arrives, we may need to arrange another delivery attempt, which comes with extra costs.
Example: Your LCL shipment arrives, but no one is there to receive it, so a second delivery must be arranged, leading to additional charges.
How You Can Stay Informed
To help you better understand these charges, we’ve provided resources that outline possible extra fees and what they mean:
Request Proof of Extra Charges
You always have the right to ask for proof if an extra charge occurs. As your freight forwarder, we will provide documentation to show when and why the charge happened. We’re committed to keeping the process transparent and ensuring you understand any additional costs.
If you have any questions, feel free to reach out. We’re here to help keep your shipments on track!
Understanding Accessorial Charges
After Hours/Weekend Charge
An After Hours/Weekend Charge is applied when drayage services are required outside of normal business hours, which typically include evenings, weekends, and holidays. This fee compensates for the additional labor and scheduling needed to perform the service during non-standard times.
When You Might See This Charge
You will encounter this charge if you request container pickup or delivery during evenings, weekends, or holidays. For example, if your business needs a container delivered on a Saturday or late in the evening to meet a tight deadline or accommodate specific operational needs, this after-hours service will result in an additional fee.
How the Charge Is Calculated
At Guided Imports, the after-hours or weekend charge is a flat fee of $250. This covers the cost of arranging transportation services outside of regular working hours, which typically require extra coordination and staffing. The fee is applied per occurrence, meaning it will be charged each time a service is performed after hours or on a weekend.
AMS Amendment Charge
An AMS (Automated Manifest System) Amendment Charge is applied when a correction or change is needed to the shipping manifest after it has been submitted to U.S. Customs. The AMS system tracks all cargo entering the U.S., and any updates to the manifest require an amendment to ensure accurate reporting.
When You Might See This Charge
You may encounter an AMS amendment charge if there is an error or a change in the shipment details after the manifest has been submitted. For example:
If there is a mistake on the Bill of Lading (BOL), such as incorrect consignee details or cargo descriptions.
If the Importer of Record (IOR) changes, requiring the manifest to be updated to reflect the correct party responsible for the shipment.
In both cases, an amendment ensures that customs has the accurate information needed for processing the shipment.
How the Charge Is Calculated
At Guided Imports, the AMS Amendment Charge is a flat fee of $45. This fee covers the administrative work involved in submitting the corrected information to U.S. Customs. The charge is applied for each amendment made to the manifest.
BOL Correction Charge
A BOL (Bill of Lading) Correction Charge is applied when changes need to be made to the Bill of Lading after it has been issued. The BOL is a legal document outlining the details of the shipment, and any adjustments to the information, such as the delivery address, shipment weight, or other critical details, require administrative updates.
When You Might See This Charge
You will encounter a BOL correction charge if there is an error or change in the shipment details after the BOL has been issued. For example, if you need to update the consignee's address, correct the shipment weight, or make changes to any shipping instructions, a BOL correction will be necessary.
How the Charge Is Calculated
At Guided Imports, the BOL Correction Charge ranges from $65 to $85, depending on the nature and complexity of the corrections required. This fee covers the administrative time and effort needed to update the document and ensure the shipment is accurately processed. The charge is applied each time a correction is made to the BOL.
CFS (Container Freight Station) Fees
CFS Fees are applied when a shipment is processed, handled, or stored at a Container Freight Station (CFS). These facilities are used to consolidate or deconsolidate cargo, and they handle the storage and transfer of goods before they reach their final destination.
When You Might See This Charge
You will encounter a CFS fee if your shipment requires handling at a Container Freight Station. For example:
If your cargo needs to be consolidated with other shipments or deconsolidated into smaller units at a CFS facility, this fee will apply.
These fees cover the costs of handling, storage, and administrative services at the CFS.
How the Charge Is Calculated
At Guided Imports, CFS Fees are determined on a case-by-case basis. The cost depends on factors such as the complexity of the handling required, the size of the shipment, and the storage duration. This fee is applied per shipment, based on the specific services provided at the Container Freight Station.
Chassis Charge
A Chassis charge is a fee applied when a chassis is used to transport a shipping container. A chassis is a special trailer designed to carry shipping containers over short distances, such as between ports, rail yards, or warehouses. This fee covers the cost of renting or using the chassis for your container's movement.
When You Might See This Charge
You will encounter a chassis charge if your container needs to be moved by truck after it arrives at a port. For example, if your shipment is unloaded from a vessel and needs to be transported to a nearby warehouse or distribution center, a truck with a chassis will be used to carry the container.
How the Charge Is Calculated
At Guided Imports, we charge a minimum of 3 days for chassis use, regardless of whether you use it for fewer days. The charge is typically calculated based on a daily rental rate, and after the 3-day minimum, additional charges apply for each extra day the chassis is in use.
