http://scm.gsom.spbu.ru/index.php?title=Special:Contributions&feed=atom&limit=50&target=Vitaly&year=&month=Supply Chain Management Encyclopedia - User contributions [en]2024-03-28T18:14:06ZFrom Supply Chain Management EncyclopediaMediaWiki 1.16.5http://scm.gsom.spbu.ru/Export_declarationExport declaration2013-01-14T15:11:48Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортная_декларация Экспортная декларация]'''<br />
<br />
'''Export declaration''' or '''Shipper's Export Declaration''' is the customs form completed and submitted by an exporter at the port of export, it is meant to serve two major purposes: <br />
* (1) to provide information on amount, nature, and value of exports to the statistical office for compilation of foreign trade data, and <br />
* (2) to serves as an export control document. In some cases, an [[export license]] and/or a certificate of origin is also required to be attached.<ref> http://www.businessdictionary.com/definition/export-declaration.html </ref><br />
<br />
==Sample of Drawing Up Shipper's Export Declaration (USA)<ref> http://www.unzco.com/basicguide/figure5.html </ref>==<br />
There are '''national differencies''' of this export document<ref> Таможенные декларации различных стран - http://www.imexp.ru/tamozhennye-deklaracii-razlichnyx-stran/ - доступ 25.11.2012 </ref>. To understand them better it is necessary to turn to '''corresponding competent agencies/information sources'''. General principles of compiling such documents as well as their content could be understood from the following detailed description of the export declaration corresponding to the rules adapted in USA.<br />
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<br />
[[File:EXP_DEC.jpg|600px]]<br />
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# '''Exporter''' - The name and address of the principal party responsible for effecting export from the United States. The exporter as named on the Export License. Report only the first five digits of the ZIP code.<br />
# '''Exporter Identification Number''' - The exporter's Internal Revenue Service Employer Identification Number (EIN) or Social Security Number (SSN) if no EIN has been assigned.<br />
# '''Related Party Transaction''' - One between the U.S. exporter and the foreign consignee, that is, an export from a U.S. person or business enterprise to a foreign business enterprise or from a U.S. business enterprise to a foreign person or business enterprise, when the person owns (directly or indirectly) at any time during the fiscal year, 10 percent or more of the voting securities of the incorporated business enterprise, or an equivalent interest if an unincorporated business enterprise, including a branch. Otherwise, check UNRELATED.<br />
# '''Agent of Exporter''' - The name and address of the duly authorized forwarding agent.<br />
# '''Ultimate Consignee''' - The name and address of the party actually receiving the merchandise for the designated end use or the party so designated on the validated export license.<br />
# '''Intermediate Consignee''' - The name and address of the party in a foreign country who effects delivery of the merchandise to the ultimate consignee or the party so named on the export license.<br />
# '''Exporting Carrier''' - The name of the carrier transporting the merchandise out of the United States. For vessel shipments, give the vessel's flag also.<br />
# '''U.S. Port of Export''' <br />
## Overland - the U.S. Customs port at which the surface carrier crosses the border.<br />
## Vessel and air - the U.S. Customs port where the merchandise is loaded on the carrier which is taking the merchandise out of the United States.<br />
## Postal - the U.S. Post Office where the merchandise is mailed.<br />
# '''Method of Transportation''' - The mode of transport by which the merchandise is exported. Specify by name, i.e., vessel, air, rail, truck, etc. Specify "own power" is applicable.<br />
# '''Loading Pier''' - (For vessel shipments only) The number or name of the pier at which the merchandise is laden aboard the exporting vessel.<br />
# '''Containerized''' - (For vessel shipments only) Cargo originally booked as containerized cargo and that is placed in containers at the operator's option.<br />
# P'''oint (State) of Origin or Foreign Trade Zone (FTZ) Number'''<br />
## The two digit U.S. Postal Service abbreviation of the state in which the merchandise actually starts its journey to the port of export, or<br />
## The state of origin of the commodity of the greatest value, or<br />
## The state of consolidation, or<br />
## The Foreign Trade Zone Number for exports leaving a FTZ.<br />
# '''Foreign Port of Unloading''' - (For vessel and air shipments only) The foreign port and country at which the merchandise will be laden from the exporting carrier.<br />
# '''Country of Ultimate Destination''' - The country in which the merchandise is to be consumed, further processed, or manufactured; the final country of destination as known to the exporter at the time of shipment; or the country of ultimate destination as shown on the validated export license.<br />
# '''Marks, Numbers, and Kinds of Packages''' - Marks, numbers, or other identification shown on the packages and the numbers and kinds of packages (boxes, barrels, baskets, etc.).<br />
# '''Commodity Description''' - A sufficient description of the commodity to permit verification of the Schedule B Commodity Number <ref> In the United States, numbers used to classify exported products are called “Schedule B” numbers. The U.S. Census Bureau administers the Schedule B system. Schedule B numbers, not HS numbers, must be provided on the Shippers’ Export Declaration (SED). The Census Bureau uses SEDs and Schedule B numbers to calculate U.S. export statistics. There is a difference between the HS classification number and the Schedule B number. The HS number is an internationally accepted code. The basic HS code contains 6-digits, known as a subheading. The Schedule B is a 10-digit code built upon the first 6 digits of the HS code. // FAQ: Schedule B and HS Numbers - http://export.gov/faq/eg_main_017509.asp - accessed 11/26/2012 </ref> or the description on the validated export license.<br />
# '''Schedule B Commodity Number''' - the commodity number and "check digit" as provided in Schedule B - Statistical Classification of Domestic and Foreign Commodities Exported from the United States. When form 7513 is used, report only the first six digits of the Schedule B commodity number.<br />
# '''Gross Shipping Weight''' - (For vessel and air shipments only) The gross shipping weight in kilograms, including the weight of containers but excluding carrier equipment (Multiply lbs. by 0.4536 to get kilos; round off to whole numbers.).<br />
# '''"D" (Domestic) or "F" (Foreign)'''<br />
## Domestic exports - Merchandise grown, produced, or manufactured (including imported merchandise which has been enhanced in value) in the United States.<br />
## Foreign exports - merchandise that has entered the United States and is being reexported in the same condition as when imported.<br />
# '''Net Quantity''' - The amount in terms of the unit(s) specified in Schedule B with the unit indicated or the unit as specified on the validated export license. (Report whole units.)<br />
# '''Value''' - Selling price or cost if not sold, including inland freight, insurance, and other charges to U.S. port of export, but excluding unconditional discounts and commissions (nearest whole dollar, omit cents).<br />
# '''Export License Number or Symbol''' - Validated export license number and expiration date or general license symbol<ref> The following symbols are used: NS--National Security; MT--Missile Technology; NP--Nuclear Proliferation; CB--Chemical or Biological Warfare; FP--Other Foreign Policy Controls; SS--Short Supply // Export Licensing: Understanding the Rules of Trade - http://www.medey.com/pdf/Export%20Licensing.pdf - accessed 11/26/2012</ref>.<br />
# '''Export Commodity Control Number (ECCN)''' <ref> Export Control Classification Number ECCN / Export License // https://help.cbp.gov/app/answers/detail/a_id/247/kw/EXPORT%20COMMODITY%20CONTROL%20NUMBER/session/L3NpZC9fNU5mc1hlbA%3D%3D - accessed 11/26/2012 </ref> - (When required) ECCN number of commodities listed on the Commodity Control List <ref> Commerce Control List - Index // http://www.bis.doc.gov/policiesandregulations/ear/ccl_index.pdf - accessed 11/26/2012 </ref>(commodities subject to U.S. Department of commerce export controls) in the Export Administration Regulations.<br />
# '''Bill of Lading or Air Waybill Number''' - The exporting carrier's bill of lading or air waybill number.<br />
# '''Date of Exportation''' - (Not required for vessel and postal shipments) The date of departure or date of clearance, if date of departure is not known.<br />
# '''Designation of Agent''' - Signature of exporter authorizing the named agent to effect the export when such agent does not have power of attorney.<br />
# '''Signature''' - Signature of exporter or authorized agent certifying the truth and accuracy of the information on the SED.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/ForwarderForwarder2013-01-02T02:28:58Z<p>Vitaly: </p>
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<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспедитор Экспедитор]'''<br />
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<br />
'''Forwarder, Freight Forwarder, Foreign Freight Forwarder''' - An independent business that dispatches shipments for exporters for a fee. The firm may ship by land, air, or sea, or it may specialize. Usually it handles all the services connected with an export shipment, including preparation of documents, booking cargo space, [[warehousing]], pier delivery, and export clearance. The firm may also handle banking and insurance services on behalf of a client.<ref> http://www.foreign-trade.com/reference/terms_f.cfm </ref> Some of forwarder's activities related terms are presented further:<ref> Trade Facilitation Terms: An English - Russian Glossary, United Nations, New York, Geneva, 2011 | http://www.ipaeurasec.org/docsdown/conference_0711/glossary_ed2_rev2.pdf </ref> <br />
* (1) '''forwarder’s certificate of receipt (FCR)''' - non-negotiable document issued by a freight forwarder to certify that he has assumed control of a specified consignment, with irrevocable instructions to send it to the consignee indicated in the document or to hold it at his disposal; <br />
* (2) '''forwarder’s certificate of transport''' is a document issued by a freight forwarder to certify that he has taken charge of a specified consignment for despatch and delivery in accordance with the consignor’s instructions, as indicated in the document, and that he accepts responsibility for delivery of the goods to the holder of the document through the intermediary of a delivery agent of his choice; this document is negotiable if issued “to order”; <br />
* (3) '''forwarding document''' - a document with transportation instructions for handling the goods; this document is issued by a shiper for the forwarder; <br />
* (4) '''forwarder’s warehouse receipt''' - a document issued by a freight forwarder acting as Warehouse Keeper acknowledging receipt of goods placed in a warehouse, and stating or referring to the conditions which govern the warehousing and the release of goods.; this document contains detailed provisions regarding the rights of holders-by-endorsement, transfer of ownership, etc.; <br />
* (5) '''forwarding instructions''' - document issued to a freight forwarder, giving instructions regarding the action to be taken by the forwarder for the forwarding of goods described therein.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/ForwarderForwarder2013-01-02T01:26:07Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспедитор Экспедитор]'''<br />
<br />
<br />
'''Forwarder, Freight Forwarder, Foreign Freight Forwarder''' - An independent business that dispatches shipments for exporters for a fee. The firm may ship by land, air, or sea, or it may specialize. Usually it handles all the services connected with an export shipment, including preparation of documents, booking cargo space, [[warehousing]], pier delivery, and export clearance. The firm may also handle banking and insurance services on behalf of a client.<ref> http://www.foreign-trade.com/reference/terms_f.cfm </ref> Some of forwarder's activities related terms are presented further:<ref> Trade Facilitation Terms: An English - Russian Glossary, United Nations, New York, Geneva, 2011 | http://www.ipaeurasec.org/docsdown/conference_0711/glossary_ed2_rev2.pdf </ref> <br />
* (1) '''forwarder’s certificate of receipt (FCR)''' - non-negotiable document issued by a freight forwarder to certify that he has assumed control of a specified consignment, with irrevocable instructions to send it to the consignee indicated in the document or to hold it at his disposal; <br />
* (2) '''forwarder’s certificate of transport''' is a document issued by a freight forwarder to certify that he has taken charge of a specified consignment for despatch and delivery in accordance with the consignor’s instructions, as indicated in the document, and that he accepts responsibility for delivery of the goods to the holder of the document through the intermediary of a delivery agent of his choice; this document is negotiable if issued “to order”; <br />
* (3) '''forwarding document''' - a document with transportation instructions for handling the goods; this document is issued by a shiper for the forwarder; <br />
* (4) forwarder’s warehouse receipt - a document issued by a freight forwarder acting as Warehouse Keeper acknowledging receipt of goods placed in a warehouse, and stating or referring to the conditions which govern the warehousing and the release of goods.; this document contains detailed provisions regarding the rights of holders-by-endorsement, transfer of ownership, etc.; <br />
* (5) '''forwarding instructions''' - document issued to a freight forwarder, giving instructions regarding the action to be taken by the forwarder for the forwarding of goods described therein.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/ForwarderForwarder2013-01-02T01:22:54Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Агент Агент]'''<br />
<br />
<br />
'''Forwarder, Freight Forwarder, Foreign Freight Forwarder''' - An independent business that dispatches shipments for exporters for a fee. The firm may ship by land, air, or sea, or it may specialize. Usually it handles all the services connected with an export shipment, including preparation of documents, booking cargo space, [[warehousing]], pier delivery, and export clearance. The firm may also handle banking and insurance services on behalf of a client.<ref> http://www.foreign-trade.com/reference/terms_f.cfm </ref> Some of forwarder's activities related terms are presented further:<ref> Trade Facilitation Terms: An English - Russian Glossary, United Nations, New York, Geneva, 2011 | http://www.ipaeurasec.org/docsdown/conference_0711/glossary_ed2_rev2.pdf </ref> <br />
* (1) '''forwarder’s certificate of receipt (FCR)''' - non-negotiable document issued by a freight forwarder to certify that he has assumed control of a specified consignment, with irrevocable instructions to send it to the consignee indicated in the document or to hold it at his disposal; <br />
* (2) '''forwarder’s certificate of transport''' is a document issued by a freight forwarder to certify that he has taken charge of a specified consignment for despatch and delivery in accordance with the consignor’s instructions, as indicated in the document, and that he accepts responsibility for delivery of the goods to the holder of the document through the intermediary of a delivery agent of his choice; this document is negotiable if issued “to order”; <br />
* (3) '''forwarding document''' - a document with transportation instructions for handling the goods; this document is issued by a shiper for the forwarder; <br />
* (4) forwarder’s warehouse receipt - a document issued by a freight forwarder acting as Warehouse Keeper acknowledging receipt of goods placed in a warehouse, and stating or referring to the conditions which govern the warehousing and the release of goods.; this document contains detailed provisions regarding the rights of holders-by-endorsement, transfer of ownership, etc.; <br />
* (5) '''forwarding instructions''' - document issued to a freight forwarder, giving instructions regarding the action to be taken by the forwarder for the forwarding of goods described therein.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/ForwarderForwarder2013-01-02T01:21:15Z<p>Vitaly: </p>
<hr />
<div>'''Forwarder, Freight Forwarder, Foreign Freight Forwarder''' - An independent business that dispatches shipments for exporters for a fee. The firm may ship by land, air, or sea, or it may specialize. Usually it handles all the services connected with an export shipment, including preparation of documents, booking cargo space, [[warehousing]], pier delivery, and export clearance. The firm may also handle banking and insurance services on behalf of a client.<ref> http://www.foreign-trade.com/reference/terms_f.cfm </ref> Some of forwarder's activities related terms are presented further:<ref> Trade Facilitation Terms: An English - Russian Glossary, United Nations, New York, Geneva, 2011 | http://www.ipaeurasec.org/docsdown/conference_0711/glossary_ed2_rev2.pdf </ref> <br />
* (1) '''forwarder’s certificate of receipt (FCR)''' - non-negotiable document issued by a freight forwarder to certify that he has assumed control of a specified consignment, with irrevocable instructions to send it to the consignee indicated in the document or to hold it at his disposal; <br />
* (2) '''forwarder’s certificate of transport''' is a document issued by a freight forwarder to certify that he has taken charge of a specified consignment for despatch and delivery in accordance with the consignor’s instructions, as indicated in the document, and that he accepts responsibility for delivery of the goods to the holder of the document through the intermediary of a delivery agent of his choice; this document is negotiable if issued “to order”; <br />
* (3) '''forwarding document''' - a document with transportation instructions for handling the goods; this document is issued by a shiper for the forwarder; <br />
* (4) forwarder’s warehouse receipt - a document issued by a freight forwarder acting as Warehouse Keeper acknowledging receipt of goods placed in a warehouse, and stating or referring to the conditions which govern the warehousing and the release of goods.; this document contains detailed provisions regarding the rights of holders-by-endorsement, transfer of ownership, etc.; <br />
* (5) '''forwarding instructions''' - document issued to a freight forwarder, giving instructions regarding the action to be taken by the forwarder for the forwarding of goods described therein.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/ForwarderForwarder2013-01-02T01:20:28Z<p>Vitaly: </p>
<hr />
<div>'''Forwarder, Freight Forwarder, Foreign Freight Forwarder''' - An independent business that dispatches shipments for exporters for a fee. The firm may ship by land, air, or sea, or it may specialize. Usually it handles all the services connected with an export shipment, including preparation of documents, booking cargo space, [[warehousing]], pier delivery, and export clearance. The firm may also handle banking and insurance services on behalf of a client.<ref> http://www.foreign-trade.com/reference/terms_f.cfm </ref> Some of forwarder's activities related terms are presented further:<ref> Trade Facilitation Terms: An English - Russian Glossary, United Nations, New York, Geneva, 2011 | http://www.ipaeurasec.org/docsdown/conference_0711/glossary_ed2_rev2.pdf </ref> <br />
* (1) '''forwarder’s certificate of receipt (FCR)''' - non-negotiable document issued by a freight forwarder to certify that he has assumed control of a specified consignment, with irrevocable instructions to send it to the consignee indicated in the document or to hold it at his disposal; (2) '''forwarder’s certificate of transport''' is a document issued by a freight forwarder to certify that he has taken charge of a specified consignment for despatch and delivery in accordance with the consignor’s instructions, as indicated in the document, and that he accepts responsibility for delivery of the goods to the holder of the document through the intermediary of a delivery agent of his choice; this document is negotiable if issued “to order”; (3) '''forwarding document''' - a document with transportation instructions for handling the goods; this document is issued by a shiper for the forwarder; (4) forwarder’s warehouse receipt - a document issued by a freight forwarder acting as Warehouse Keeper acknowledging receipt of goods placed in a warehouse, and stating or referring to the conditions which govern the warehousing and the release of goods.; this document contains detailed provisions regarding the rights of holders-by-endorsement, transfer of ownership, etc.; (5) '''forwarding instructions''' - document issued to a freight forwarder, giving instructions regarding the action to be taken by the forwarder for the forwarding of goods described therein.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Free_of_particular_averageFree of particular average2012-12-29T15:09:51Z<p>Vitaly: </p>
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<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Свободно_от_частной_аварии Свободно от частной аварии]'''<br />
<br />