For example, if the daily rate is 50, and you use the chassis for 3 days, you will be charged $150. If it extends to 5 days, the total charge would be 250.
Chassis Flip Charge
A Chassis Flip Charge is a fee applied when a container needs to be transferred from one chassis to another. This can happen if the original chassis used to transport the container is no longer available or suitable for the next leg of transportation. The container is lifted and “flipped” onto a new chassis to continue its journey.
When You Might See This Charge
You will see a chassis flip charge when a container must be moved from one chassis to another. For example, if the original chassis breaks down or needs to be swapped for a different type, such as upgrading to a tri-axle chassis for heavier loads, the container will be transferred onto the new chassis. This process requires additional equipment and labor.
How the Charge Is Calculated
At Guided Imports, the chassis flip charge is a flat fee of $110. This covers the cost of using special equipment, like a crane or forklift, to lift the container and place it onto a new chassis. The fee is charged per flip, meaning each time the container is moved between chassis, this fee will apply.
Chassis Split Charge
A Chassis Split Charge is applied when the chassis used to transport a container is located at a different location than the container itself. In this case, the truck must travel to one location to pick up the chassis and then travel to another location to pick up the container, which increases time and costs for the transportation.
When You Might See This Charge
You will see a chassis split charge when the chassis and the container are not stored in the same place. For example, if the chassis is located at a separate yard or terminal from where the container is stored, the trucker will need to make two stops—one to get the chassis and another to retrieve the container—leading to additional costs.
How the Charge Is Calculated
At Guided Imports, the chassis split charge ranges from 75 to 110, depending on the distance and location of the chassis. This fee covers the extra time and effort required to pick up the chassis separately from the container. If the locations are close to each other, the lower end of the range applies, while longer distances will incur a higher fee.
Container Cleaning Charge
A Container Cleaning Charge is applied when a shipping container needs to be cleaned after cargo is unloaded. This fee covers the cost of removing debris, spills, or any residues left behind in the container to ensure it meets the cleanliness standards required for future use. It helps maintain the integrity of the container for future shipments.
When You Might See This Charge
You will see a container cleaning charge if your shipment leaves behind any debris, packaging materials, or substances that require cleaning after the container is emptied. For example:
If the container was used to transport bulk materials or loose cargo that leaves dust, dirt, or residue inside.
If there are spills or damage from liquids or perishables that need to be cleaned out to make the container usable again.
How the Charge Is Calculated
At Guided Imports, the Container Cleaning Charge is determined on a case-by-case basis. The cost depends on the level of cleaning required, the type of residue or materials left behind, and the time and labor involved in restoring the container to a clean condition. Each situation is assessed individually, and a custom quote is provided based on the specific cleaning needs of the container.
Demurrage Charge
A Demurrage Charge is applied when a shipping container remains at a port or terminal beyond the allowed free time. This fee compensates the terminal for the space the container occupies while waiting to be picked up, typically due to delays in clearing customs, scheduling issues, or other holdups.
When You Might See This Charge
You will encounter a demurrage charge if your container stays at the port longer than the allowed time. For example:
If there are delays in arranging transportation to move the container out of the terminal.
If the container cannot be picked up due to scheduling conflicts or other unforeseen circumstances.
Demurrage fees encourage efficient movement of containers through the port, and the longer the container sits, the higher the charges can be.
How the Charge Is Calculated
At Guided Imports, demurrage charges are determined on a case-by-case basis, depending on the port’s specific policies and how long the container remains at the terminal. The cost typically increases daily after the free time expires, with rates varying between ports and regions. We will provide a custom quote based on the specific conditions of your shipment and the terminal where the demurrage applies.
Drop & Pick Charge
A Drop & Pick Charge is applied when a trucker drops off a container at a location and returns later to pick it up after it has been loaded or unloaded. This service allows for flexibility, as the trucker doesn’t need to wait while the container is being handled, making it useful when loading or unloading takes an extended period of time.
When You Might See This Charge
You will see a drop & pick charge when you require extra time to load or unload a container and do not want the trucker to wait. For example, if your warehouse staff needs several hours or even a full day to load a container, the trucker will drop the container off and return later to pick it up, avoiding waiting time charges.
How the Charge Is Calculated
The Drop & Pick Charge at Guided Imports is determined on a case-by-case basis. The cost depends on factors like the distance between the drop-off location and the trucker’s next assignment, as well as the time involved in making the second trip to pick up the container. Each scenario is evaluated to provide a customized quote based on the specific requirements of the drop & pick service.
Dry Run Charge
A Dry Run Charge is applied when a trucker arrives at a scheduled pickup or delivery location but cannot complete the service due to unexpected issues, such as the container not being ready or the location being inaccessible. Even though an appointment was scheduled, the trucker must leave without the container, and the fee covers the cost of the unproductive trip.
When You Might See This Charge
You may encounter a dry run charge if the trucker arrives but cannot load or unload the container due to circumstances beyond their control. For example:
The warehouse or delivery location isn’t ready to receive the container.
The container isn’t available at the port when the trucker arrives.
The terminal deems the container is not in an accessible area for loading onto the chassis, even though a pickup appointment was scheduled.
In any of these situations, the trucker has to leave without the container, resulting in a dry run fee.
How the Charge Is Calculated
At Guided Imports, the dry run charge is a flat fee of $250. This fee covers the trucker’s time, fuel, and the cost of making the trip without being able to complete the service. The charge applies per occurrence, so if multiple dry runs happen during a shipment, each will result in a separate fee.
Exam Charges
Exam Charges are fees applied when a shipping container is selected for a government-mandated inspection or exam. These inspections are usually conducted by customs or other regulatory agencies to ensure that the contents of the container comply with local laws and regulations. The fees cover the cost of the inspection, handling, and any related delays or storage.
When You Might See This Charge
You may encounter exam charges if your container is flagged for a random or required inspection by customs or another regulatory agency. For example:
If customs selects your container for a detailed inspection to verify the contents match the shipping documentation.
If the container is examined for compliance with import regulations, such as safety, security, or agricultural laws.
These inspections are beyond the shipper's control and can cause delays in the movement of the container.
How the Charge Is Calculated
At Guided Imports, Exam Charges are determined on a case-by-case basis, depending on the type of inspection required and the associated costs. Fees can vary based on the complexity of the exam, the handling involved, and any extra storage time incurred due to the inspection process. We will provide a custom quote once the exam details and related fees are known.
Exam Fees
An Exam Fee is applied when a shipment is subject to inspection or examination by regulatory agencies or the carrier. These inspections ensure the shipment complies with safety, legal, and shipping regulations. The fee covers the costs associated with the inspection, including labor, equipment, and administrative efforts.
When You Might See This Charge
You will encounter an exam fee if your shipment is selected for a mandatory inspection or additional verification by customs or other regulatory bodies. For example, if your cargo is randomly selected for a security inspection or a detailed examination to ensure compliance with regulations, this fee will be charged.
How the Charge Is Calculated
At Guided Imports, the Exam Fee is determined on a case-by-case basis. The cost depends on factors such as the type of examination, the complexity of the inspection, and the time required to complete the process. The fee is applied per occurrence whenever an exam is required for your shipment.
Extra Stop Charge
An Extra Stop Charge is applied when a shipment requires an additional stop beyond the primary pickup or delivery location. This fee covers the cost of making an extra stop, whether it's to load or unload part of the container at a different location, or to meet specific delivery requirements that involve multiple drop-offs or pickups.
When You Might See This Charge
You will see an extra stop charge if your container needs to be loaded or unloaded at more than one location. For example, if your shipment requires part of the container to be dropped off at one warehouse and the remainder at another, an extra stop will be necessary. Similarly, if the container needs to be picked up from multiple locations before being delivered, this charge would apply.
How the Charge Is Calculated
At Guided Imports, the Extra Stop Charge is determined on a case-by-case basis. The cost depends on the distance between the stops, the time spent at each stop, and the additional coordination required. Each situation is assessed individually, and a custom quote is provided based on the specific needs of your shipment.
Extra Stop Charge
An Extra Stop Charge is applied when a shipment requires an additional stop beyond the initial pickup or delivery location. This fee covers the cost of adding one or more stops during the route for loading or unloading, which involves extra time and resources from the carrier.
When You Might See This Charge
You will encounter an extra stop charge if your shipment needs to make multiple deliveries or pickups along the route. For example, if part of the shipment is to be delivered to one warehouse and the remainder to another, or if additional pickups are needed at different locations, this fee will apply for each extra stop.
How the Charge Is Calculated
At Guided Imports, the Extra Stop Charge is determined on a case-by-case basis. The cost depends on factors such as the distance between stops, the time required for each additional stop, and the complexity of the route. This fee is assessed for each extra stop requested during the shipment's journey.
Insurance Fee
An Insurance Fee is applied when additional coverage is purchased to protect your shipment against loss, damage, or theft during transit. This fee ensures that your cargo is insured for its full value, providing financial protection against any potential risks during transport.
When You Might See This Charge
You will encounter an insurance fee if you choose to insure your shipment beyond the standard carrier liability. For example, if you're shipping high-value goods such as electronics, machinery, or fragile items, you may opt for additional insurance to cover the full value of your cargo in case of unforeseen incidents during transportation.