'''Free of particular average (FPA)''' means a marine insurance term meaning that the assurer will not allow payment for partial loss or damage to cargo shipments except in certain circumstances, such as stranding, sinking, collision or fire.<ref> Glossary of Shipping Terms, Maritime Administration, Washington, DC, 2008 - www.marad.dot.gov/documents/Glossary_final.pdf </ref>. (See Table 1. below)<br />
<br />
A FPA policy covers ''total losses'' <ref> There are two different types of Total Loss defined in the Marine Insurance 1906 Act (http://www.legislation.gov.uk/ukpga/Edw7/6/41/contents).<br />
* 1) Actual Total Loss is where " ... the subject matter insured is destroyed, or so damaged as to cease to be a thing of the kind insured, or where the assured is irretrievably deprived thereof." <br />
* 2) Constructive Total Loss is where " ... the subject matter insured... could not be preserved from actual total loss without an expenditure which would exceed its value when the expenditure had been incurred". Hull policies covering war risks usually have a clause allowing the insured to claim a CTL if he has been deprived of use of the ship for a period of 12 months. .. <br />
Marine Insurance and Reinsurance / 1988 General Insurance Convention, p.13 - http://www.google.ru/url?sa=t&rct=j&q=pdf%20%22total%20losses%22%20marine&source=web&cd=4&sqi=2&ved=0CEoQFjAD&url=http%3A%2F%2Fwww.actuaries.org.uk%2Fsystem%2Ffiles%2Fdocuments%2Fpdf%2Fmarine.pdf&ei=sMneUL3TJ8qL4ATq4oGIAw&usg=AFQjCNGr1SAHhL6a5T2ABV2L0bjIQWV0mA&bvm=bv.1355534169,d.bGE&cad=rjt - accessed 11/26/2012 </ref>, but covers only partial losses in some circumstances. The major issue is whether the policy is a Free of Particular Average—English Conditions policy or a Free of Particular Average—American Conditions policy. Under an American Conditions policy, partial losses are covered only if they result directly from a fire, a stranding, a sinking, or a collision. Under an English Conditions policy, the partial losses are covered if they occur on the same voyage that a fire, a stranding, a sinking, or a collision occurs, without these perils having directly caused the loss <ref> David, P., Stewart, R. International Logistics: The Management of International Trade Operations - Thomson: Mason, Ohio. 2007 Ch.10-8f - http://www.atomicdogpublishing.com/MyBackpack/ContentDisplay3-0/main.asp?book=pd-376-3-182426&Session=068AAB9A-AE8A-432A-8EE6-22D9AC5259C0 - accessed 11/26/2012</ref>.<br />
<br />
==Table 1. Marine Insurance Coverage Summary==<br />
{| border="1"<br />
|'''Perils Covered Against'''<br />
|align="center"|'''Coverage A of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage B of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage C of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''All Risks Coverage'''<br />
|align="center"|'''With Average''' (Typical Coverage)<br />
|align="center"|'''Free of Particular Average''' (Typical Coverage)<br />
|-<br />
|'''Fire'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Explosion'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Stranding'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Sinking'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Collision'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''General Average'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Jettison'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under> Under an FPA policy, any partial loss incurred would not be covered unless it is due to a ship sinking, burning, becoming stranded, or being involved in a collision; a total loss would be covered </ref><br />
|-<br />
|'''Loss Overboard'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Seawater Damage'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Lightening'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Condensation'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Improper Stowage by Carrier'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Theft'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Pilferage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Leakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Breakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Damage While Loading/Unloading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|-<br />
|'''Damage on land Before Loading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|}<br />
<br />
See also [[Particular average insurance]], [[Marine insurance]]<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Free_of_particular_averageFree of particular average2012-12-29T15:05:12Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Свободно_от_частной_аварии Свободно от частной аварии]'''<br />
<br />
'''Free of particular average (FPA)''' means a marine insurance term meaning that the assurer will not allow payment for partial loss or damage to cargo shipments except in certain circumstances, such as stranding, sinking, collision or fire.<ref> Glossary of Shipping Terms, Maritime Administration, Washington, DC, 2008 - www.marad.dot.gov/documents/Glossary_final.pdf </ref>. (See Table 1. below)<br />
<br />
A FPA policy covers ''total losses'' <ref> There are two different types of Total Loss defined in the 1906 Act.<br />
* 1) Actual Total Loss is where " ... the subject matter insured is destroyed, or so damaged as to cease to be a thing of the kind insured, or where the assured is irretrievably deprived thereof." <br />
* 2) Constructive Total Loss is where " ... the subject matter insured... could not be preserved from actual total loss without an expenditure which would exceed its value when the expenditure had been incurred". Hull policies covering war risks usually have a clause allowing the insured to claim a CTL if he has been deprived of use of the ship for a period of 12 months. .. <br />
Marine Insurance and Reinsurance / 1988 General Insurance Convention, p.13 - http://www.google.ru/url?sa=t&rct=j&q=pdf%20%22total%20losses%22%20marine&source=web&cd=4&sqi=2&ved=0CEoQFjAD&url=http%3A%2F%2Fwww.actuaries.org.uk%2Fsystem%2Ffiles%2Fdocuments%2Fpdf%2Fmarine.pdf&ei=sMneUL3TJ8qL4ATq4oGIAw&usg=AFQjCNGr1SAHhL6a5T2ABV2L0bjIQWV0mA&bvm=bv.1355534169,d.bGE&cad=rjt - accessed 11/26/2012 </ref>, but covers only partial losses in some circumstances. The major issue is whether the policy is a Free of Particular Average—English Conditions policy or a Free of Particular Average—American Conditions policy. Under an American Conditions policy, partial losses are covered only if they result directly from a fire, a stranding, a sinking, or a collision. Under an English Conditions policy, the partial losses are covered if they occur on the same voyage that a fire, a stranding, a sinking, or a collision occurs, without these perils having directly caused the loss <ref> David, P., Stewart, R. International Logistics: The Management of International Trade Operations - Thomson: Mason, Ohio. 2007 Ch.10-8f - http://www.atomicdogpublishing.com/MyBackpack/ContentDisplay3-0/main.asp?book=pd-376-3-182426&Session=068AAB9A-AE8A-432A-8EE6-22D9AC5259C0 - accessed 11/26/2012</ref>.<br />
<br />
==Table 1. Marine Insurance Coverage Summary==<br />
{| border="1"<br />
|'''Perils Covered Against'''<br />
|align="center"|'''Coverage A of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage B of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage C of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''All Risks Coverage'''<br />
|align="center"|'''With Average''' (Typical Coverage)<br />
|align="center"|'''Free of Particular Average''' (Typical Coverage)<br />
|-<br />
|'''Fire'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Explosion'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Stranding'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Sinking'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Collision'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''General Average'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Jettison'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under> Under an FPA policy, any partial loss incurred would not be covered unless it is due to a ship sinking, burning, becoming stranded, or being involved in a collision; a total loss would be covered </ref><br />
|-<br />
|'''Loss Overboard'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Seawater Damage'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Lightening'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Condensation'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Improper Stowage by Carrier'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Theft'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Pilferage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Leakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Breakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Damage While Loading/Unloading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|-<br />
|'''Damage on land Before Loading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|}<br />
<br />
See also [[Particular average insurance]], [[Marine insurance]]<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Free_of_particular_averageFree of particular average2012-12-29T14:29:54Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Свободно_от_частной_аварии Свободно от частной аварии]'''<br />
<br />
'''Free of particular average (FPA)''' means a marine insurance term meaning that the assurer will not allow payment for partial loss or damage to cargo shipments except in certain circumstances, such as stranding, sinking, collision or fire.<ref> Glossary of Shipping Terms, Maritime Administration, Washington, DC, 2008 - www.marad.dot.gov/documents/Glossary_final.pdf </ref>. (See Table 1. below)<br />
<br />
A FPA policy covers total losses, but covers only partial losses in some circumstances. The major issue is whether the policy is a Free of Particular Average—English Conditions policy or a Free of Particular Average—American Conditions policy. Under an American Conditions policy, partial losses are covered only if they result directly from a fire, a stranding, a sinking, or a collision. Under an English Conditions policy, the partial losses are covered if they occur on the same voyage that a fire, a stranding, a sinking, or a collision occurs, without these perils having directly caused the loss <ref> David, P., Stewart, R. International Logistics: The Management of International Trade Operations - Thomson: Mason, Ohio. 2007 Ch.10-8f - http://www.atomicdogpublishing.com/MyBackpack/ContentDisplay3-0/main.asp?book=pd-376-3-182426&Session=068AAB9A-AE8A-432A-8EE6-22D9AC5259C0 - accessed 11/26/2012</ref>.<br />
<br />
==Table 1. Marine Insurance Coverage Summary==<br />
{| border="1"<br />
|'''Perils Covered Against'''<br />
|align="center"|'''Coverage A of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage B of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage C of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''All Risks Coverage'''<br />
|align="center"|'''With Average''' (Typical Coverage)<br />
|align="center"|'''Free of Particular Average''' (Typical Coverage)<br />
|-<br />
|'''Fire'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Explosion'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Stranding'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Sinking'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Collision'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''General Average'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Jettison'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under> Under an FPA policy, any partial loss incurred would not be covered unless it is due to a ship sinking, burning, becoming stranded, or being involved in a collision; a total loss would be covered </ref><br />
|-<br />
|'''Loss Overboard'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Seawater Damage'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Lightening'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Condensation'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Improper Stowage by Carrier'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Theft'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Pilferage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Leakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Breakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Damage While Loading/Unloading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|-<br />
|'''Damage on land Before Loading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|}<br />
<br />
See also [[Particular average insurance]], [[Marine insurance]]<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Free_of_particular_averageFree of particular average2012-12-29T14:29:36Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Свободно_от_частной_аварии Свободно от частной аварии]'''<br />
<br />
'''Free of particular average (FPA)''' means a marine insurance term meaning that the assurer will not allow payment for partial loss or damage to cargo shipments except in certain circumstances, such as stranding, sinking, collision or fire.<ref> Glossary of Shipping Terms, Maritime Administration, Washington, DC, 2008 - www.marad.dot.gov/documents/Glossary_final.pdf </ref>. (See Table 1. below)<br />
<br />
A FPA policy covers total losses, but covers only partial losses in some circumstances. The major issue is whether the policy is a Free of Particular Average—English Conditions policy or a Free of Particular Average—American Conditions policy. Under an American Conditions policy, partial losses are covered only if they result directly from a fire, a stranding, a sinking, or a collision. Under an English Conditions policy, the partial losses are covered if they occur on the same voyage that a fire, a stranding, a sinking, or a collision occurs, without these perils having directly caused the loss <ref> David, P., Stewart, R. International Logistics: The Management of International Trade Operations - Thomson: Mason, Ohio. 2007 Ch.10-8f - http://www.atomicdogpublishing.com/MyBackpack/ContentDisplay3-0/main.asp?book=pd-376-3-182426&Session=068AAB9A-AE8A-432A-8EE6-22D9AC5259C0 - accessed 11/26/2012</ref>.<br />
<br />
==Table 1. Marine Insurance Coverage Summary==<br />
{| border="1"<br />
|'''Perils Covered Against'''<br />
|align="center"|'''Coverage A of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage B of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage C of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''All Risks Coverage'''<br />
|align="center"|'''With Average''' (Typical Coverage)<br />
|align="center"|'''Free of Particular Average''' (Typical Coverage)<br />
|-<br />
|'''Fire'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Explosion'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Stranding'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Sinking'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Collision'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''General Average'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Jettison'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under> Under an FPA policy, any partial loss incurred would not be covered unless it is due to a ship sinking, burning, becoming stranded, or being involved in a collision; a total loss would be covered </ref><br />
|-<br />
|'''Loss Overboard'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Seawater Damage'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Lightening'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Condensation'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Improper Stowage by Carrier'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Theft'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Pilferage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Leakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Breakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Damage While Loading/Unloading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|-<br />
|'''Damage on land Before Loading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|}<br />
<br />
See also [[Particular average insurance]], [[Marine insurance]]<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Free_of_particular_averageFree of particular average2012-12-29T14:29:16Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Свободно_от_частной_аварии Свободно от частной аварии]'''<br />
<br />
'''Free of particular average (FPA)''' means a marine insurance term meaning that the assurer will not allow payment for partial loss or damage to cargo shipments except in certain circumstances, such as stranding, sinking, collision or fire.<ref> Glossary of Shipping Terms, Maritime Administration, Washington, DC, 2008 - www.marad.dot.gov/documents/Glossary_final.pdf </ref>. (See Table 1. below)<br />
A FPA policy covers total losses, but covers only partial losses in some circumstances. The major issue is whether the policy is a Free of Particular Average—English Conditions policy or a Free of Particular Average—American Conditions policy. Under an American Conditions policy, partial losses are covered only if they result directly from a fire, a stranding, a sinking, or a collision. Under an English Conditions policy, the partial losses are covered if they occur on the same voyage that a fire, a stranding, a sinking, or a collision occurs, without these perils having directly caused the loss <ref> David, P., Stewart, R. International Logistics: The Management of International Trade Operations - Thomson: Mason, Ohio. 2007 Ch.10-8f - http://www.atomicdogpublishing.com/MyBackpack/ContentDisplay3-0/main.asp?book=pd-376-3-182426&Session=068AAB9A-AE8A-432A-8EE6-22D9AC5259C0 - accessed 11/26/2012</ref>.<br />
<br />
==Table 1. Marine Insurance Coverage Summary==<br />
{| border="1"<br />
|'''Perils Covered Against'''<br />
|align="center"|'''Coverage A of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage B of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage C of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''All Risks Coverage'''<br />
|align="center"|'''With Average''' (Typical Coverage)<br />
|align="center"|'''Free of Particular Average''' (Typical Coverage)<br />
|-<br />
|'''Fire'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Explosion'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Stranding'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Sinking'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Collision'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''General Average'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Jettison'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under> Under an FPA policy, any partial loss incurred would not be covered unless it is due to a ship sinking, burning, becoming stranded, or being involved in a collision; a total loss would be covered </ref><br />
|-<br />
|'''Loss Overboard'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Seawater Damage'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Lightening'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Condensation'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Improper Stowage by Carrier'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Theft'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Pilferage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Leakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Breakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Damage While Loading/Unloading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|-<br />
|'''Damage on land Before Loading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|}<br />
<br />
See also [[Particular average insurance]], [[Marine insurance]]<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Free_of_particular_averageFree of particular average2012-12-29T14:05:33Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Свободно_от_частной_аварии Свободно от частной аварии]'''<br />
<br />
'''Free of particular average (FPA)''' means a marine insurance term meaning that the assurer will not allow payment for partial loss or damage to cargo shipments except in certain circumstances, such as stranding, sinking, collision or fire.<ref> Glossary of Shipping Terms, Maritime Administration, Washington, DC, 2008 - www.marad.dot.gov/documents/Glossary_final.pdf </ref>. (See Table 1. below) The last general policy is referred to as a “Free of Particular Average,” a named-perils policy. A FPA policy covers total losses, but covers only partial losses in some circumstances. The major issue is whether the policy is a Free of Particular Average—English Conditions policy or a Free of Particular Average—American Conditions policy. Under an American Conditions policy, partial losses are covered only if they result directly from a fire, a stranding, a sinking, or a collision. Under an English Conditions policy, the partial losses are covered if they occur on the same voyage that a fire, a stranding, a sinking, or a collision occurs, without these perils having directly caused the loss <ref> David, P., Stewart, R. International Logistics: The Management of International Trade Operations - Thomson: Mason, Ohio. 2007 Ch.10-8f - http://www.atomicdogpublishing.com/MyBackpack/ContentDisplay3-0/main.asp?book=pd-376-3-182426&Session=068AAB9A-AE8A-432A-8EE6-22D9AC5259C0 - accessed 11/26/2012</ref>.<br />
<br />
==Table 1. Marine Insurance Coverage Summary==<br />
{| border="1"<br />
|'''Perils Covered Against'''<br />
|align="center"|'''Coverage A of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage B of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage C of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''All Risks Coverage'''<br />