How the Charge Is Calculated
At Guided Imports, the Insurance Fee is determined on a case-by-case basis. The cost is calculated based on the declared value of your shipment and the level of coverage you select. This fee is applied per shipment, ensuring the necessary protection for your cargo throughout its journey.
Labels Charge
A Labels Charge is applied when the carrier provides or applies labels to the shipment. Labels are necessary for identifying and organizing cargo, ensuring it is correctly routed and delivered. This fee covers the cost of printing and affixing these labels to the packages or pallets.
When You Might See This Charge
You will encounter a labels charge if your shipment requires the carrier to print and apply labels. For example, if you have multiple boxes or pallets that need to be labeled for identification during transport, the carrier will apply the necessary labels to ensure each item is properly marked for tracking and delivery.
How the Charge Is Calculated
At Guided Imports, the Labels Charge ranges from $0.60 to $1.00 per label, depending on the number of labels needed and the specific requirements of your shipment. This fee is calculated based on the number of labels required and is applied per label provided and affixed to the shipment.
Layover Charge
A Layover Charge is applied when a truck is unable to complete a delivery or pickup as scheduled and must wait overnight before the container can be moved. This occurs when delays prevent the trucker from completing the job within the same day, requiring the driver to stay at the location until the next available time for service.
When You Might See This Charge
You will see a layover charge if the delivery or pickup of a container is delayed and cannot be completed as planned. For example, if a warehouse is closed or unprepared to receive the container, or if there are unexpected delays at the port, the truck may be forced to wait until the next day to continue. This results in the truck and driver staying on-site or nearby, leading to the layover fee.
How the Charge Is Calculated
At Guided Imports, the layover charge is a flat fee of $350. This fee covers the additional costs of the truck and driver waiting overnight, including accommodations and lost time. The charge is applied per occurrence, meaning if a layover happens more than once during a shipment, the fee will be charged for each instance.
Liftgate Charge
A Liftgate Charge is applied when a truck with a hydraulic liftgate is required to load or unload cargo. A liftgate is used when there is no loading dock or forklift available at the delivery or pickup location, allowing heavy or oversized items to be safely raised or lowered from the truck.
When You Might See This Charge
You will encounter a liftgate charge if your shipment needs to be delivered or picked up from a location without a loading dock, such as a residential address, small business, or facility with limited equipment. For example, if your LTL or FTL shipment involves large, heavy items and the destination does not have the means to load or unload them manually, a truck with a liftgate will be required.
How the Charge Is Calculated
At Guided Imports, the Liftgate Charge ranges from $50 to $100, depending on the size and weight of the shipment and the specific handling requirements. This fee covers the cost of providing a truck equipped with a liftgate to ensure safe and efficient loading or unloading at locations without proper equipment. The charge is applied per occurrence.
Limited Access Charge
A Limited Access Charge is applied when a shipment must be delivered to or picked up from a location that is difficult to access for standard trucks. Limited access locations often include places that have restricted entry, narrow roads, or require special handling procedures, making it more challenging for the driver to complete the delivery or pickup.
When You Might See This Charge
You will encounter a limited access charge if your shipment needs to go to locations such as schools, construction sites, military bases, storage facilities, or other areas with restricted entry or difficult access. For example, if a truck has to deliver to a remote construction site with limited road access, this fee would apply due to the extra effort involved.
How the Charge Is Calculated
At Guided Imports, the Limited Access Charge ranges from $50 to $150, depending on the difficulty of the location and the extra time required to complete the delivery or pickup. The cost is determined based on the specific challenges at the site, such as restricted entry, narrow roads, or special equipment needs. This charge is applied per occurrence.
OOG (Out of Gauge) Fee
An Out of Gauge (OOG) Fee is applied when a shipment exceeds the standard dimensions of a shipping container, requiring special handling or equipment for transport. OOG cargo includes items that are too large to fit inside a standard container and must be loaded onto a flat rack or open-top container. These items typically require special arrangements, such as cranes or additional space.
When You Might See This Charge
You will encounter an OOG fee if your shipment involves oversized cargo that cannot fit within the standard dimensions of a container. For example, if you are shipping large machinery, construction equipment, or any other items that extend beyond the width, height, or length of a container, this fee will apply to cover the additional handling required.
How the Charge Is Calculated
At Guided Imports, the OOG Fee is determined on a case-by-case basis. The cost depends on the size and weight of the out-of-gauge cargo, as well as the specialized equipment and labor required to handle and transport it. The fee is applied for each shipment that includes oversized cargo needing special transportation arrangements.
Overdimension Charge
An Overdimension Charge is applied when a shipment exceeds the standard size or dimensions allowed for transport in a typical truck. This fee covers the extra handling, equipment, and logistical adjustments required to transport oversized cargo that may not fit within standard space limitations.
When You Might See This Charge
You will encounter an overdimension charge if your shipment exceeds the typical size restrictions for LTL or FTL freight. For example, if you're shipping large machinery, construction materials, or other bulky items that extend beyond the normal length, width, or height limitations of a truck, this fee will apply to cover the special arrangements needed to move oversized cargo.
How the Charge Is Calculated
At Guided Imports, the Overdimension Charge ranges from $100 to $300, depending on the degree of oversize and the complexity involved in transporting the shipment. The charge is assessed based on the dimensions of the cargo and the specific adjustments required, such as using specialized equipment or routing. This fee is applied in addition to the standard transportation costs.
Overweight (OW) Permit Charge
An Overweight (OW) Permit charge is applied when a container exceeds the legal road weight limits and requires special permits for transportation. These permits are mandatory to legally move containers that are too heavy for standard road transport regulations. The fee varies depending on the weight of the container and the specific road or region requirements.
When You Might See This Charge
You will encounter an OW permit charge if your container exceeds legal road weight limits. Typically, you will need this permit if your shipment includes a 20-foot container weighing more than 34,000 lbs or a 40-foot container weighing over 44,000 lbs. For example, if you're transporting heavy construction equipment or dense materials, your shipment may require an OW permit for legal compliance.
How the Charge Is Calculated
The OW permit charge varies depending on the weight of your container and the region in which it is being transported. At Guided Imports, the cost typically ranges from 100 to 150. This charge covers the cost of obtaining the necessary permit to legally move your overweight container, and it is separate from other fees such as the overweight handling charge.
For example, if your container exceeds the weight limit, you will be charged for the overweight permit in addition to any other applicable fees related to moving the container.
Overweight Charge (Container)
An Overweight Charge is a fee applied when a container exceeds the standard weight limits for safe transport. This charge covers the extra handling required for containers that are heavier than normal, such as the need for specialized equipment or additional labor to ensure the container can be moved safely. It does not include permits, which are charged separately.
When You Might See This Charge
You will encounter an overweight charge if your container surpasses the following weight limits:
A 20-foot container exceeds 34,000 lbs.
A 40-foot container exceeds 44,000 lbs.
For example, if you are shipping bulk materials, heavy industrial machinery, or other dense goods, your container may exceed these limits, triggering the overweight charge. This is common in industries where shipments often involve heavy cargo that requires extra care during transport.
How the Charge Is Calculated
At Guided Imports, the overweight handling fee ranges from $150 to $450, depend on the location and weight. This fee applies to the additional labor and equipment required to safely manage and transport your container. It is important to note that this fee only covers the extra handling; any permits required to legally transport the overweight container are billed separately.
Overweight Charge (For Boxes Over 100 lbs)
An Overweight Charge is applied when a shipment exceeds the standard weight of 100 lbs for Less-than-Truckload (LTL) or Full Truckload (FTL) shipments. This fee covers the additional handling, fuel, and logistical considerations required for transporting heavier cargo.
When You Might See This Charge
You will encounter an overweight charge if your shipment exceeds the standard weight of 100 lbs. For example, if you are shipping heavy equipment, large quantities of goods, or other bulky materials that surpass this threshold, the charge will apply to account for the additional resources needed to move the shipment.
How the Charge Is Calculated
At Guided Imports, the Overweight Charge ranges from $100 to $300, depending on the total weight of the shipment and the handling required. The fee is calculated based on the extent to which the shipment exceeds the 100-lb limit and is assessed per shipment. This charge accounts for the extra time, equipment, and fuel necessary to move the heavier cargo.
Pallet Charge
A Pallet Charge is applied when a shipment involves the use of pallets, either for loading, unloading, or transporting goods. This fee covers the cost of providing, handling, or returning pallets during the shipment process. Pallets are often used to make handling and moving goods easier and more efficient.
When You Might See This Charge
You will encounter a pallet charge if your shipment is transported on pallets. For example, if your cargo is stacked on pallets for easier loading and unloading, this fee will apply. The charge also applies if pallets need to be provided by the carrier or returned after delivery.
How the Charge Is Calculated
At Guided Imports, the Pallet Charge ranges from $10 to $30 per pallet, depending on the number of pallets used and the specific requirements of the shipment. This fee is calculated based on the number of pallets involved in the shipment, whether provided by the shipper or carrier. The charge is applied per pallet for each shipment.