|align="center"|'''With Average''' (Typical Coverage)<br />
|align="center"|'''Free of Particular Average''' (Typical Coverage)<br />
|-<br />
|'''Fire'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Explosion'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Stranding'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Sinking'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Collision'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''General Average'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Jettison'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under> Under an FPA policy, any partial loss incurred would not be covered unless it is due to a ship sinking, burning, becoming stranded, or being involved in a collision; a total loss would be covered </ref><br />
|-<br />
|'''Loss Overboard'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Seawater Damage'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Lightening'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Condensation'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Improper Stowage by Carrier'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Theft'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Pilferage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Leakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Breakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Damage While Loading/Unloading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|-<br />
|'''Damage on land Before Loading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|}<br />
<br />
See also [[Particular average insurance]], [[Marine insurance]]<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Free_of_particular_averageFree of particular average2012-12-29T12:30:58Z<p>Vitaly: </p>
<hr />
<div>'''Free of particular average (FPA)''' means a marine insurance term meaning that the assurer will not allow payment for partial loss or damage to cargo shipments except in certain circumstances, such as stranding, sinking, collision or fire.<ref> Glossary of Shipping Terms, Maritime Administration, Washington, DC, 2008 - www.marad.dot.gov/documents/Glossary_final.pdf </ref>. (See Table 1. below) The last general policy is referred to as a “Free of Particular Average,” a named-perils policy. A FPA policy covers total losses, but covers only partial losses in some circumstances. The major issue is whether the policy is a Free of Particular Average—English Conditions policy or a Free of Particular Average—American Conditions policy. Under an American Conditions policy, partial losses are covered only if they result directly from a fire, a stranding, a sinking, or a collision. Under an English Conditions policy, the partial losses are covered if they occur on the same voyage that a fire, a stranding, a sinking, or a collision occurs, without these perils having directly caused the loss <ref> David, P., Stewart, R. International Logistics: The Management of International Trade Operations - Thomson: Mason, Ohio. 2007 Ch.10-8f - http://www.atomicdogpublishing.com/MyBackpack/ContentDisplay3-0/main.asp?book=pd-376-3-182426&Session=068AAB9A-AE8A-432A-8EE6-22D9AC5259C0 - accessed 11/26/2012</ref>.<br />
<br />
==Table 1. Marine Insurance Coverage Summary==<br />
{| border="1"<br />
|'''Perils Covered Against'''<br />
|align="center"|'''Coverage A of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage B of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage C of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''All Risks Coverage'''<br />
|align="center"|'''With Average''' (Typical Coverage)<br />
|align="center"|'''Free of Particular Average''' (Typical Coverage)<br />
|-<br />
|'''Fire'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Explosion'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Stranding'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Sinking'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Collision'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''General Average'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Jettison'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under> Under an FPA policy, any partial loss incurred would not be covered unless it is due to a ship sinking, burning, becoming stranded, or being involved in a collision; a total loss would be covered </ref><br />
|-<br />
|'''Loss Overboard'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Seawater Damage'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Lightening'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Condensation'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Improper Stowage by Carrier'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Theft'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Pilferage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Leakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Breakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Damage While Loading/Unloading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|-<br />
|'''Damage on land Before Loading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|}<br />
<br />
See also [[Particular average insurance]], [[Marine insurance]]<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Free_of_particular_averageFree of particular average2012-12-29T12:24:11Z<p>Vitaly: </p>
<hr />
<div>'''Free of particular average (FPA)''' means a marine insurance term meaning that the assurer will not allow payment for partial loss or damage to cargo shipments except in certain circumstances, such as stranding, sinking, collision or fire.<ref> Glossary of Shipping Terms, Maritime Administration, Washington, DC, 2008 - www.marad.dot.gov/documents/Glossary_final.pdf </ref>. (See Table 1. below) The last general policy is referred to as a “Free of Particular Average,” a named-perils policy. A Free of Particular Average policy covers total losses, but covers only partial losses in some circumstances. The major issue is whether the policy is a Free of Particular Average—English Conditions policy or a Free of Particular Average—American Conditions policy. Under an American Conditions policy, partial losses are covered only if they result directly from a fire, a stranding, a sinking, or a collision. Under an English Conditions policy, the partial losses are covered if they occur on the same voyage that a fire, a stranding, a sinking, or a collision occurs, without these perils having directly caused the loss.<br />
<br />
==Table 1. Marine Insurance Coverage Summary==<br />
{| border="1"<br />
|'''Perils Covered Against'''<br />
|align="center"|'''Coverage A of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage B of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage C of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''All Risks Coverage'''<br />
|align="center"|'''With Average''' (Typical Coverage)<br />
|align="center"|'''Free of Particular Average''' (Typical Coverage)<br />
|-<br />
|'''Fire'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Explosion'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Stranding'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Sinking'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Collision'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''General Average'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Jettison'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under> Under an FPA policy, any partial loss incurred would not be covered unless it is due to a ship sinking, burning, becoming stranded, or being involved in a collision; a total loss would be covered </ref><br />
|-<br />
|'''Loss Overboard'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Seawater Damage'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Lightening'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Condensation'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Improper Stowage by Carrier'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Theft'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Pilferage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Leakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Breakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Damage While Loading/Unloading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|-<br />
|'''Damage on land Before Loading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|}<br />
<br />
See also [[Particular average insurance]], [[Marine insurance]]<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_declarationExport declaration2012-12-29T11:47:41Z<p>Vitaly: /* Sample of Drawing Up Shipper's Export Declaration (USA) http://www.unzco.com/basicguide/figure5.html */</p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортная_декларация Экспортная декларация]'''<br />
<br />
'''Export declaration''' or '''Shipper's Export Declaration''' is the customs form completed and submitted by an exporter at the port of export, it is meant to serve two major purposes: <br />
* (1) to provide information on amount, nature, and value of exports to the statistical office for compilation of foreign trade data, and <br />
* (2) to serves as an export control document. In some cases, an [[export license]] and/or a certificate of origin is also required to be attached.<ref> http://www.businessdictionary.com/definition/export-declaration.html </ref><br />
<br />
==Sample of Drawing Up Shipper's Export Declaration (USA)<ref> http://www.unzco.com/basicguide/figure5.html </ref>==<br />
There are '''national differencies''' of this export document<ref> Таможенные декларации различных стран - http://www.imexp.ru/tamozhennye-deklaracii-razlichnyx-stran/ - доступ 25.11.2012 </ref>. To understand them better it is necessary to turn to '''corresponding competent agencies/information sources'''. General principles of compiling such documents as well as their content could be understood from the following detailed description of the export declaration corresponding to the rules adapted in USA.<br />
<br />
<br />
[[File:EXP_DEC.jpg|300px]]<br />
<br />
<br />
# '''Exporter''' - The name and address of the principal party responsible for effecting export from the United States. The exporter as named on the Export License. Report only the first five digits of the ZIP code.<br />
# '''Exporter Identification Number''' - The exporter's Internal Revenue Service Employer Identification Number (EIN) or Social Security Number (SSN) if no EIN has been assigned.<br />
# '''Related Party Transaction''' - One between the U.S. exporter and the foreign consignee, that is, an export from a U.S. person or business enterprise to a foreign business enterprise or from a U.S. business enterprise to a foreign person or business enterprise, when the person owns (directly or indirectly) at any time during the fiscal year, 10 percent or more of the voting securities of the incorporated business enterprise, or an equivalent interest if an unincorporated business enterprise, including a branch. Otherwise, check UNRELATED.<br />
# '''Agent of Exporter''' - The name and address of the duly authorized forwarding agent.<br />
# '''Ultimate Consignee''' - The name and address of the party actually receiving the merchandise for the designated end use or the party so designated on the validated export license.<br />
# '''Intermediate Consignee''' - The name and address of the party in a foreign country who effects delivery of the merchandise to the ultimate consignee or the party so named on the export license.<br />
# '''Exporting Carrier''' - The name of the carrier transporting the merchandise out of the United States. For vessel shipments, give the vessel's flag also.<br />
# '''U.S. Port of Export''' <br />
## Overland - the U.S. Customs port at which the surface carrier crosses the border.<br />
## Vessel and air - the U.S. Customs port where the merchandise is loaded on the carrier which is taking the merchandise out of the United States.<br />
## Postal - the U.S. Post Office where the merchandise is mailed.<br />
# '''Method of Transportation''' - The mode of transport by which the merchandise is exported. Specify by name, i.e., vessel, air, rail, truck, etc. Specify "own power" is applicable.<br />
# '''Loading Pier''' - (For vessel shipments only) The number or name of the pier at which the merchandise is laden aboard the exporting vessel.<br />
# '''Containerized''' - (For vessel shipments only) Cargo originally booked as containerized cargo and that is placed in containers at the operator's option.<br />
# P'''oint (State) of Origin or Foreign Trade Zone (FTZ) Number'''<br />
## The two digit U.S. Postal Service abbreviation of the state in which the merchandise actually starts its journey to the port of export, or<br />
## The state of origin of the commodity of the greatest value, or<br />
## The state of consolidation, or<br />
## The Foreign Trade Zone Number for exports leaving a FTZ.<br />
# '''Foreign Port of Unloading''' - (For vessel and air shipments only) The foreign port and country at which the merchandise will be laden from the exporting carrier.<br />
# '''Country of Ultimate Destination''' - The country in which the merchandise is to be consumed, further processed, or manufactured; the final country of destination as known to the exporter at the time of shipment; or the country of ultimate destination as shown on the validated export license.<br />
# '''Marks, Numbers, and Kinds of Packages''' - Marks, numbers, or other identification shown on the packages and the numbers and kinds of packages (boxes, barrels, baskets, etc.).<br />
# '''Commodity Description''' - A sufficient description of the commodity to permit verification of the Schedule B Commodity Number <ref> In the United States, numbers used to classify exported products are called “Schedule B” numbers. The U.S. Census Bureau administers the Schedule B system. Schedule B numbers, not HS numbers, must be provided on the Shippers’ Export Declaration (SED). The Census Bureau uses SEDs and Schedule B numbers to calculate U.S. export statistics. There is a difference between the HS classification number and the Schedule B number. The HS number is an internationally accepted code. The basic HS code contains 6-digits, known as a subheading. The Schedule B is a 10-digit code built upon the first 6 digits of the HS code. // FAQ: Schedule B and HS Numbers - http://export.gov/faq/eg_main_017509.asp - accessed 11/26/2012 </ref> or the description on the validated export license.<br />
# '''Schedule B Commodity Number''' - the commodity number and "check digit" as provided in Schedule B - Statistical Classification of Domestic and Foreign Commodities Exported from the United States. When form 7513 is used, report only the first six digits of the Schedule B commodity number.<br />
# '''Gross Shipping Weight''' - (For vessel and air shipments only) The gross shipping weight in kilograms, including the weight of containers but excluding carrier equipment (Multiply lbs. by 0.4536 to get kilos; round off to whole numbers.).<br />
# '''"D" (Domestic) or "F" (Foreign)'''<br />
## Domestic exports - Merchandise grown, produced, or manufactured (including imported merchandise which has been enhanced in value) in the United States.<br />
## Foreign exports - merchandise that has entered the United States and is being reexported in the same condition as when imported.<br />
# '''Net Quantity''' - The amount in terms of the unit(s) specified in Schedule B with the unit indicated or the unit as specified on the validated export license. (Report whole units.)<br />
# '''Value''' - Selling price or cost if not sold, including inland freight, insurance, and other charges to U.S. port of export, but excluding unconditional discounts and commissions (nearest whole dollar, omit cents).<br />
# '''Export License Number or Symbol''' - Validated export license number and expiration date or general license symbol<ref> The following symbols are used: NS--National Security; MT--Missile Technology; NP--Nuclear Proliferation; CB--Chemical or Biological Warfare; FP--Other Foreign Policy Controls; SS--Short Supply // Export Licensing: Understanding the Rules of Trade - http://www.medey.com/pdf/Export%20Licensing.pdf - accessed 11/26/2012</ref>.<br />
# '''Export Commodity Control Number (ECCN)''' <ref> Export Control Classification Number ECCN / Export License // https://help.cbp.gov/app/answers/detail/a_id/247/kw/EXPORT%20COMMODITY%20CONTROL%20NUMBER/session/L3NpZC9fNU5mc1hlbA%3D%3D - accessed 11/26/2012 </ref> - (When required) ECCN number of commodities listed on the Commodity Control List <ref> Commerce Control List - Index // http://www.bis.doc.gov/policiesandregulations/ear/ccl_index.pdf - accessed 11/26/2012 </ref>(commodities subject to U.S. Department of commerce export controls) in the Export Administration Regulations.<br />
# '''Bill of Lading or Air Waybill Number''' - The exporting carrier's bill of lading or air waybill number.<br />
# '''Date of Exportation''' - (Not required for vessel and postal shipments) The date of departure or date of clearance, if date of departure is not known.<br />
# '''Designation of Agent''' - Signature of exporter authorizing the named agent to effect the export when such agent does not have power of attorney.<br />
# '''Signature''' - Signature of exporter or authorized agent certifying the truth and accuracy of the information on the SED.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_declarationExport declaration2012-12-29T11:37:07Z<p>Vitaly: /* Sample of Drawing Up Shipper's Export Declaration (USA) http://www.unzco.com/basicguide/figure5.html */</p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортная_декларация Экспортная декларация]'''<br />
<br />
'''Export declaration''' or '''Shipper's Export Declaration''' is the customs form completed and submitted by an exporter at the port of export, it is meant to serve two major purposes: <br />
* (1) to provide information on amount, nature, and value of exports to the statistical office for compilation of foreign trade data, and <br />
* (2) to serves as an export control document. In some cases, an [[export license]] and/or a certificate of origin is also required to be attached.<ref> http://www.businessdictionary.com/definition/export-declaration.html </ref><br />
<br />
==Sample of Drawing Up Shipper's Export Declaration (USA)<ref> http://www.unzco.com/basicguide/figure5.html </ref>==<br />
There are '''national differencies''' of this export document<ref> Таможенные декларации различных стран - http://www.imexp.ru/tamozhennye-deklaracii-razlichnyx-stran/ - доступ 25.11.2012 </ref>. To understand them better it is necessary to turn to '''corresponding competent agencies/information sources'''. General principles of compiling such documents as well as their content could be understood from the following detailed description of the export declaration corresponding to the rules adapted in USA.<br />
<br />
<br />
[[File:EXP_DEC.jpg|300px]]<br />
<br />
<br />