Per Diem Charge
A Per Diem Charge is a daily fee applied when a shipping container is not returned to the designated location within the allowed time frame. This charge is intended to compensate the owner of the container, typically the shipping line, for the delayed return of their equipment. Per diem charges encourage the timely return of containers to free them up for other shipments.
When You Might See This Charge
You will encounter a per diem charge if your container is not returned to the port, terminal, or depot within the agreed period. For example:
If your container is used for delivery but cannot be unloaded and returned in a timely manner.
If there are delays in the return process, such as scheduling conflicts or other operational hold-ups.
Containers are valuable assets, and keeping them longer than allowed results in extra costs.
How the Charge Is Calculated
At Guided Imports, Per Diem Charges are calculated on a case-by-case basis. The cost varies depending on the shipping line and how long the container is held beyond the allowed period. Charges are typically billed daily, and the longer the delay, the higher the cost. We will provide a custom quote based on the specific terms of the shipment and the container provider's policies.
Port Congestion Fee
A Port Congestion Fee is applied when delays at a port cause additional costs in the handling and transport of a container. Ports can experience congestion due to a high volume of vessels, labor shortages, or operational disruptions, leading to extended wait times for unloading and loading. This fee helps cover the additional costs incurred due to these delays.
When You Might See This Charge
You will encounter a port congestion fee if your shipment is delayed due to congestion at the port. For example, if a container is stuck at the port for an extended period due to overcrowded berths or operational slowdowns, this fee will apply to account for the extra time and resources required to manage the delay.
How the Charge Is Calculated
At Guided Imports, the Port Congestion Fee is determined on a case-by-case basis. The cost depends on the severity of the congestion, the length of the delay, and the specific port's conditions. Charges may vary depending on the region and the extent of the disruption. This fee is applied to shipments that experience delays due to port congestion.
Pre-Pull Charge
A Pre-Pull Charge is a fee applied when a container is picked up from the port and temporarily stored at a trucker’s yard before the scheduled delivery date. This service is often used to avoid additional port storage fees (demurrage) or to ensure timely delivery if the final destination is not ready to receive the container right away.
When You Might See This Charge
You may encounter a pre-pull charge when the container arrives at the port, but the delivery location isn't ready to receive it. For example, if your warehouse or distribution center needs more time to prepare for the delivery, or if there are scheduling conflicts, a pre-pull can be arranged to move the container from the port to the trucker’s yard temporarily. This avoids having the container sit at the port, which could result in costly demurrage charges.
How the Charge Is Calculated
At Guided Imports, the pre-pull charge is a flat fee of $200. This covers the cost of transporting the container from the port to the trucker’s yard for temporary storage. If additional storage is required at the yard beyond a certain period, there may be extra fees for storage, but the pre-pull itself is a one-time charge to cover the movement of the container from the port.
Redelivery Charge
A Redelivery Charge is applied when an initial delivery attempt is unsuccessful, and the shipment must be rescheduled for a later time. This can happen when the recipient is unavailable, the location is not ready to accept the shipment, or other issues prevent the delivery from being completed on the first attempt.
When You Might See This Charge
You will encounter a redelivery charge if a shipment cannot be delivered as planned and requires rescheduling. For example, if a business is closed at the time of delivery or if the delivery location is not ready to receive the goods, the truck will leave, and a redelivery will need to be arranged. Each new delivery attempt will incur this fee.
How the Charge Is Calculated
At Guided Imports, the Redelivery Charge is determined on a case-by-case basis. The cost will vary depending on factors such as the distance, location, and time involved in the additional delivery attempt. This fee covers the extra trip and the time required to redeliver the shipment, and it is applied for each redelivery attempt needed.
Residential Charge (Truck)
A Residential Charge is applied when a shipment is delivered to or picked up from a residential address instead of a commercial location. Residential deliveries typically involve additional logistical challenges, such as limited access for large trucks, narrower roads, and special handling to ensure the delivery is completed safely.
When You Might See This Charge
You will see a residential charge if your Less-than-Truckload (LTL) or Full Truckload (FTL) shipment is delivered to a residential area. For example, if you are shipping goods that need to be delivered directly to a home, the extra effort required for a residential delivery will result in this charge.
How the Charge Is Calculated
At Guided Imports, the residential charge ranges from $50 to $100, depending on factors like the location and the complexity of the delivery. This fee covers the additional time, effort, and equipment needed to navigate and deliver in residential areas. The charge is assessed on a per-delivery basis.
Residential Fee (Container)
A Residential Fee is a charge applied when a container delivery or pickup occurs at a residential address. Residential locations often pose logistical challenges, such as limited access for large trucks, less space for maneuvering, and restrictions on heavy equipment.