# '''Exporter''' - The name and address of the principal party responsible for effecting export from the United States. The exporter as named on the Export License. Report only the first five digits of the ZIP code.<br />
# '''Exporter Identification Number''' - The exporter's Internal Revenue Service Employer Identification Number (EIN) or Social Security Number (SSN) if no EIN has been assigned.<br />
# '''Related Party Transaction''' - One between the U.S. exporter and the foreign consignee, that is, an export from a U.S. person or business enterprise to a foreign business enterprise or from a U.S. business enterprise to a foreign person or business enterprise, when the person owns (directly or indirectly) at any time during the fiscal year, 10 percent or more of the voting securities of the incorporated business enterprise, or an equivalent interest if an unincorporated business enterprise, including a branch. Otherwise, check UNRELATED.<br />
# '''Agent of Exporter''' - The name and address of the duly authorized forwarding agent.<br />
# '''Ultimate Consignee''' - The name and address of the party actually receiving the merchandise for the designated end use or the party so designated on the validated export license.<br />
# '''Intermediate Consignee''' - The name and address of the party in a foreign country who effects delivery of the merchandise to the ultimate consignee or the party so named on the export license.<br />
# '''Exporting Carrier''' - The name of the carrier transporting the merchandise out of the United States. For vessel shipments, give the vessel's flag also.<br />
# '''U.S. Port of Export''' <br />
## Overland - the U.S. Customs port at which the surface carrier crosses the border.<br />
## Vessel and air - the U.S. Customs port where the merchandise is loaded on the carrier which is taking the merchandise out of the United States.<br />
## Postal - the U.S. Post Office where the merchandise is mailed.<br />
# '''Method of Transportation''' - The mode of transport by which the merchandise is exported. Specify by name, i.e., vessel, air, rail, truck, etc. Specify "own power" is applicable.<br />
# '''Loading Pier''' - (For vessel shipments only) The number or name of the pier at which the merchandise is laden aboard the exporting vessel.<br />
# '''Containerized''' - (For vessel shipments only) Cargo originally booked as containerized cargo and that is placed in containers at the operator's option.<br />
# P'''oint (State) of Origin or Foreign Trade Zone (FTZ) Number'''<br />
## The two digit U.S. Postal Service abbreviation of the state in which the merchandise actually starts its journey to the port of export, or<br />
## The state of origin of the commodity of the greatest value, or<br />
## The state of consolidation, or<br />
## The Foreign Trade Zone Number for exports leaving a FTZ.<br />
# '''Foreign Port of Unloading''' - (For vessel and air shipments only) The foreign port and country at which the merchandise will be laden from the exporting carrier.<br />
# '''Country of Ultimate Destination''' - The country in which the merchandise is to be consumed, further processed, or manufactured; the final country of destination as known to the exporter at the time of shipment; or the country of ultimate destination as shown on the validated export license.<br />
# '''Marks, Numbers, and Kinds of Packages''' - Marks, numbers, or other identification shown on the packages and the numbers and kinds of packages (boxes, barrels, baskets, etc.).<br />
# '''Commodity Description''' - A sufficient description of the commodity to permit verification of the Schedule B Commodity Number <ref> In the United States, numbers used to classify exported products are called “Schedule B” numbers. The U.S. Census Bureau administers the Schedule B system. Schedule B numbers, not HS numbers, must be provided on the Shippers’ Export Declaration (SED). The Census Bureau uses SEDs and Schedule B numbers to calculate U.S. export statistics. There is a difference between the HS classification number and the Schedule B number. The HS number is an internationally accepted code. The basic HS code contains 6-digits, known as a subheading. The Schedule B is a 10-digit code built upon the first 6 digits of the HS code. // FAQ: Schedule B and HS Numbers - http://export.gov/faq/eg_main_017509.asp - accessed 11/26/2012 </ref> or the description on the validated export license.<br />
# '''Schedule B Commodity Number''' - the commodity number and "check digit" as provided in Schedule B - Statistical Classification of Domestic and Foreign Commodities Exported from the United States. When form 7513 is used, report only the first six digits of the Schedule B commodity number.<br />
# '''Gross Shipping Weight''' - (For vessel and air shipments only) The gross shipping weight in kilograms, including the weight of containers but excluding carrier equipment (Multiply lbs. by 0.4536 to get kilos; round off to whole numbers.).<br />
# '''"D" (Domestic) or "F" (Foreign)'''<br />
## Domestic exports - Merchandise grown, produced, or manufactured (including imported merchandise which has been enhanced in value) in the United States.<br />
## Foreign exports - merchandise that has entered the United States and is being reexported in the same condition as when imported.<br />
# '''Net Quantity''' - The amount in terms of the unit(s) specified in Schedule B with the unit indicated or the unit as specified on the validated export license. (Report whole units.)<br />
# '''Value''' - Selling price or cost if not sold, including inland freight, insurance, and other charges to U.S. port of export, but excluding unconditional discounts and commissions (nearest whole dollar, omit cents).<br />
# '''Export License Number or Symbol''' - Validated export license number and expiration date or general license symbol<ref> The following symbols are used: NS--National Security; MT--Missile Technology; NP--Nuclear Proliferation; CB--Chemical or Biological Warfare; FP--Other Foreign Policy Controls; SS--Short Supply // Export Licensing: Understanding the Rules of Trade - http://www.medey.com/pdf/Export%20Licensing.pdf - accessed 11/26/2012</ref>.<br />
# '''Export Commodity Control Number (ECCN)''' <ref> Export Control Classification Number ECCN / Export License // https://help.cbp.gov/app/answers/detail/a_id/247/kw/EXPORT%20COMMODITY%20CONTROL%20NUMBER/session/L3NpZC9fNU5mc1hlbA%3D%3D - accessed 11/26/2012 </ref> - (When required) ECCN number of commodities listed on the Commodity Control List (commodities subject to U.S. Department of commerce export controls) in the Export Administration Regulations.<br />
# '''Bill of Lading or Air Waybill Number''' - The exporting carrier's bill of lading or air waybill number.<br />
# '''Date of Exportation''' - (Not required for vessel and postal shipments) The date of departure or date of clearance, if date of departure is not known.<br />
# '''Designation of Agent''' - Signature of exporter authorizing the named agent to effect the export when such agent does not have power of attorney.<br />
# '''Signature''' - Signature of exporter or authorized agent certifying the truth and accuracy of the information on the SED.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_declarationExport declaration2012-12-29T11:34:47Z<p>Vitaly: /* Sample of Drawing Up Shipper's Export Declaration (USA) http://www.unzco.com/basicguide/figure5.html */</p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортная_декларация Экспортная декларация]'''<br />
<br />
'''Export declaration''' or '''Shipper's Export Declaration''' is the customs form completed and submitted by an exporter at the port of export, it is meant to serve two major purposes: <br />
* (1) to provide information on amount, nature, and value of exports to the statistical office for compilation of foreign trade data, and <br />
* (2) to serves as an export control document. In some cases, an [[export license]] and/or a certificate of origin is also required to be attached.<ref> http://www.businessdictionary.com/definition/export-declaration.html </ref><br />
<br />
==Sample of Drawing Up Shipper's Export Declaration (USA)<ref> http://www.unzco.com/basicguide/figure5.html </ref>==<br />
There are '''national differencies''' of this export document<ref> Таможенные декларации различных стран - http://www.imexp.ru/tamozhennye-deklaracii-razlichnyx-stran/ - доступ 25.11.2012 </ref>. To understand them better it is necessary to turn to '''corresponding competent agencies/information sources'''. General principles of compiling such documents as well as their content could be understood from the following detailed description of the export declaration corresponding to the rules adapted in USA.<br />
<br />
<br />
[[File:EXP_DEC.jpg|300px]]<br />
<br />
<br />
# '''Exporter''' - The name and address of the principal party responsible for effecting export from the United States. The exporter as named on the Export License. Report only the first five digits of the ZIP code.<br />
# '''Exporter Identification Number''' - The exporter's Internal Revenue Service Employer Identification Number (EIN) or Social Security Number (SSN) if no EIN has been assigned.<br />
# '''Related Party Transaction''' - One between the U.S. exporter and the foreign consignee, that is, an export from a U.S. person or business enterprise to a foreign business enterprise or from a U.S. business enterprise to a foreign person or business enterprise, when the person owns (directly or indirectly) at any time during the fiscal year, 10 percent or more of the voting securities of the incorporated business enterprise, or an equivalent interest if an unincorporated business enterprise, including a branch. Otherwise, check UNRELATED.<br />
# '''Agent of Exporter''' - The name and address of the duly authorized forwarding agent.<br />
# '''Ultimate Consignee''' - The name and address of the party actually receiving the merchandise for the designated end use or the party so designated on the validated export license.<br />
# '''Intermediate Consignee''' - The name and address of the party in a foreign country who effects delivery of the merchandise to the ultimate consignee or the party so named on the export license.<br />
# '''Exporting Carrier''' - The name of the carrier transporting the merchandise out of the United States. For vessel shipments, give the vessel's flag also.<br />
# '''U.S. Port of Export''' <br />
## Overland - the U.S. Customs port at which the surface carrier crosses the border.<br />
## Vessel and air - the U.S. Customs port where the merchandise is loaded on the carrier which is taking the merchandise out of the United States.<br />
## Postal - the U.S. Post Office where the merchandise is mailed.<br />
# '''Method of Transportation''' - The mode of transport by which the merchandise is exported. Specify by name, i.e., vessel, air, rail, truck, etc. Specify "own power" is applicable.<br />
# '''Loading Pier''' - (For vessel shipments only) The number or name of the pier at which the merchandise is laden aboard the exporting vessel.<br />
# '''Containerized''' - (For vessel shipments only) Cargo originally booked as containerized cargo and that is placed in containers at the operator's option.<br />
# P'''oint (State) of Origin or Foreign Trade Zone (FTZ) Number'''<br />
## The two digit U.S. Postal Service abbreviation of the state in which the merchandise actually starts its journey to the port of export, or<br />
## The state of origin of the commodity of the greatest value, or<br />
## The state of consolidation, or<br />
## The Foreign Trade Zone Number for exports leaving a FTZ.<br />
# '''Foreign Port of Unloading''' - (For vessel and air shipments only) The foreign port and country at which the merchandise will be laden from the exporting carrier.<br />
# '''Country of Ultimate Destination''' - The country in which the merchandise is to be consumed, further processed, or manufactured; the final country of destination as known to the exporter at the time of shipment; or the country of ultimate destination as shown on the validated export license.<br />
# '''Marks, Numbers, and Kinds of Packages''' - Marks, numbers, or other identification shown on the packages and the numbers and kinds of packages (boxes, barrels, baskets, etc.).<br />
# '''Commodity Description''' - A sufficient description of the commodity to permit verification of the Schedule B Commodity Number <ref> In the United States, numbers used to classify exported products are called “Schedule B” numbers. The U.S. Census Bureau administers the Schedule B system. Schedule B numbers, not HS numbers, must be provided on the Shippers’ Export Declaration (SED). The Census Bureau uses SEDs and Schedule B numbers to calculate U.S. export statistics. There is a difference between the HS classification number and the Schedule B number. The HS number is an internationally accepted code. The basic HS code contains 6-digits, known as a subheading. The Schedule B is a 10-digit code built upon the first 6 digits of the HS code. // FAQ: Schedule B and HS Numbers - http://export.gov/faq/eg_main_017509.asp - accessed 11/26/2012 </ref> or the description on the validated export license.<br />
# '''Schedule B Commodity Number''' - the commodity number and "check digit" as provided in Schedule B - Statistical Classification of Domestic and Foreign Commodities Exported from the United States. When form 7513 is used, report only the first six digits of the Schedule B commodity number.<br />
# '''Gross Shipping Weight''' - (For vessel and air shipments only) The gross shipping weight in kilograms, including the weight of containers but excluding carrier equipment (Multiply lbs. by 0.4536 to get kilos; round off to whole numbers.).<br />
# '''"D" (Domestic) or "F" (Foreign)'''<br />
## Domestic exports - Merchandise grown, produced, or manufactured (including imported merchandise which has been enhanced in value) in the United States.<br />
## Foreign exports - merchandise that has entered the United States and is being reexported in the same condition as when imported.<br />
# '''Net Quantity''' - The amount in terms of the unit(s) specified in Schedule B with the unit indicated or the unit as specified on the validated export license. (Report whole units.)<br />
# '''Value''' - Selling price or cost if not sold, including inland freight, insurance, and other charges to U.S. port of export, but excluding unconditional discounts and commissions (nearest whole dollar, omit cents).<br />
# '''Export License Number or Symbol''' - Validated export license number and expiration date or general license symbol<ref> The following symbols are used: NS--National Security; MT--Missile Technology; NP--Nuclear Proliferation; CB--Chemical or Biological Warfare; FP--Other Foreign Policy Controls; SS--Short Supply // Export Licensing: Understanding the Rules of Trade - http://www.medey.com/pdf/Export%20Licensing.pdf - accessed 11/26/2012</ref>.<br />
# '''Export Commodity Control Number (ECCN)''' <ref> Export Control Classification Number ECCN / Export License // https://help.cbp.gov/app/answers/detail/a_id/247/kw/EXPORT%20COMMODITY%20CONTROL%20NUMBER/session/L3NpZC9fNU5mc1hlbA%3D%3D </ref> - (When required) ECCN number of commodities listed on the Commodity Control List (commodities subject to U.S. Department of commerce export controls) in the Export Administration Regulations.<br />
# '''Bill of Lading or Air Waybill Number''' - The exporting carrier's bill of lading or air waybill number.<br />
# '''Date of Exportation''' - (Not required for vessel and postal shipments) The date of departure or date of clearance, if date of departure is not known.<br />
# '''Designation of Agent''' - Signature of exporter authorizing the named agent to effect the export when such agent does not have power of attorney.<br />
# '''Signature''' - Signature of exporter or authorized agent certifying the truth and accuracy of the information on the SED.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_declarationExport declaration2012-12-29T11:26:06Z<p>Vitaly: /* Sample of Drawing Up Shipper's Export Declaration (USA) http://www.unzco.com/basicguide/figure5.html */</p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортная_декларация Экспортная декларация]'''<br />
<br />
'''Export declaration''' or '''Shipper's Export Declaration''' is the customs form completed and submitted by an exporter at the port of export, it is meant to serve two major purposes: <br />
* (1) to provide information on amount, nature, and value of exports to the statistical office for compilation of foreign trade data, and <br />
* (2) to serves as an export control document. In some cases, an [[export license]] and/or a certificate of origin is also required to be attached.<ref> http://www.businessdictionary.com/definition/export-declaration.html </ref><br />
<br />
==Sample of Drawing Up Shipper's Export Declaration (USA)<ref> http://www.unzco.com/basicguide/figure5.html </ref>==<br />
There are '''national differencies''' of this export document<ref> Таможенные декларации различных стран - http://www.imexp.ru/tamozhennye-deklaracii-razlichnyx-stran/ - доступ 25.11.2012 </ref>. To understand them better it is necessary to turn to '''corresponding competent agencies/information sources'''. General principles of compiling such documents as well as their content could be understood from the following detailed description of the export declaration corresponding to the rules adapted in USA.<br />
<br />
<br />
[[File:EXP_DEC.jpg|300px]]<br />
<br />
<br />
# '''Exporter''' - The name and address of the principal party responsible for effecting export from the United States. The exporter as named on the Export License. Report only the first five digits of the ZIP code.<br />
# '''Exporter Identification Number''' - The exporter's Internal Revenue Service Employer Identification Number (EIN) or Social Security Number (SSN) if no EIN has been assigned.<br />
# '''Related Party Transaction''' - One between the U.S. exporter and the foreign consignee, that is, an export from a U.S. person or business enterprise to a foreign business enterprise or from a U.S. business enterprise to a foreign person or business enterprise, when the person owns (directly or indirectly) at any time during the fiscal year, 10 percent or more of the voting securities of the incorporated business enterprise, or an equivalent interest if an unincorporated business enterprise, including a branch. Otherwise, check UNRELATED.<br />
# '''Agent of Exporter''' - The name and address of the duly authorized forwarding agent.<br />
# '''Ultimate Consignee''' - The name and address of the party actually receiving the merchandise for the designated end use or the party so designated on the validated export license.<br />
# '''Intermediate Consignee''' - The name and address of the party in a foreign country who effects delivery of the merchandise to the ultimate consignee or the party so named on the export license.<br />
# '''Exporting Carrier''' - The name of the carrier transporting the merchandise out of the United States. For vessel shipments, give the vessel's flag also.<br />
# '''U.S. Port of Export''' <br />
## Overland - the U.S. Customs port at which the surface carrier crosses the border.<br />
## Vessel and air - the U.S. Customs port where the merchandise is loaded on the carrier which is taking the merchandise out of the United States.<br />
## Postal - the U.S. Post Office where the merchandise is mailed.<br />
# '''Method of Transportation''' - The mode of transport by which the merchandise is exported. Specify by name, i.e., vessel, air, rail, truck, etc. Specify "own power" is applicable.<br />
# '''Loading Pier''' - (For vessel shipments only) The number or name of the pier at which the merchandise is laden aboard the exporting vessel.<br />
# '''Containerized''' - (For vessel shipments only) Cargo originally booked as containerized cargo and that is placed in containers at the operator's option.<br />
# P'''oint (State) of Origin or Foreign Trade Zone (FTZ) Number'''<br />
## The two digit U.S. Postal Service abbreviation of the state in which the merchandise actually starts its journey to the port of export, or<br />
## The state of origin of the commodity of the greatest value, or<br />
## The state of consolidation, or<br />
## The Foreign Trade Zone Number for exports leaving a FTZ.<br />
# '''Foreign Port of Unloading''' - (For vessel and air shipments only) The foreign port and country at which the merchandise will be laden from the exporting carrier.<br />
# '''Country of Ultimate Destination''' - The country in which the merchandise is to be consumed, further processed, or manufactured; the final country of destination as known to the exporter at the time of shipment; or the country of ultimate destination as shown on the validated export license.<br />
# '''Marks, Numbers, and Kinds of Packages''' - Marks, numbers, or other identification shown on the packages and the numbers and kinds of packages (boxes, barrels, baskets, etc.).<br />
# '''Commodity Description''' - A sufficient description of the commodity to permit verification of the Schedule B Commodity Number <ref> In the United States, numbers used to classify exported products are called “Schedule B” numbers. The U.S. Census Bureau administers the Schedule B system. Schedule B numbers, not HS numbers, must be provided on the Shippers’ Export Declaration (SED). The Census Bureau uses SEDs and Schedule B numbers to calculate U.S. export statistics. There is a difference between the HS classification number and the Schedule B number. The HS number is an internationally accepted code. The basic HS code contains 6-digits, known as a subheading. The Schedule B is a 10-digit code built upon the first 6 digits of the HS code. // FAQ: Schedule B and HS Numbers - http://export.gov/faq/eg_main_017509.asp - accessed 11/26/2012 </ref> or the description on the validated export license.<br />
# '''Schedule B Commodity Number''' - the commodity number and "check digit" as provided in Schedule B - Statistical Classification of Domestic and Foreign Commodities Exported from the United States. When form 7513 is used, report only the first six digits of the Schedule B commodity number.<br />
# '''Gross Shipping Weight''' - (For vessel and air shipments only) The gross shipping weight in kilograms, including the weight of containers but excluding carrier equipment (Multiply lbs. by 0.4536 to get kilos; round off to whole numbers.).<br />
# '''"D" (Domestic) or "F" (Foreign)'''<br />
## Domestic exports - Merchandise grown, produced, or manufactured (including imported merchandise which has been enhanced in value) in the United States.<br />
## Foreign exports - merchandise that has entered the United States and is being reexported in the same condition as when imported.<br />
# '''Net Quantity''' - The amount in terms of the unit(s) specified in Schedule B with the unit indicated or the unit as specified on the validated export license. (Report whole units.)<br />
# '''Value''' - Selling price or cost if not sold, including inland freight, insurance, and other charges to U.S. port of export, but excluding unconditional discounts and commissions (nearest whole dollar, omit cents).<br />
# '''Export License Number or Symbol''' - Validated export license number and expiration date or general license symbol<ref> The following symbols are used: NS--National Security; MT--Missile Technology; NP--Nuclear Proliferation; CB--Chemical or Biological Warfare; FP--Other Foreign Policy Controls; SS--Short Supply // Export Licensing: Understanding the Rules of Trade - http://www.medey.com/pdf/Export%20Licensing.pdf - accessed 11/26/2012</ref>.<br />
# '''Export Commodity Control Number (ECCN)''' - (When required) ECCN number of commodities listed on the Commodity Control List (commodities subject to U.S. Department of commerce export controls) in the Export Administration Regulations.<br />
# '''Bill of Lading or Air Waybill Number''' - The exporting carrier's bill of lading or air waybill number.<br />
# '''Date of Exportation''' - (Not required for vessel and postal shipments) The date of departure or date of clearance, if date of departure is not known.<br />
# '''Designation of Agent''' - Signature of exporter authorizing the named agent to effect the export when such agent does not have power of attorney.<br />
# '''Signature''' - Signature of exporter or authorized agent certifying the truth and accuracy of the information on the SED.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_declarationExport declaration2012-12-29T00:50:08Z<p>Vitaly: /* Sample of Drawing Up Shipper's Export Declaration (USA) http://www.unzco.com/basicguide/figure5.html */</p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортная_декларация Экспортная декларация]'''<br />
<br />
'''Export declaration''' or '''Shipper's Export Declaration''' is the customs form completed and submitted by an exporter at the port of export, it is meant to serve two major purposes: <br />
* (1) to provide information on amount, nature, and value of exports to the statistical office for compilation of foreign trade data, and <br />
* (2) to serves as an export control document. In some cases, an [[export license]] and/or a certificate of origin is also required to be attached.<ref> http://www.businessdictionary.com/definition/export-declaration.html </ref><br />
<br />
==Sample of Drawing Up Shipper's Export Declaration (USA)<ref> http://www.unzco.com/basicguide/figure5.html </ref>==<br />
There are '''national differencies''' of this export document<ref> Таможенные декларации различных стран - http://www.imexp.ru/tamozhennye-deklaracii-razlichnyx-stran/ - доступ 25.11.2012 </ref>. To understand them better it is necessary to turn to '''corresponding competent agencies/information sources'''. General principles of compiling such documents as well as their content could be understood from the following detailed description of the export declaration corresponding to the rules adapted in USA.<br />
<br />
<br />
[[File:EXP_DEC.jpg|300px]]<br />
<br />
<br />
# '''Exporter''' - The name and address of the principal party responsible for effecting export from the United States. The exporter as named on the Export License. Report only the first five digits of the ZIP code.<br />
# '''Exporter Identification Number''' - The exporter's Internal Revenue Service Employer Identification Number (EIN) or Social Security Number (SSN) if no EIN has been assigned.<br />
# '''Related Party Transaction''' - One between the U.S. exporter and the foreign consignee, that is, an export from a U.S. person or business enterprise to a foreign business enterprise or from a U.S. business enterprise to a foreign person or business enterprise, when the person owns (directly or indirectly) at any time during the fiscal year, 10 percent or more of the voting securities of the incorporated business enterprise, or an equivalent interest if an unincorporated business enterprise, including a branch. Otherwise, check UNRELATED.<br />
# '''Agent of Exporter''' - The name and address of the duly authorized forwarding agent.<br />
# '''Ultimate Consignee''' - The name and address of the party actually receiving the merchandise for the designated end use or the party so designated on the validated export license.<br />
# '''Intermediate Consignee''' - The name and address of the party in a foreign country who effects delivery of the merchandise to the ultimate consignee or the party so named on the export license.<br />
# '''Exporting Carrier''' - The name of the carrier transporting the merchandise out of the United States. For vessel shipments, give the vessel's flag also.<br />
# '''U.S. Port of Export''' <br />
## Overland - the U.S. Customs port at which the surface carrier crosses the border.<br />
## Vessel and air - the U.S. Customs port where the merchandise is loaded on the carrier which is taking the merchandise out of the United States.<br />
## Postal - the U.S. Post Office where the merchandise is mailed.<br />
# '''Method of Transportation''' - The mode of transport by which the merchandise is exported. Specify by name, i.e., vessel, air, rail, truck, etc. Specify "own power" is applicable.<br />
# '''Loading Pier''' - (For vessel shipments only) The number or name of the pier at which the merchandise is laden aboard the exporting vessel.<br />
# '''Containerized''' - (For vessel shipments only) Cargo originally booked as containerized cargo and that is placed in containers at the operator's option.<br />
# P'''oint (State) of Origin or Foreign Trade Zone (FTZ) Number'''<br />
## The two digit U.S. Postal Service abbreviation of the state in which the merchandise actually starts its journey to the port of export, or<br />
## The state of origin of the commodity of the greatest value, or<br />
## The state of consolidation, or<br />
## The Foreign Trade Zone Number for exports leaving a FTZ.<br />
# '''Foreign Port of Unloading''' - (For vessel and air shipments only) The foreign port and country at which the merchandise will be laden from the exporting carrier.<br />
# '''Country of Ultimate Destination''' - The country in which the merchandise is to be consumed, further processed, or manufactured; the final country of destination as known to the exporter at the time of shipment; or the country of ultimate destination as shown on the validated export license.<br />
# '''Marks, Numbers, and Kinds of Packages''' - Marks, numbers, or other identification shown on the packages and the numbers and kinds of packages (boxes, barrels, baskets, etc.).<br />
# '''Commodity Description''' - A sufficient description of the commodity to permit verification of the Schedule B Commodity Number <ref> In the United States, numbers used to classify exported products are called “Schedule B” numbers. The U.S. Census Bureau administers the Schedule B system. Schedule B numbers, not HS numbers, must be provided on the Shippers’ Export Declaration (SED). The Census Bureau uses SEDs and Schedule B numbers to calculate U.S. export statistics. There is a difference between the HS classification number and the Schedule B number. The HS number is an internationally accepted code. The basic HS code contains 6-digits, known as a subheading. The Schedule B is a 10-digit code built upon the first 6 digits of the HS code. // FAQ: Schedule B and HS Numbers - http://export.gov/faq/eg_main_017509.asp - accessed 11/26/2012 </ref> or the description on the validated export license.<br />
# '''Schedule B Commodity Number''' - the commodity number and "check digit" as provided in Schedule B - Statistical Classification of Domestic and Foreign Commodities Exported from the United States. When form 7513 is used, report only the first six digits of the Schedule B commodity number.<br />
# '''Gross Shipping Weight''' - (For vessel and air shipments only) The gross shipping weight in kilograms, including the weight of containers but excluding carrier equipment (Multiply lbs. by 0.4536 to get kilos; round off to whole numbers.).<br />
# '''"D" (Domestic) or "F" (Foreign)'''<br />
## Domestic exports - Merchandise grown, produced, or manufactured (including imported merchandise which has been enhanced in value) in the United States.<br />
## Foreign exports - merchandise that has entered the United States and is being reexported in the same condition as when imported.<br />
# '''Net Quantity''' - The amount in terms of the unit(s) specified in Schedule B with the unit indicated or the unit as specified on the validated export license. (Report whole units.)<br />
# '''Value''' - Selling price or cost if not sold, including inland freight, insurance, and other charges to U.S. port of export, but excluding unconditional discounts and commissions (nearest whole dollar, omit cents).<br />
# '''Export License Number or Symbol''' - Validated export license number and expiration date or general license symbol.<br />
# '''Export Commodity Control Number (ECCN)''' - (When required) ECCN number of commodities listed on the Commodity Control List (commodities subject to U.S. Department of commerce export controls) in the Export Administration Regulations.<br />
# '''Bill of Lading or Air Waybill Number''' - The exporting carrier's bill of lading or air waybill number.<br />
# '''Date of Exportation''' - (Not required for vessel and postal shipments) The date of departure or date of clearance, if date of departure is not known.<br />
# '''Designation of Agent''' - Signature of exporter authorizing the named agent to effect the export when such agent does not have power of attorney.<br />
# '''Signature''' - Signature of exporter or authorized agent certifying the truth and accuracy of the information on the SED.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_declarationExport declaration2012-12-29T00:49:02Z<p>Vitaly: /* Sample of Drawing Up Shipper's Export Declaration (USA) http://www.unzco.com/basicguide/figure5.html */</p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортная_декларация Экспортная декларация]'''<br />
<br />
'''Export declaration''' or '''Shipper's Export Declaration''' is the customs form completed and submitted by an exporter at the port of export, it is meant to serve two major purposes: <br />
* (1) to provide information on amount, nature, and value of exports to the statistical office for compilation of foreign trade data, and <br />
* (2) to serves as an export control document. In some cases, an [[export license]] and/or a certificate of origin is also required to be attached.<ref> http://www.businessdictionary.com/definition/export-declaration.html </ref><br />
<br />
==Sample of Drawing Up Shipper's Export Declaration (USA)<ref> http://www.unzco.com/basicguide/figure5.html </ref>==<br />
There are '''national differencies''' of this export document<ref> Таможенные декларации различных стран - http://www.imexp.ru/tamozhennye-deklaracii-razlichnyx-stran/ - доступ 25.11.2012 </ref>. To understand them better it is necessary to turn to '''corresponding competent agencies/information sources'''. General principles of compiling such documents as well as their content could be understood from the following detailed description of the export declaration corresponding to the rules adapted in USA.<br />
<br />
<br />
[[File:EXP_DEC.jpg|300px]]<br />
<br />
<br />
# '''Exporter''' - The name and address of the principal party responsible for effecting export from the United States. The exporter as named on the Export License. Report only the first five digits of the ZIP code.<br />
# '''Exporter Identification Number''' - The exporter's Internal Revenue Service Employer Identification Number (EIN) or Social Security Number (SSN) if no EIN has been assigned.<br />
# '''Related Party Transaction''' - One between the U.S. exporter and the foreign consignee, that is, an export from a U.S. person or business enterprise to a foreign business enterprise or from a U.S. business enterprise to a foreign person or business enterprise, when the person owns (directly or indirectly) at any time during the fiscal year, 10 percent or more of the voting securities of the incorporated business enterprise, or an equivalent interest if an unincorporated business enterprise, including a branch. Otherwise, check UNRELATED.<br />
# '''Agent of Exporter''' - The name and address of the duly authorized forwarding agent.<br />
# '''Ultimate Consignee''' - The name and address of the party actually receiving the merchandise for the designated end use or the party so designated on the validated export license.<br />
# '''Intermediate Consignee''' - The name and address of the party in a foreign country who effects delivery of the merchandise to the ultimate consignee or the party so named on the export license.<br />
# '''Exporting Carrier''' - The name of the carrier transporting the merchandise out of the United States. For vessel shipments, give the vessel's flag also.<br />
# '''U.S. Port of Export''' <br />
## Overland - the U.S. Customs port at which the surface carrier crosses the border.<br />
## Vessel and air - the U.S. Customs port where the merchandise is loaded on the carrier which is taking the merchandise out of the United States.<br />
## Postal - the U.S. Post Office where the merchandise is mailed.<br />
# '''Method of Transportation''' - The mode of transport by which the merchandise is exported. Specify by name, i.e., vessel, air, rail, truck, etc. Specify "own power" is applicable.<br />
# '''Loading Pier''' - (For vessel shipments only) The number or name of the pier at which the merchandise is laden aboard the exporting vessel.<br />
# '''Containerized''' - (For vessel shipments only) Cargo originally booked as containerized cargo and that is placed in containers at the operator's option.<br />
# P'''oint (State) of Origin or Foreign Trade Zone (FTZ) Number'''<br />
## The two digit U.S. Postal Service abbreviation of the state in which the merchandise actually starts its journey to the port of export, or<br />
## The state of origin of the commodity of the greatest value, or<br />
## The state of consolidation, or<br />
## The Foreign Trade Zone Number for exports leaving a FTZ.<br />
# '''Foreign Port of Unloading''' - (For vessel and air shipments only) The foreign port and country at which the merchandise will be laden from the exporting carrier.<br />
# '''Country of Ultimate Destination''' - The country in which the merchandise is to be consumed, further processed, or manufactured; the final country of destination as known to the exporter at the time of shipment; or the country of ultimate destination as shown on the validated export license.<br />
# '''Marks, Numbers, and Kinds of Packages''' - Marks, numbers, or other identification shown on the packages and the numbers and kinds of packages (boxes, barrels, baskets, etc.).<br />
# '''Commodity Description''' - A sufficient description of the commodity to permit verification of the Schedule B Commodity Number <ref> In the United States, numbers used to classify exported products are called “Schedule B” numbers. The U.S. Census Bureau administers the Schedule B system. Schedule B numbers, not HS numbers, must be provided on the Shippers’ Export Declaration (SED). The Census Bureau uses SEDs and Schedule B numbers to calculate U.S. export statistics. There is a difference between the HS classification number and the Schedule B number. The HS number is an internationally accepted code. The basic HS code contains 6-digits, known as a subheading. The Schedule B is a 10-digit code built upon the first 6 digits of the HS code. // FAQ: Schedule B and HS Numbers - http://export.gov/faq/eg_main_017509.asp - fccessed 11/26/2012 </ref>or the description on the validated export license.<br />
# '''Schedule B Commodity Number''' - the commodity number and "check digit" as provided in Schedule B - Statistical Classification of Domestic and Foreign Commodities Exported from the United States. When form 7513 is used, report only the first six digits of the Schedule B commodity number.<br />
# '''Gross Shipping Weight''' - (For vessel and air shipments only) The gross shipping weight in kilograms, including the weight of containers but excluding carrier equipment (Multiply lbs. by 0.4536 to get kilos; round off to whole numbers.).<br />
# '''"D" (Domestic) or "F" (Foreign)'''<br />
## Domestic exports - Merchandise grown, produced, or manufactured (including imported merchandise which has been enhanced in value) in the United States.<br />
## Foreign exports - merchandise that has entered the United States and is being reexported in the same condition as when imported.<br />
# '''Net Quantity''' - The amount in terms of the unit(s) specified in Schedule B with the unit indicated or the unit as specified on the validated export license. (Report whole units.)<br />
# '''Value''' - Selling price or cost if not sold, including inland freight, insurance, and other charges to U.S. port of export, but excluding unconditional discounts and commissions (nearest whole dollar, omit cents).<br />
# '''Export License Number or Symbol''' - Validated export license number and expiration date or general license symbol.<br />
# '''Export Commodity Control Number (ECCN)''' - (When required) ECCN number of commodities listed on the Commodity Control List (commodities subject to U.S. Department of commerce export controls) in the Export Administration Regulations.<br />
# '''Bill of Lading or Air Waybill Number''' - The exporting carrier's bill of lading or air waybill number.<br />
# '''Date of Exportation''' - (Not required for vessel and postal shipments) The date of departure or date of clearance, if date of departure is not known.<br />
# '''Designation of Agent''' - Signature of exporter authorizing the named agent to effect the export when such agent does not have power of attorney.<br />
# '''Signature''' - Signature of exporter or authorized agent certifying the truth and accuracy of the information on the SED.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_declarationExport declaration2012-12-27T17:07:09Z<p>Vitaly: /* Sample of Drawing Up Shipper's Export Declaration (USA) http://www.unzco.com/basicguide/figure5.html */</p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортная_декларация Экспортная декларация]'''<br />
<br />
'''Export declaration''' or '''Shipper's Export Declaration''' is the customs form completed and submitted by an exporter at the port of export, it is meant to serve two major purposes: <br />
* (1) to provide information on amount, nature, and value of exports to the statistical office for compilation of foreign trade data, and <br />
* (2) to serves as an export control document. In some cases, an [[export license]] and/or a certificate of origin is also required to be attached.<ref> http://www.businessdictionary.com/definition/export-declaration.html </ref><br />
<br />
==Sample of Drawing Up Shipper's Export Declaration (USA)<ref> http://www.unzco.com/basicguide/figure5.html </ref>==<br />
There are '''national differencies''' of this export document<ref> Таможенные декларации различных стран - http://www.imexp.ru/tamozhennye-deklaracii-razlichnyx-stran/ - доступ 25.11.2012 </ref>. To understand them better it is necessary to turn to '''corresponding competent agencies/information sources'''. General principles of compiling such documents as well as their content could be understood from the following detailed description of the export declaration corresponding to the rules adapted in USA.<br />
<br />
<br />
[[File:EXP_DEC.jpg|300px]]<br />
<br />
<br />
# '''Exporter''' - The name and address of the principal party responsible for effecting export from the United States. The exporter as named on the Export License. Report only the first five digits of the ZIP code.<br />
# '''Exporter Identification Number''' - The exporter's Internal Revenue Service Employer Identification Number (EIN) or Social Security Number (SSN) if no EIN has been assigned.<br />
# '''Related Party Transaction''' - One between the U.S. exporter and the foreign consignee, that is, an export from a U.S. person or business enterprise to a foreign business enterprise or from a U.S. business enterprise to a foreign person or business enterprise, when the person owns (directly or indirectly) at any time during the fiscal year, 10 percent or more of the voting securities of the incorporated business enterprise, or an equivalent interest if an unincorporated business enterprise, including a branch. Otherwise, check UNRELATED.<br />
# '''Agent of Exporter''' - The name and address of the duly authorized forwarding agent.<br />
# '''Ultimate Consignee''' - The name and address of the party actually receiving the merchandise for the designated end use or the party so designated on the validated export license.<br />
# '''Intermediate Consignee''' - The name and address of the party in a foreign country who effects delivery of the merchandise to the ultimate consignee or the party so named on the export license.<br />
# '''Exporting Carrier''' - The name of the carrier transporting the merchandise out of the United States. For vessel shipments, give the vessel's flag also.<br />
# '''U.S. Port of Export''' <br />
## Overland - the U.S. Customs port at which the surface carrier crosses the border.<br />
## Vessel and air - the U.S. Customs port where the merchandise is loaded on the carrier which is taking the merchandise out of the United States.<br />
## Postal - the U.S. Post Office where the merchandise is mailed.<br />
# '''Method of Transportation''' - The mode of transport by which the merchandise is exported. Specify by name, i.e., vessel, air, rail, truck, etc. Specify "own power" is applicable.<br />
# '''Loading Pier''' - (For vessel shipments only) The number or name of the pier at which the merchandise is laden aboard the exporting vessel.<br />
# '''Containerized''' - (For vessel shipments only) Cargo originally booked as containerized cargo and that is placed in containers at the operator's option.<br />
# P'''oint (State) of Origin or Foreign Trade Zone (FTZ) Number'''<br />
## The two digit U.S. Postal Service abbreviation of the state in which the merchandise actually starts its journey to the port of export, or<br />
## The state of origin of the commodity of the greatest value, or<br />
## The state of consolidation, or<br />
## The Foreign Trade Zone Number for exports leaving a FTZ.<br />
# '''Foreign Port of Unloading''' - (For vessel and air shipments only) The foreign port and country at which the merchandise will be laden from the exporting carrier.<br />
# '''Country of Ultimate Destination''' - The country in which the merchandise is to be consumed, further processed, or manufactured; the final country of destination as known to the exporter at the time of shipment; or the country of ultimate destination as shown on the validated export license.<br />
# '''Marks, Numbers, and Kinds of Packages''' - Marks, numbers, or other identification shown on the packages and the numbers and kinds of packages (boxes, barrels, baskets, etc.).<br />
# '''Commodity Description''' - A sufficient description of the commodity to permit verification of the Schedule B Commodity Number or the description on the validated export license.<br />
# '''Schedule B Commodity Number''' - the commodity number and "check digit" as provided in Schedule B - Statistical Classification of Domestic and Foreign Commodities Exported from the United States. When form 7513 is used, report only the first six digits of the Schedule B commodity number.<br />
# '''Gross Shipping Weight''' - (For vessel and air shipments only) The gross shipping weight in kilograms, including the weight of containers but excluding carrier equipment (Multiply lbs. by 0.4536 to get kilos; round off to whole numbers.).<br />
# '''"D" (Domestic) or "F" (Foreign)'''<br />
## Domestic exports - Merchandise grown, produced, or manufactured (including imported merchandise which has been enhanced in value) in the United States.<br />
## Foreign exports - merchandise that has entered the United States and is being reexported in the same condition as when imported.<br />
# '''Net Quantity''' - The amount in terms of the unit(s) specified in Schedule B with the unit indicated or the unit as specified on the validated export license. (Report whole units.)<br />
# '''Value''' - Selling price or cost if not sold, including inland freight, insurance, and other charges to U.S. port of export, but excluding unconditional discounts and commissions (nearest whole dollar, omit cents).<br />
# '''Export License Number or Symbol''' - Validated export license number and expiration date or general license symbol.<br />
# '''Export Commodity Control Number (ECCN)''' - (When required) ECCN number of commodities listed on the Commodity Control List (commodities subject to U.S. Department of commerce export controls) in the Export Administration Regulations.<br />
# '''Bill of Lading or Air Waybill Number''' - The exporting carrier's bill of lading or air waybill number.<br />
# '''Date of Exportation''' - (Not required for vessel and postal shipments) The date of departure or date of clearance, if date of departure is not known.<br />
# '''Designation of Agent''' - Signature of exporter authorizing the named agent to effect the export when such agent does not have power of attorney.<br />
# '''Signature''' - Signature of exporter or authorized agent certifying the truth and accuracy of the information on the SED.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_declarationExport declaration2012-12-27T17:05:49Z<p>Vitaly: /* Sample of Drawing Up Shipper's Export Declaration (USA) http://www.unzco.com/basicguide/figure5.html */</p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортная_декларация Экспортная декларация]'''<br />
<br />