When You Might See This Charge
You will see a residential fee if your container is being delivered to or picked up from a residential address. For example, if you order a container to be delivered to your home for personal use, this fee would apply because delivering to residential areas involves more logistical planning compared to commercial sites.
How the Charge Is Calculated
At Guided Imports, the residential fee is a flat rate of $200. This fee covers the extra steps needed to ensure that the delivery or pickup can be safely and efficiently completed in a residential area, including the use of smaller trucks or additional planning due to limited access and space.
Sorting and Segregation Charge
A Sorting and Segregation Charge is applied when the carrier is required to sort and separate the shipment into specific groups or categories during delivery. This service involves additional handling beyond simple unloading, ensuring that items are organized according to the recipient's specific needs.
When You Might See This Charge
You will encounter a sorting and segregation charge if your shipment contains multiple items that need to be sorted and delivered in a particular order or to various locations within the same site. For example, if your shipment includes different products that need to be organized by category or delivered to separate departments of a business, the trucker will handle the sorting and segregation as requested.
How the Charge Is Calculated
At Guided Imports, the Sorting and Segregation Charge is determined on a case-by-case basis. The cost will depend on factors such as the complexity of the sorting required and the time involved in organizing the items. This fee covers the extra labor needed to handle and organize the shipment according to specific instructions and is applied per shipment that requires sorting and segregation.
Special Equipment Charge
A Special Equipment Charge is applied when unique or non-standard equipment is required to handle or transport a container. This could include equipment like cranes, flatbed trailers, or specialized chassis that are needed for containers with unusual sizes, shapes, or weight requirements.
When You Might See This Charge
You will encounter a special equipment charge if your shipment requires equipment beyond what is typically used for container drayage. For example, if your container is oversized, unusually shaped, or extremely heavy, it may require a crane for loading/unloading or a flatbed trailer instead of a standard chassis. Another scenario might involve sensitive cargo that requires temperature-controlled equipment.
How the Charge Is Calculated
The cost of special equipment is determined on a case-by-case basis, depending on the type of equipment required and the complexity of the job. At Guided Imports, we assess the specific needs of each shipment to provide a customized quote for special equipment. Since each case is different, the charges can vary widely depending on the equipment type, duration of use, and any additional labor involved.
For example, if a crane is needed to lift an oversized container, the charge will depend on the crane rental cost and the amount of time required to complete the lift.
Special Handling Charge
A Special Handling Charge is applied when a shipment requires extra care, attention, or unique procedures that go beyond standard loading, transport, and unloading processes. This could include fragile items, oversized cargo, or goods that need specific handling instructions to ensure safe delivery.
When You Might See This Charge
You will encounter a special handling charge if your shipment includes items that require extra protection or specific handling methods. For example, delicate electronics, oversized machinery, or items with special packaging needs may incur this fee. If the shipment requires additional personnel, equipment, or careful maneuvering, special handling charges will apply.
How the Charge Is Calculated
At Guided Imports, the Special Handling Charge ranges from $50 to $200, depending on the complexity and requirements of the shipment. The cost is based on the level of care, additional equipment, and labor needed to safely transport and deliver the goods. This charge is applied on a per-shipment basis, depending on the nature of the special handling required.
Storage Charge (Cargo)
A Storage Charge is applied when a shipment is held at a facility or warehouse for longer than the agreed-upon timeframe before delivery or pickup. This fee covers the cost of keeping the cargo in a secure location while awaiting further transport or delivery instructions.
When You Might See This Charge
You will encounter a storage charge if your shipment cannot be delivered or picked up as scheduled and needs to be stored temporarily. For example, if the delivery location is not ready to receive the shipment or if delays occur in scheduling the next leg of transportation, the goods will be stored, and a storage fee will be charged.
How the Charge Is Calculated
At Guided Imports, the Storage Charge ranges from $50 to $200 per day, depending on the size of the shipment, the facility used, and the duration of storage. This fee is calculated on a daily basis and is applied for each day the shipment remains in storage. The total cost will depend on how long the cargo needs to be held before it can be delivered or moved.
Storage Fee (Container)
A Storage Fee is applied when a container needs to be temporarily stored at a trucker’s yard before it can be delivered or returned to the terminal. This charge covers the cost of safely storing the container when immediate delivery or return is not possible. Containers are kept in secure yards, as truckers are responsible for the safety of both the container and its cargo while in their possession.
When You Might See This Charge
You may encounter a storage fee in situations where the container needs to be held overnight. For example:
After a container is unloaded and needs to be returned to the terminal, but the terminal is closed or after hours, the container would be stored at a trucker’s yard overnight.
If the delivery is scheduled for a day later than when the container was picked up from the terminal, the trucker will hold the container overnight, resulting in a storage charge.