'''Export declaration''' or '''Shipper's Export Declaration''' is the customs form completed and submitted by an exporter at the port of export, it is meant to serve two major purposes: <br />
* (1) to provide information on amount, nature, and value of exports to the statistical office for compilation of foreign trade data, and <br />
* (2) to serves as an export control document. In some cases, an [[export license]] and/or a certificate of origin is also required to be attached.<ref> http://www.businessdictionary.com/definition/export-declaration.html </ref><br />
<br />
==Sample of Drawing Up Shipper's Export Declaration (USA)<ref> http://www.unzco.com/basicguide/figure5.html </ref>==<br />
There are '''national differencies''' of this export document. To understand them better it is necessary to turn to '''corresponding competent agencies/information sources'''. General principles of compiling such documents as well as their content could be understood from the following detailed description of the export declaration corresponding to the rules adapted in USA.<br />
<br />
<br />
[[File:EXP_DEC.jpg|300px]]<br />
<br />
<br />
# '''Exporter''' - The name and address of the principal party responsible for effecting export from the United States. The exporter as named on the Export License. Report only the first five digits of the ZIP code.<br />
# '''Exporter Identification Number''' - The exporter's Internal Revenue Service Employer Identification Number (EIN) or Social Security Number (SSN) if no EIN has been assigned.<br />
# '''Related Party Transaction''' - One between the U.S. exporter and the foreign consignee, that is, an export from a U.S. person or business enterprise to a foreign business enterprise or from a U.S. business enterprise to a foreign person or business enterprise, when the person owns (directly or indirectly) at any time during the fiscal year, 10 percent or more of the voting securities of the incorporated business enterprise, or an equivalent interest if an unincorporated business enterprise, including a branch. Otherwise, check UNRELATED.<br />
# '''Agent of Exporter''' - The name and address of the duly authorized forwarding agent.<br />
# '''Ultimate Consignee''' - The name and address of the party actually receiving the merchandise for the designated end use or the party so designated on the validated export license.<br />
# '''Intermediate Consignee''' - The name and address of the party in a foreign country who effects delivery of the merchandise to the ultimate consignee or the party so named on the export license.<br />
# '''Exporting Carrier''' - The name of the carrier transporting the merchandise out of the United States. For vessel shipments, give the vessel's flag also.<br />
# '''U.S. Port of Export''' <br />
## Overland - the U.S. Customs port at which the surface carrier crosses the border.<br />
## Vessel and air - the U.S. Customs port where the merchandise is loaded on the carrier which is taking the merchandise out of the United States.<br />
## Postal - the U.S. Post Office where the merchandise is mailed.<br />
# '''Method of Transportation''' - The mode of transport by which the merchandise is exported. Specify by name, i.e., vessel, air, rail, truck, etc. Specify "own power" is applicable.<br />
# '''Loading Pier''' - (For vessel shipments only) The number or name of the pier at which the merchandise is laden aboard the exporting vessel.<br />
# '''Containerized''' - (For vessel shipments only) Cargo originally booked as containerized cargo and that is placed in containers at the operator's option.<br />
# P'''oint (State) of Origin or Foreign Trade Zone (FTZ) Number'''<br />
## The two digit U.S. Postal Service abbreviation of the state in which the merchandise actually starts its journey to the port of export, or<br />
## The state of origin of the commodity of the greatest value, or<br />
## The state of consolidation, or<br />
## The Foreign Trade Zone Number for exports leaving a FTZ.<br />
# '''Foreign Port of Unloading''' - (For vessel and air shipments only) The foreign port and country at which the merchandise will be laden from the exporting carrier.<br />
# '''Country of Ultimate Destination''' - The country in which the merchandise is to be consumed, further processed, or manufactured; the final country of destination as known to the exporter at the time of shipment; or the country of ultimate destination as shown on the validated export license.<br />
# '''Marks, Numbers, and Kinds of Packages''' - Marks, numbers, or other identification shown on the packages and the numbers and kinds of packages (boxes, barrels, baskets, etc.).<br />
# '''Commodity Description''' - A sufficient description of the commodity to permit verification of the Schedule B Commodity Number or the description on the validated export license.<br />
# '''Schedule B Commodity Number''' - the commodity number and "check digit" as provided in Schedule B - Statistical Classification of Domestic and Foreign Commodities Exported from the United States. When form 7513 is used, report only the first six digits of the Schedule B commodity number.<br />
# '''Gross Shipping Weight''' - (For vessel and air shipments only) The gross shipping weight in kilograms, including the weight of containers but excluding carrier equipment (Multiply lbs. by 0.4536 to get kilos; round off to whole numbers.).<br />
# '''"D" (Domestic) or "F" (Foreign)'''<br />
## Domestic exports - Merchandise grown, produced, or manufactured (including imported merchandise which has been enhanced in value) in the United States.<br />
## Foreign exports - merchandise that has entered the United States and is being reexported in the same condition as when imported.<br />
# '''Net Quantity''' - The amount in terms of the unit(s) specified in Schedule B with the unit indicated or the unit as specified on the validated export license. (Report whole units.)<br />
# '''Value''' - Selling price or cost if not sold, including inland freight, insurance, and other charges to U.S. port of export, but excluding unconditional discounts and commissions (nearest whole dollar, omit cents).<br />
# '''Export License Number or Symbol''' - Validated export license number and expiration date or general license symbol.<br />
# '''Export Commodity Control Number (ECCN)''' - (When required) ECCN number of commodities listed on the Commodity Control List (commodities subject to U.S. Department of commerce export controls) in the Export Administration Regulations.<br />
# '''Bill of Lading or Air Waybill Number''' - The exporting carrier's bill of lading or air waybill number.<br />
# '''Date of Exportation''' - (Not required for vessel and postal shipments) The date of departure or date of clearance, if date of departure is not known.<br />
# '''Designation of Agent''' - Signature of exporter authorizing the named agent to effect the export when such agent does not have power of attorney.<br />
# '''Signature''' - Signature of exporter or authorized agent certifying the truth and accuracy of the information on the SED.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_declarationExport declaration2012-12-27T13:58:15Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортная_декларация Экспортная декларация]'''<br />
<br />
'''Export declaration''' or '''Shipper's Export Declaration''' is the customs form completed and submitted by an exporter at the port of export, it is meant to serve two major purposes: <br />
* (1) to provide information on amount, nature, and value of exports to the statistical office for compilation of foreign trade data, and <br />
* (2) to serves as an export control document. In some cases, an [[export license]] and/or a certificate of origin is also required to be attached.<ref> http://www.businessdictionary.com/definition/export-declaration.html </ref><br />
<br />
==Sample of Drawing Up Shipper's Export Declaration (USA)<ref> http://www.unzco.com/basicguide/figure5.html </ref>==<br />
There are '''national differencies''' of this export document. To understand them better it is necessary to turn to '''corresponding competent agencies/information sources'''. <br />
<br />
<br />
[[File:EXP_DEC.jpg|300px]]<br />
<br />
<br />
# '''Exporter''' - The name and address of the principal party responsible for effecting export from the United States. The exporter as named on the Export License. Report only the first five digits of the ZIP code.<br />
# '''Exporter Identification Number''' - The exporter's Internal Revenue Service Employer Identification Number (EIN) or Social Security Number (SSN) if no EIN has been assigned.<br />
# '''Related Party Transaction''' - One between the U.S. exporter and the foreign consignee, that is, an export from a U.S. person or business enterprise to a foreign business enterprise or from a U.S. business enterprise to a foreign person or business enterprise, when the person owns (directly or indirectly) at any time during the fiscal year, 10 percent or more of the voting securities of the incorporated business enterprise, or an equivalent interest if an unincorporated business enterprise, including a branch. Otherwise, check UNRELATED.<br />
# '''Agent of Exporter''' - The name and address of the duly authorized forwarding agent.<br />
# '''Ultimate Consignee''' - The name and address of the party actually receiving the merchandise for the designated end use or the party so designated on the validated export license.<br />
# '''Intermediate Consignee''' - The name and address of the party in a foreign country who effects delivery of the merchandise to the ultimate consignee or the party so named on the export license.<br />
# '''Exporting Carrier''' - The name of the carrier transporting the merchandise out of the United States. For vessel shipments, give the vessel's flag also.<br />
# '''U.S. Port of Export''' <br />
## Overland - the U.S. Customs port at which the surface carrier crosses the border.<br />
## Vessel and air - the U.S. Customs port where the merchandise is loaded on the carrier which is taking the merchandise out of the United States.<br />
## Postal - the U.S. Post Office where the merchandise is mailed.<br />
# '''Method of Transportation''' - The mode of transport by which the merchandise is exported. Specify by name, i.e., vessel, air, rail, truck, etc. Specify "own power" is applicable.<br />
# '''Loading Pier''' - (For vessel shipments only) The number or name of the pier at which the merchandise is laden aboard the exporting vessel.<br />
# '''Containerized''' - (For vessel shipments only) Cargo originally booked as containerized cargo and that is placed in containers at the operator's option.<br />
# P'''oint (State) of Origin or Foreign Trade Zone (FTZ) Number'''<br />
## The two digit U.S. Postal Service abbreviation of the state in which the merchandise actually starts its journey to the port of export, or<br />
## The state of origin of the commodity of the greatest value, or<br />
## The state of consolidation, or<br />
## The Foreign Trade Zone Number for exports leaving a FTZ.<br />
# '''Foreign Port of Unloading''' - (For vessel and air shipments only) The foreign port and country at which the merchandise will be laden from the exporting carrier.<br />
# '''Country of Ultimate Destination''' - The country in which the merchandise is to be consumed, further processed, or manufactured; the final country of destination as known to the exporter at the time of shipment; or the country of ultimate destination as shown on the validated export license.<br />
# '''Marks, Numbers, and Kinds of Packages''' - Marks, numbers, or other identification shown on the packages and the numbers and kinds of packages (boxes, barrels, baskets, etc.).<br />
# '''Commodity Description''' - A sufficient description of the commodity to permit verification of the Schedule B Commodity Number or the description on the validated export license.<br />
# '''Schedule B Commodity Number''' - the commodity number and "check digit" as provided in Schedule B - Statistical Classification of Domestic and Foreign Commodities Exported from the United States. When form 7513 is used, report only the first six digits of the Schedule B commodity number.<br />
# '''Gross Shipping Weight''' - (For vessel and air shipments only) The gross shipping weight in kilograms, including the weight of containers but excluding carrier equipment (Multiply lbs. by 0.4536 to get kilos; round off to whole numbers.).<br />
# '''"D" (Domestic) or "F" (Foreign)'''<br />
## Domestic exports - Merchandise grown, produced, or manufactured (including imported merchandise which has been enhanced in value) in the United States.<br />
## Foreign exports - merchandise that has entered the United States and is being reexported in the same condition as when imported.<br />
# '''Net Quantity''' - The amount in terms of the unit(s) specified in Schedule B with the unit indicated or the unit as specified on the validated export license. (Report whole units.)<br />
# '''Value''' - Selling price or cost if not sold, including inland freight, insurance, and other charges to U.S. port of export, but excluding unconditional discounts and commissions (nearest whole dollar, omit cents).<br />
# '''Export License Number or Symbol''' - Validated export license number and expiration date or general license symbol.<br />
# '''Export Commodity Control Number (ECCN)''' - (When required) ECCN number of commodities listed on the Commodity Control List (commodities subject to U.S. Department of commerce export controls) in the Export Administration Regulations.<br />
# '''Bill of Lading or Air Waybill Number''' - The exporting carrier's bill of lading or air waybill number.<br />
# '''Date of Exportation''' - (Not required for vessel and postal shipments) The date of departure or date of clearance, if date of departure is not known.<br />
# '''Designation of Agent''' - Signature of exporter authorizing the named agent to effect the export when such agent does not have power of attorney.<br />
# '''Signature''' - Signature of exporter or authorized agent certifying the truth and accuracy of the information on the SED.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_declarationExport declaration2012-12-27T13:22:57Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортная_декларация Экспортная декларация]'''<br />
<br />
'''Export declaration''' or '''Shipper's Export Declaration''' is the customs form completed and submitted by an exporter at the port of export, it is meant to serve two major purposes: (1) to provide information on amount, nature, and value of exports to the statistical office for compilation of foreign trade data, and (2) to serves as an export control document. In some cases, an [[export license]] and/or a certificate of origin is also required to be attached.<ref> http://www.businessdictionary.com/definition/export-declaration.html </ref><br />
<br />
==Sample of Drawing Up Shipper's Export Declaration (USA)<ref> http://www.unzco.com/basicguide/figure5.html </ref>==<br />
There are '''national differencies''' of this export document. To understand them better it is necessary to turn to '''corresponding competent agencies/information sources'''. <br />
<br />
<br />
[[File:EXP_DEC.jpg|300px]]<br />
<br />
<br />
# '''Exporter''' - The name and address of the principal party responsible for effecting export from the United States. The exporter as named on the Export License. Report only the first five digits of the ZIP code.<br />
# '''Exporter Identification Number''' - The exporter's Internal Revenue Service Employer Identification Number (EIN) or Social Security Number (SSN) if no EIN has been assigned.<br />
# '''Related Party Transaction''' - One between the U.S. exporter and the foreign consignee, that is, an export from a U.S. person or business enterprise to a foreign business enterprise or from a U.S. business enterprise to a foreign person or business enterprise, when the person owns (directly or indirectly) at any time during the fiscal year, 10 percent or more of the voting securities of the incorporated business enterprise, or an equivalent interest if an unincorporated business enterprise, including a branch. Otherwise, check UNRELATED.<br />
# '''Agent of Exporter''' - The name and address of the duly authorized forwarding agent.<br />
# '''Ultimate Consignee''' - The name and address of the party actually receiving the merchandise for the designated end use or the party so designated on the validated export license.<br />
# '''Intermediate Consignee''' - The name and address of the party in a foreign country who effects delivery of the merchandise to the ultimate consignee or the party so named on the export license.<br />
# '''Exporting Carrier''' - The name of the carrier transporting the merchandise out of the United States. For vessel shipments, give the vessel's flag also.<br />
# '''U.S. Port of Export''' <br />
## Overland - the U.S. Customs port at which the surface carrier crosses the border.<br />
## Vessel and air - the U.S. Customs port where the merchandise is loaded on the carrier which is taking the merchandise out of the United States.<br />
## Postal - the U.S. Post Office where the merchandise is mailed.<br />
# '''Method of Transportation''' - The mode of transport by which the merchandise is exported. Specify by name, i.e., vessel, air, rail, truck, etc. Specify "own power" is applicable.<br />
# '''Loading Pier''' - (For vessel shipments only) The number or name of the pier at which the merchandise is laden aboard the exporting vessel.<br />
# '''Containerized''' - (For vessel shipments only) Cargo originally booked as containerized cargo and that is placed in containers at the operator's option.<br />
# P'''oint (State) of Origin or Foreign Trade Zone (FTZ) Number'''<br />
## The two digit U.S. Postal Service abbreviation of the state in which the merchandise actually starts its journey to the port of export, or<br />
## The state of origin of the commodity of the greatest value, or<br />
## The state of consolidation, or<br />
## The Foreign Trade Zone Number for exports leaving a FTZ.<br />
# '''Foreign Port of Unloading''' - (For vessel and air shipments only) The foreign port and country at which the merchandise will be laden from the exporting carrier.<br />
# '''Country of Ultimate Destination''' - The country in which the merchandise is to be consumed, further processed, or manufactured; the final country of destination as known to the exporter at the time of shipment; or the country of ultimate destination as shown on the validated export license.<br />
# '''Marks, Numbers, and Kinds of Packages''' - Marks, numbers, or other identification shown on the packages and the numbers and kinds of packages (boxes, barrels, baskets, etc.).<br />
# '''Commodity Description''' - A sufficient description of the commodity to permit verification of the Schedule B Commodity Number or the description on the validated export license.<br />
# '''Schedule B Commodity Number''' - the commodity number and "check digit" as provided in Schedule B - Statistical Classification of Domestic and Foreign Commodities Exported from the United States. When form 7513 is used, report only the first six digits of the Schedule B commodity number.<br />
# '''Gross Shipping Weight''' - (For vessel and air shipments only) The gross shipping weight in kilograms, including the weight of containers but excluding carrier equipment (Multiply lbs. by 0.4536 to get kilos; round off to whole numbers.).<br />
# '''"D" (Domestic) or "F" (Foreign)'''<br />
## Domestic exports - Merchandise grown, produced, or manufactured (including imported merchandise which has been enhanced in value) in the United States.<br />
## Foreign exports - merchandise that has entered the United States and is being reexported in the same condition as when imported.<br />
# '''Net Quantity''' - The amount in terms of the unit(s) specified in Schedule B with the unit indicated or the unit as specified on the validated export license. (Report whole units.)<br />
# '''Value''' - Selling price or cost if not sold, including inland freight, insurance, and other charges to U.S. port of export, but excluding unconditional discounts and commissions (nearest whole dollar, omit cents).<br />
# '''Export License Number or Symbol''' - Validated export license number and expiration date or general license symbol.<br />
# '''Export Commodity Control Number (ECCN)''' - (When required) ECCN number of commodities listed on the Commodity Control List (commodities subject to U.S. Department of commerce export controls) in the Export Administration Regulations.<br />
# '''Bill of Lading or Air Waybill Number''' - The exporting carrier's bill of lading or air waybill number.<br />
# '''Date of Exportation''' - (Not required for vessel and postal shipments) The date of departure or date of clearance, if date of departure is not known.<br />
# '''Designation of Agent''' - Signature of exporter authorizing the named agent to effect the export when such agent does not have power of attorney.<br />
# '''Signature''' - Signature of exporter or authorized agent certifying the truth and accuracy of the information on the SED.<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/ContainerizationContainerization2012-11-27T16:29:15Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Контейнеризация Контейнеризация]'''<br />
<br />