How the Charge Is Calculated
At Guided Imports, the storage fee is 50 per day. This fee is charged for each day the container is stored in the trucker’s yard until it can be delivered or returned to the terminal. For example, if the container is stored for 2 days, the total charge would be 100.
Transload Fees
A Transload Fee is applied when cargo needs to be transferred from one container or truck to another. This process involves unloading goods from a shipping container and then reloading them into a different container, trailer, or vehicle for the next leg of transportation. Transloading is often used to improve logistics efficiency or to accommodate specific shipping requirements.
When You Might See This Charge
You will encounter a transload fee if your shipment needs to be moved from one container to another due to logistical requirements. For example:
If your cargo needs to be transferred from a 40-foot ocean container to a domestic trailer for inland transportation.
When consolidating or deconsolidating shipments from multiple sources or destinations, the cargo will need to be transloaded for more efficient transportation.
How the Charge Is Calculated
The Transload Fee at Guided Imports is determined on a case-by-case basis. The cost will vary depending on the amount of cargo, the complexity of the transfer, and the equipment and labor required for the process. Each transload situation is unique, and we will provide a custom quote based on the specific needs of your shipment.
Tri-Axle Charge
A Tri-Axle charge is applied when a special chassis with three axles is needed to transport heavier containers. This type of chassis is used to handle containers that are too heavy for a standard two-axle chassis. The extra axle helps to distribute the weight more evenly and ensures that the shipment complies with road weight regulations.
When You Might See This Charge
You will see a tri-axle charge if your container exceeds the weight limit for a standard chassis. For instance, if you are shipping heavy equipment, bulk materials, or other dense goods, the weight might require the use of a tri-axle chassis. This ensures the container can be moved safely without violating road weight limits.
How the Charge Is Calculated
At Guided Imports, we charge a flat fee for the use of a tri-axle chassis, which typically ranges between 100 and 150. Similar to standard chassis charges, we also apply a minimum rental period of 3 days for the chassis. This means that even if the tri-axle chassis is only used for one or two days, you will still be charged for a minimum of 3 days.
For example, if the tri-axle charge is 100 per day and your container requires the chassis for 3 days, you will be charged $300. If it is needed for 5 days, the charge would be 500.
Waiting Time Charge
A Waiting Time Charge is applied when a trucker has to wait at a location beyond the agreed-upon time for loading or unloading a container. This fee compensates for the trucker's lost time and delays caused by the wait, which can disrupt their schedule and increase costs.
When You Might See This Charge
You will see a waiting time charge if the trucker arrives at the pickup or delivery location and experiences delays. For example, if your warehouse is not ready to receive the shipment or there are delays in loading/unloading the container, the trucker will charge for the additional waiting time. This is common when there are unexpected holdups at ports, warehouses, or delivery sites.
How the Charge Is Calculated
At Guided Imports, the waiting time charge ranges from 85 to $120 per hour, depending on the location and the specific service provider. The charge is calculated on an hourly basis, and typically there is a grace period before the waiting charge starts. Once the grace period ends, you are billed for each additional hour of waiting. For example, if the trucker waits for 2 hours beyond the grace period, and the hourly rate is $100, you will be charged 200 for the waiting time.
Account Consent Terms & Conditions
Last Updated: July 22, 2023
By updating your account details with Guided Imports, the customer consents to the following:
Collection of Information: The customer consents to the collection of their updated personal information, such as name, address, phone number, and email address, as well as information related to their updated cargo shipments and payment details.
Use of Information: The customer consents to the use of their information to provide freight forwarding services, communicate with them, and market services to them.
Disclosure of Information: The customer consents to the disclosure of their information to service providers who assist in providing freight forwarding services. They are also informed of potential disclosures of their information, such as to comply with legal obligations.
Data Retention: The customer consents to the retention of their updated information for as long as necessary to provide freight forwarding services and to comply with legal obligations.
Security: The customer is informed of the measures taken by Guided Imports to protect their information from unauthorized access, use, or disclosure.
Right to Access and Correct Information: The customer is informed of their right to access and correct their updated personal information held by Guided Imports.
Opt-Out: The customer is informed of their right to opt-out of certain marketing communications or data collection practices.
Governing Law: The customer is informed that this consent agreement is governed by the laws of Hong Kong and that they have the right to seek recourse in the event of a dispute.
Electronic Notices: The customer consents to receiving all notices and information, including those related to shipments, accounting, or legal matters, electronically to the contact details provided in this form. The customer acknowledges that no documents will be mailed or faxed.
By updating their account details with Guided Imports, the customer acknowledges that they have read and understood the above terms and consent to the collection, use, disclosure, and retention of their updated personal information by Guided Imports.
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