<br />
'''Containerization''' is a stowage of general or special cargoes in a container for transport in the various modes. This is a system of freight transport based on a range of steel ''intermodal containers'' (also ''shipping containers'', ''ISO containers'', etc.). Containers are built to agreed upon standard dimensions and can be loaded and unloaded, stacked and transported efficiently over long distances, often by container ship, rail and semi-trailer trucks without being opened. The system developed after WWII and led to greatly reduced transport costs and supported a vast increase in international trade. '''Containerizable cargo''' is such one that will fit into a container and result in an economical shipment<br />
<br />
*There are five common standard lengths, 20-ft (6.1 m), 40-ft (12.2 m), 45-ft (13.7 m), 48-ft (14.6 m), and 53-ft (16.2 m). <br />
* Container capacity is often expressed in twenty-foot equivalent units (TEU, teu). An equivalent unit is a measure of containerized cargo capacity equal to one standard 20 ft (length) × 8 ft (width) container. As this is an approximate measure, the height of the box is not considered, for instance the 9 ft 6 in (2.9 m) High cube and the 4-ft 3-in (1.3 m) half height 20 ft (6.1 m) containers are also called one TEU.<br />
* The maximum gross mass for a 20 ft (6.1 m) dry cargo container is 24,000 kg, and for a 40-ft (including the high cube container), it is 30,480 kg. The maximum payload mass is therefore reduced to approximately 22,000 kg for 20 ft (6.1 m), and 27,000 kg for 40 ft (12 m) containers.<br />
* The original choice of 8 foot height for ISO containers was made in part to suit a large proportion of railway tunnels, though some had to be modified. With the arrival of even taller containers, further enlargement is proving necessary.<br />
<br />
[[File:container1.jpg]][[File:Containerization.jpg|300px]]<br />
<br />
<br />
== '''Diffusion Cycle of Containerization'''<ref> The Geography of Transport Systems - http://people.hofstra.edu/geotrans/eng/ch7en/conc7en/containerization_diffusion.html </ref> ==<br />
<br />
Containerization is evocative of a standard diffusion curve concerning four major phases:<br />
<br />
* '''Adoption'''. In the early 1960s, containerization was yet an unproven technology with a few competing standards in terms of size of latching systems. The services offered were specific (point to point). Still, containerization demonstrated that it was achieving productivity gains since it involved a much more efficient form of transshipment.<br />
<br />
* '''Acceleration'''. In the early 1970s, containerization finally became a recognized and emerging form of transportation. New services and consequently new networks were being established, which multiplied its productivity, with growing volumes and the beginning of the application of economies of scale, both at the modes and at the terminals. Pendulum services, which would become the standard network configuration for containerized maritime shipping, were being set.<br />
<br />
* '''Peak Growth'''. By the 1990s, containerization became the dominant support of global trade and of globalization. Its diffusion was massive, particularly in newly industrializing economies such as China. Network development was facing growing complexities, which led to the setting of major intermediate hubs reconciling regional and global shipping networks.<br />
<br />
* '''Maturity'''. In a phase a maturity, growth is much less related to diffusion but with standard economic cycles and the exploitation of remaining niches, such as the containerization of commodities.<br />
<br />
== References==<br />
<references /><br />
<br />
[[Category:International Logistics]]<br />
[[Category:Container transportation system]]</div>Vitalyhttp://scm.gsom.spbu.ru/ContainerizationContainerization2012-11-27T16:28:05Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Контейнеризация Контейнеризация]'''<br />
<br />
<br />
'''Containerization''' is a stowage of general or special cargoes in a container for transport in the various modes. This is a system of freight transport based on a range of steel ''intermodal containers'' (also ''shipping containers'', ''ISO containers'', etc.). Containers are built to agreed upon standard dimensions and can be loaded and unloaded, stacked and transported efficiently over long distances, often by container ship, rail and semi-trailer trucks without being opened. The system developed after WWII and led to greatly reduced transport costs and supported a vast increase in international trade. '''Containerizable cargo''' is such one that will fit into a container and result in an economical shipment<br />
<br />
*There are five common standard lengths, 20-ft (6.1 m), 40-ft (12.2 m), 45-ft (13.7 m), 48-ft (14.6 m), and 53-ft (16.2 m). <br />
* Container capacity is often expressed in twenty-foot equivalent units (TEU, teu). An equivalent unit is a measure of containerized cargo capacity equal to one standard 20 ft (length) × 8 ft (width) container. As this is an approximate measure, the height of the box is not considered, for instance the 9 ft 6 in (2.9 m) High cube and the 4-ft 3-in (1.3 m) half height 20 ft (6.1 m) containers are also called one TEU.<br />
* The maximum gross mass for a 20 ft (6.1 m) dry cargo container is 24,000 kg, and for a 40-ft (including the high cube container), it is 30,480 kg. The maximum payload mass is therefore reduced to approximately 22,000 kg for 20 ft (6.1 m), and 27,000 kg for 40 ft (12 m) containers.<br />
* The original choice of 8 foot height for ISO containers was made in part to suit a large proportion of railway tunnels, though some had to be modified. With the arrival of even taller containers, further enlargement is proving necessary.<br />
<br />
[[File:container1.jpg]][[File:Containerization.jpg|290px]]<br />
<br />
<br />
== '''Diffusion Cycle of Containerization'''<ref> The Geography of Transport Systems - http://people.hofstra.edu/geotrans/eng/ch7en/conc7en/containerization_diffusion.html </ref> ==<br />
<br />
Containerization is evocative of a standard diffusion curve concerning four major phases:<br />
<br />
* '''Adoption'''. In the early 1960s, containerization was yet an unproven technology with a few competing standards in terms of size of latching systems. The services offered were specific (point to point). Still, containerization demonstrated that it was achieving productivity gains since it involved a much more efficient form of transshipment.<br />
<br />
* '''Acceleration'''. In the early 1970s, containerization finally became a recognized and emerging form of transportation. New services and consequently new networks were being established, which multiplied its productivity, with growing volumes and the beginning of the application of economies of scale, both at the modes and at the terminals. Pendulum services, which would become the standard network configuration for containerized maritime shipping, were being set.<br />
<br />
* '''Peak Growth'''. By the 1990s, containerization became the dominant support of global trade and of globalization. Its diffusion was massive, particularly in newly industrializing economies such as China. Network development was facing growing complexities, which led to the setting of major intermediate hubs reconciling regional and global shipping networks.<br />
<br />
* '''Maturity'''. In a phase a maturity, growth is much less related to diffusion but with standard economic cycles and the exploitation of remaining niches, such as the containerization of commodities.<br />
<br />
== References==<br />
<references /><br />
<br />
[[Category:International Logistics]]<br />
[[Category:Container transportation system]]</div>Vitalyhttp://scm.gsom.spbu.ru/ContainerizationContainerization2012-11-27T16:26:45Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Контейнеризация Контейнеризация]'''<br />
<br />
<br />
'''Containerization''' is a stowage of general or special cargoes in a container for transport in the various modes. This is a system of freight transport based on a range of steel ''intermodal containers'' (also ''shipping containers'', ''ISO containers'', etc.). Containers are built to agreed upon standard dimensions and can be loaded and unloaded, stacked and transported efficiently over long distances, often by container ship, rail and semi-trailer trucks without being opened. The system developed after WWII and led to greatly reduced transport costs and supported a vast increase in international trade. '''Containerizable cargo''' is such one that will fit into a container and result in an economical shipment<br />
<br />
*There are five common standard lengths, 20-ft (6.1 m), 40-ft (12.2 m), 45-ft (13.7 m), 48-ft (14.6 m), and 53-ft (16.2 m). <br />
* Container capacity is often expressed in twenty-foot equivalent units (TEU, teu). An equivalent unit is a measure of containerized cargo capacity equal to one standard 20 ft (length) × 8 ft (width) container. As this is an approximate measure, the height of the box is not considered, for instance the 9 ft 6 in (2.9 m) High cube and the 4-ft 3-in (1.3 m) half height 20 ft (6.1 m) containers are also called one TEU.<br />
* The maximum gross mass for a 20 ft (6.1 m) dry cargo container is 24,000 kg, and for a 40-ft (including the high cube container), it is 30,480 kg. The maximum payload mass is therefore reduced to approximately 22,000 kg for 20 ft (6.1 m), and 27,000 kg for 40 ft (12 m) containers.<br />
* The original choice of 8 foot height for ISO containers was made in part to suit a large proportion of railway tunnels, though some had to be modified. With the arrival of even taller containers, further enlargement is proving necessary.<br />
<br />
[[File:container1.jpg]][[File:Containerization.jpg|300px]]<br />
<br />
<br />
== '''Diffusion Cycle of Containerization'''<ref> The Geography of Transport Systems - http://people.hofstra.edu/geotrans/eng/ch7en/conc7en/containerization_diffusion.html </ref> ==<br />
<br />
Containerization is evocative of a standard diffusion curve concerning four major phases:<br />
<br />
* '''Adoption'''. In the early 1960s, containerization was yet an unproven technology with a few competing standards in terms of size of latching systems. The services offered were specific (point to point). Still, containerization demonstrated that it was achieving productivity gains since it involved a much more efficient form of transshipment.<br />
<br />
* '''Acceleration'''. In the early 1970s, containerization finally became a recognized and emerging form of transportation. New services and consequently new networks were being established, which multiplied its productivity, with growing volumes and the beginning of the application of economies of scale, both at the modes and at the terminals. Pendulum services, which would become the standard network configuration for containerized maritime shipping, were being set.<br />
<br />
* '''Peak Growth'''. By the 1990s, containerization became the dominant support of global trade and of globalization. Its diffusion was massive, particularly in newly industrializing economies such as China. Network development was facing growing complexities, which led to the setting of major intermediate hubs reconciling regional and global shipping networks.<br />
<br />
* '''Maturity'''. In a phase a maturity, growth is much less related to diffusion but with standard economic cycles and the exploitation of remaining niches, such as the containerization of commodities.<br />
<br />
== References==<br />
<references /><br />
<br />
[[Category:International Logistics]]<br />
[[Category:Container transportation system]]</div>Vitalyhttp://scm.gsom.spbu.ru/Communication_InfrastructureCommunication Infrastructure2012-11-27T16:17:17Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Коммуникационная_инфраструктура Коммуникационная_инфраструктура]'''<br />
<br />
Organizations, personnel, procedures, facilities and networks employed to transmit and receive information by electrical or electronic means. In accordance with definition from ''The International Encyclopedia of Communication'' communication infrastructure refers to the backbone of the communications system upon which various broadcasting and telecommunication services are operated.<ref>The International Encyclopedia of Communication - http://www.communicationencyclopedia.com/public/tocnode?id=g9781405131995_yr2011_chunk_g97814051319958_ss78-1</ref> This can be built from copper cable, fiber, or wireless technologies utilizing the radio frequency spectrum, such as microwave and satellite. The infrastructure is the core component that connects upstream production, such as voice, data and audiovisual services, with downstream consumers. In the very common sense the infrastructure could be defined as capital goods offering public services, often associated with public utilities such as electricity, water, and communications,<ref>Hirschman, A. The Strategy of Economic Development, New Haven, Connecticut, Yale University Press, 1958</ref> and this definition remains pertinent to communication infrastructure today because it does not link public services to public capital goods. The ability to communicate with customers and suppliers, either by mail, by phone, or through other electronic media, is very important to the smooth operation of an international transaction. Two main communication means that are the most important for international business are mobile phones and Internet devices which are on the way to be fully integrated in the near future. The world penetration of such communication infrastructure is illustrated by the following data concerning mobile phones and Internet users. <br />
<br />
<br />
== '''List of 10 top countries by number of mobile phones in use (left table)<ref>List of countries by number of mobile phones in use - <br />
http://en.wikipedia.org/wiki/List_of_countries_by_number_of_mobile_phones_in_use </ref> & by number of Internet users (right table)<ref> Population estimates obtained from International Data Base , U.S. Census Bureau,, Population Division of the Department of Economic and Social Affairs of the United Nations Secretariat </ref><ref>Percentage of Individuals using the Internet 2000-2011 , International Telecommunication Union </ref>''' ==<br />
<br />
[[File:PHONE.jpg|290px]] [[File:INTERNET.jpg|280px]]<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category: International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Coverage_A_of_the_Institute_Marine_Cargo_ClausesCoverage A of the Institute Marine Cargo Clauses2012-11-23T15:18:36Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Оговорка_А_Института_Лондонских_Страховщиков_по_страхованию_грузов Оговорка А Института Лондонских Страховщиков по страхованию грузов]'''<br />
<br />
The first general policy is referred to as '''Coverage A of the Institute Marine Cargo Clauses'''. Coverage A is quite similar to a traditional "[[All Risks]]" policy, in that it covers ''all risks of loss or damage to the subject-matter insured'', yet it is not identical to one. For one, it is written in plain English, which makes it much simpler to decipher. Moreover, unlike traditional "All Risks" policies, which can be written with U.S. or British clauses (and the different interpretations they imply) a policy written with Coverage A of the Institute Marine (See Table 1. below) Cargo Clauses is identical in all countries. Despite its name, a Coverage A policy (and an All Risks policy) ''is not truly'' an All Risks policy, as it covers all perils except the some of them (improper packing, inherent vice<ref> Hidden defect (or the very nature) of a good or property which of itself is the cause of (or contributes to) its deterioration, damage, or wastage. Such characteristics or defects make the item an unacceptable risk to a carrier or insurer. If the characteristic or defect is not visible, and if the carrier or the insurer has not been warned of it, neither of them may be liable for any claim arising solely out of the inherent vice. - http://www.businessdictionary.com/definition/inherent-vice.html </ref>, ordinary leakage<ref> Ordinary leakage, ordinary loss in weight or volume of the subject matter: The ordinary leakage or ordinary loss in weight or volume is a form of inherent vice. The natural processes of evaporation (liquid turns to gas) and sublimation (solid turns to gas) may be involved. - Annex Six: Important Cargo Insurance Terminology - http://www.ptfp.ps/etemplate.php?id=200</ref>, unseaworthy vessel<ref> If the vessel, or any of its parts or equipment, is not reasonably fit for its intended purpose or if its crew is not reasonably adequate or competent to perform the work assigned. - Ninth Circuit Jury Instructions - Admiralty and Maritime Law Guide - http://www.admiraltylawguide.com/documents/9thcirjuryinstruc.pdf</ref>, and nuclear war), as well as a number of risks for which specific additional coverage must be purchased separately as endorsements to the main policy: strikes and other civil disturbances (Strikes, Riots, and Civil Commotions) and acts of war and seizure by a government (Free of Seizure and Capture). Nevertheless, Coverage A of the Institute Marine Cargo Clauses is the maximum coverage that an exporter or an importer would need to purchase in the case of a shipment for most trade lanes in the world, specifically from a developed country to another, as long as the route does not cross a particularly hot spot of the world<ref> David, P., Stewart, R. International Logistics: The Management of International Trade Operations - Thomson: Mason, Ohio. 2007 - Ch.10, 10.8a. </ref>. <br />
<br />
An insurance certificate gives evidence of risk coverage for merchandise shipped. It is sent to the bank with other collection documents<ref> Bill of lading (or air waybill), invoice, insurance certificate, etc., exchanged against buyer's or importer's payment or acceptance (commitment of payment). Also called collection paper. - http://www.businessdictionary.com/definition/collection-document.html#ixzz26oTiBfBZ </ref>, and normally is used only when required by [[Letter of Credit]] or [[Documentary Collection]] procedures. There are many types of insurance policies available. Coverage requested is usually 110% of the value of the cargo shipped <ref> Wood, D.F., Barone, A., Murphy, P. International Logistics. Amacom, 2002 – Figure 12–1 Continued, p. 314 </ref>.<br />
<br />
==Table 1. Marine Insurance Coverage Summary==<br />
{| border="1"<br />
|'''Perils Covered Against'''<br />
|align="center"|'''Coverage A of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage B of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage C of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''All Risks Coverage'''<br />
|align="center"|'''With Average''' (Typical Coverage)<br />
|align="center"|'''Free of Particular Average''' (Typical Coverage)<br />
|-<br />
|'''Fire'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Explosion'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Stranding'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Sinking'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Collision'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''General Average'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Jettison'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under> Under an FPA policy, any partial loss incurred would not be covered unless it is due to a ship sinking, burning, becoming stranded, or being involved in a collision; a total loss would be covered </ref><br />
|-<br />
|'''Loss Overboard'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Seawater Damage'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Lightening'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Condensation'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Improper Stowage by Carrier'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Theft'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Pilferage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Leakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Breakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Damage While Loading/Unloading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|-<br />
|'''Damage on land Before Loading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|}<br />
<br />
<br />
== The Incoterms rules and insurance <ref> Guide to Incoterms 2010: Understanding and Practical Use / by J. Ramberg – ICC Publication No 720E, 2010 edition - p.34 </ref>==<br />
<br />
The Incoterms rules deal only with the seller's obligation to take out insurance to the benefit of the buyer under CIF and CIP. Under all other terms, it is for the parties themselves to arrange insurance as they see fit.<br />
<br />
The seller's insurance obligation to the benefit of the buyer:<br />
<br />
■ stems from the nature of the C-term, which requires the seller to contract for carriage - without assuming the risk of loss of or damage to the goods in transit;<br />
<br />
■ requires the seller only to take out insurance on minimum terms (the С clause of the Institute Cargo Clauses (LMA/IUA) or any similar set of clauses); and<br />
<br />
■ invites the buyer to agree with the seller to arrange additional insurance or to arrange it himself.<br />
<br />
Whenever the goods are not intended to be sold in transit, it is natural for the contracting parties to arrange their own insurance in order that the seller can protect himself against risks of loss of or damage to the goods up to the point he is at risk. For the seller, this will require transport insurance up to the point of delivery according to the F-, C- and D-terms, and, conversely, there is no need for him to procure transport insurance when the goods are sold EXW<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Coverage_A_of_the_Institute_Marine_Cargo_ClausesCoverage A of the Institute Marine Cargo Clauses2012-11-23T15:17:00Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Оговорка_A_Института_Лондонских_Страховщиков_по_страхованию_грузов Оговорка A Института Лондонских Страховщиков по страхованию грузов ]'''<br />
<br />
The first general policy is referred to as '''Coverage A of the Institute Marine Cargo Clauses'''. Coverage A is quite similar to a traditional "[[All Risks]]" policy, in that it covers ''all risks of loss or damage to the subject-matter insured'', yet it is not identical to one. For one, it is written in plain English, which makes it much simpler to decipher. Moreover, unlike traditional "All Risks" policies, which can be written with U.S. or British clauses (and the different interpretations they imply) a policy written with Coverage A of the Institute Marine (See Table 1. below) Cargo Clauses is identical in all countries. Despite its name, a Coverage A policy (and an All Risks policy) ''is not truly'' an All Risks policy, as it covers all perils except the some of them (improper packing, inherent vice<ref> Hidden defect (or the very nature) of a good or property which of itself is the cause of (or contributes to) its deterioration, damage, or wastage. Such characteristics or defects make the item an unacceptable risk to a carrier or insurer. If the characteristic or defect is not visible, and if the carrier or the insurer has not been warned of it, neither of them may be liable for any claim arising solely out of the inherent vice. - http://www.businessdictionary.com/definition/inherent-vice.html </ref>, ordinary leakage<ref> Ordinary leakage, ordinary loss in weight or volume of the subject matter: The ordinary leakage or ordinary loss in weight or volume is a form of inherent vice. The natural processes of evaporation (liquid turns to gas) and sublimation (solid turns to gas) may be involved. - Annex Six: Important Cargo Insurance Terminology - http://www.ptfp.ps/etemplate.php?id=200</ref>, unseaworthy vessel<ref> If the vessel, or any of its parts or equipment, is not reasonably fit for its intended purpose or if its crew is not reasonably adequate or competent to perform the work assigned. - Ninth Circuit Jury Instructions - Admiralty and Maritime Law Guide - http://www.admiraltylawguide.com/documents/9thcirjuryinstruc.pdf</ref>, and nuclear war), as well as a number of risks for which specific additional coverage must be purchased separately as endorsements to the main policy: strikes and other civil disturbances (Strikes, Riots, and Civil Commotions) and acts of war and seizure by a government (Free of Seizure and Capture). Nevertheless, Coverage A of the Institute Marine Cargo Clauses is the maximum coverage that an exporter or an importer would need to purchase in the case of a shipment for most trade lanes in the world, specifically from a developed country to another, as long as the route does not cross a particularly hot spot of the world<ref> David, P., Stewart, R. International Logistics: The Management of International Trade Operations - Thomson: Mason, Ohio. 2007 - Ch.10, 10.8a. </ref>. <br />
<br />
An insurance certificate gives evidence of risk coverage for merchandise shipped. It is sent to the bank with other collection documents<ref> Bill of lading (or air waybill), invoice, insurance certificate, etc., exchanged against buyer's or importer's payment or acceptance (commitment of payment). Also called collection paper. - http://www.businessdictionary.com/definition/collection-document.html#ixzz26oTiBfBZ </ref>, and normally is used only when required by [[Letter of Credit]] or [[Documentary Collection]] procedures. There are many types of insurance policies available. Coverage requested is usually 110% of the value of the cargo shipped <ref> Wood, D.F., Barone, A., Murphy, P. International Logistics. Amacom, 2002 – Figure 12–1 Continued, p. 314 </ref>.<br />
<br />
==Table 1. Marine Insurance Coverage Summary==<br />
{| border="1"<br />
|'''Perils Covered Against'''<br />
|align="center"|'''Coverage A of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage B of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage C of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''All Risks Coverage'''<br />
|align="center"|'''With Average''' (Typical Coverage)<br />
|align="center"|'''Free of Particular Average''' (Typical Coverage)<br />
|-<br />
|'''Fire'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Explosion'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Stranding'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Sinking'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Collision'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''General Average'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Jettison'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under> Under an FPA policy, any partial loss incurred would not be covered unless it is due to a ship sinking, burning, becoming stranded, or being involved in a collision; a total loss would be covered </ref><br />
|-<br />
|'''Loss Overboard'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Seawater Damage'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Lightening'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under></ref><br />
|-<br />
|'''Condensation'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Improper Stowage by Carrier'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Theft'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Pilferage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Leakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Breakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Damage While Loading/Unloading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|-<br />
|'''Damage on land Before Loading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|}<br />
<br />
<br />
== The Incoterms rules and insurance <ref> Guide to Incoterms 2010: Understanding and Practical Use / by J. Ramberg – ICC Publication No 720E, 2010 edition - p.34 </ref>==<br />
<br />
The Incoterms rules deal only with the seller's obligation to take out insurance to the benefit of the buyer under CIF and CIP. Under all other terms, it is for the parties themselves to arrange insurance as they see fit.<br />
<br />
The seller's insurance obligation to the benefit of the buyer:<br />
<br />
■ stems from the nature of the C-term, which requires the seller to contract for carriage - without assuming the risk of loss of or damage to the goods in transit;<br />
<br />
■ requires the seller only to take out insurance on minimum terms (the С clause of the Institute Cargo Clauses (LMA/IUA) or any similar set of clauses); and<br />
<br />
■ invites the buyer to agree with the seller to arrange additional insurance or to arrange it himself.<br />
<br />
Whenever the goods are not intended to be sold in transit, it is natural for the contracting parties to arrange their own insurance in order that the seller can protect himself against risks of loss of or damage to the goods up to the point he is at risk. For the seller, this will require transport insurance up to the point of delivery according to the F-, C- and D-terms, and, conversely, there is no need for him to procure transport insurance when the goods are sold EXW<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Coverage_C_of_the_Institute_Marine_Cargo_ClausesCoverage C of the Institute Marine Cargo Clauses2012-11-23T14:25:43Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Оговорка_C_Института_Лондонских_Страховщиков_по_страхованию_грузов Оговорка C Института Лондонских Страховщиков по страхованию грузов ]'''<br />
<br />
<br />
'''Coverage C''' is the last from three general Institute Marine Cargo Clauses. It is also a '''"named perils" policy'''<ref> Dunt, J. Marine Cargo Insurance, 2009 - Ch.9. // http://www.i-law.com/ilaw/doc/view.htm?id=241465</ref>, as it lists specifically the risks that it will cover. The list of covered perils is limited to fire, stranding, sinking, collision, and jettison; it does not include washing overboard, rough weather damages, or water damages and losses during loading and unloading. For a complete list, please refer to Table 1 below, where a comparison is given for all six standard coverages. Coverage C is the minimum coverage required by the Incoterms [[CIF (Cost, Insurance, And Freight)]] and [[CIP (Carriage And Insurance Paid To)]]. It is minimal enough as to be inappropriate for most goods, and trading/industrial companies doing business on the said CIF or CIP terms should definitely extend this coverage to "maximum cover" (i.e., [[Coverage A of the Institute Marine Cargo Clauses]]), or, if they are importing on those Incoterms, purchase Difference in Condition Insurance. Coverage C is generally insufficient for most containerized goods, with the possible exception of goods that are unlikely to be affected by an international voyage in any way, and, if lost overboard, would not be a major loss. There are few cargos that fit this description, with the possible exception of scrap merchandise, such as scrap metal or recyclable paper. Coverage C is appropriate for bulk cargo, as it is unlikely to experience a loss unless there is major damage to the ship.<ref> ''David, P., Stewart, R.'' International Logistics: The Management of International Trade Operations - Thomson: Mason, Ohio. 2007 - http://www.atomicdogpublishing.com/home.asp </ref><br />
<br />
==Table 1. Marine Insurance Coverage Summary==<br />
{| border="1"<br />
|'''Perils Covered Against'''<br />
|align="center"|'''Coverage A of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage B of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage C of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''All Risks Coverage'''<br />
|align="center"|'''With Average''' (Typical Coverage)<br />
|align="center"|'''Free of Particular Average''' (Typical Coverage)<br />
|-<br />
|'''Fire'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Explosion'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Stranding'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Sinking'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Collision'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''General Average'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Jettison'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under2>Under an FPA policy, any partial loss incurred would not be covered unless it is due to a ship sinking, burning, becoming stranded, or being involved in a collision; a total loss would be covered</ref><br />
|-<br />
|'''Loss Overboard'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under2></ref><br />
|-<br />
|'''Seawater Damage'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under2></ref><br />
|-<br />
|'''Lightening'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under2></ref><br />
|-<br />
|'''Condensation'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Improper Stowage by Carrier'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Theft'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Pilferage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Leakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Breakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Damage While Loading/Unloading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|-<br />
|'''Damage on land Before Loading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|}<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Coverage_C_of_the_Institute_Marine_Cargo_ClausesCoverage C of the Institute Marine Cargo Clauses2012-11-23T14:16:00Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Оговорка_C_Института_Лондонских_Страховщиков_по_страхованию_грузов Оговорка C Института Лондонских Страховщиков по страхованию грузов ]'''<br />
<br />
<br />
'''Coverage C''' is the last from three general Institute Marine Cargo Clauses. It is also a '''"named perils" policy''', as it lists specifically the risks that it will cover. The list of covered perils is limited to fire, stranding, sinking, collision, and jettison; it does not include washing overboard, rough weather damages, or water damages and losses during loading and unloading. For a complete list, please refer to Table 1 below, where a comparison is given for all six standard coverages. Coverage C is the minimum coverage required by the Incoterms [[CIF (Cost, Insurance, And Freight)]] and [[CIP (Carriage And Insurance Paid To)]]. It is minimal enough as to be inappropriate for most goods, and trading/industrial companies doing business on the said CIF or CIP terms should definitely extend this coverage to "maximum cover" (i.e., [[Coverage A of the Institute Marine Cargo Clauses]]), or, if they are importing on those Incoterms, purchase Difference in Condition Insurance. Coverage C is generally insufficient for most containerized goods, with the possible exception of goods that are unlikely to be affected by an international voyage in any way, and, if lost overboard, would not be a major loss. There are few cargos that fit this description, with the possible exception of scrap merchandise, such as scrap metal or recyclable paper. Coverage C is appropriate for bulk cargo, as it is unlikely to experience a loss unless there is major damage to the ship.<ref> ''David, P., Stewart, R.'' International Logistics: The Management of International Trade Operations - Thomson: Mason, Ohio. 2007 - http://www.atomicdogpublishing.com/home.asp </ref><br />
<br />
==Table 1. Marine Insurance Coverage Summary==<br />
{| border="1"<br />
|'''Perils Covered Against'''<br />
|align="center"|'''Coverage A of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage B of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage C of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''All Risks Coverage'''<br />
|align="center"|'''With Average''' (Typical Coverage)<br />
|align="center"|'''Free of Particular Average''' (Typical Coverage)<br />
|-<br />
|'''Fire'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Explosion'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Stranding'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Sinking'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Collision'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''General Average'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Jettison'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under2>Under an FPA policy, any partial loss incurred would not be covered unless it is due to a ship sinking, burning, becoming stranded, or being involved in a collision; a total loss would be covered</ref><br />
|-<br />
|'''Loss Overboard'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under2></ref><br />
|-<br />
|'''Seawater Damage'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under2></ref><br />
|-<br />
|'''Lightening'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under2></ref><br />
|-<br />
|'''Condensation'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Improper Stowage by Carrier'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Theft'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Pilferage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Leakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Breakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Damage While Loading/Unloading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|-<br />
|'''Damage on land Before Loading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|}<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_formalities_and_proceduresExport formalities and procedures2012-10-03T15:30:34Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортные_формальности_и_процедуры Экспортные формальности и процедуры]'''<br />
<br />
Export formalities and procedures have national and regional (''e.g.'', EU<ref> Guidelines for export procedures and exit formalities - http://ec.europa.eu/ecip/security_amendment/procedures/guidelines_en.htm </ref>, NAFTA<ref> NAFTA Info & Documents - http://www.exportassistance.com/documents-forms/nafta </ref>, international customs unions) differences. Therefore, it's absolutely impossible to give all of them in the frame of one entry. However, main definitions and examples herein might to get for the better understanding of common principles of these formalities and procedures. <br />
<br />
In the case of the '''European Union''',<ref> http://ec.europa.eu/taxation_customs/customs/procedural_aspects/export/procedure/index_en.htm </ref> the '''export procedure''' is obligatory for Community goods leaving the EU customs territory, with very few exceptions. This is due to the fact that this procedure must ensure the correct application of all export measures, e.g.: (a) export restrictions and surveillance measures<ref> EU's sectoral commercial policy measures - http://europedia.moussis.eu/books/Book_2/7/23/05/index.tkl?all=1&pos=343</ref>, and (b) payment of export refunds for agricultural products<ref> The export of agricultural products to third countries: Export refunds - http://ec.europa.eu/agriculture/markets/export_refunds/index_en.htm </ref>. <br />
<br />
The export procedure foresees, in principle, two stages: <br />
<br />
* (I) First the exporter/declarant presents the goods, his [[export declaration]]<ref> Customs declaration - http://ec.europa.eu/taxation_customs/customs/procedural_aspects/general/declaration/index_en.htm </ref> and, where necessary, his ''export authorization'' or license at the customs office responsible for the place where he is established or where the goods are packed or loaded for export. If, for administrative reasons, this provision cannot be applied, the export declaration may be lodged with any customs office which is competent for the operation in question. Finally, an export declaration may also be accepted by a customs office other than that normally responsible, provided there are duly justified good reasons. The customs office to which the goods and the export declaration have been presented releases the goods for export on condition that they leave the EU [[customs territory]] in the same condition as when the declaration was accepted.<br />
* (II) Subsequently, the goods and a copy of the export declaration are presented to the ''customs office of exit'' which satisfies itself that the goods presented correspond to those declared and supervises their physical departure. In the case of goods exported by rail, post, air or sea, the customs office of exit may be the office competent for the place where the goods are taken over under a single transport contract for transport to a third country (e.g. port, airport, railway station).<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_formalities_and_proceduresExport formalities and procedures2012-10-03T15:27:17Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортные_формальности_и_процедуры Экспортные формальности и процедуры]'''<br />
<br />
Export formalities and procedures have national and regional (''e.g.'', EU<ref> Guidelines for export procedures and exit formalities - http://ec.europa.eu/ecip/security_amendment/procedures/guidelines_en.htm </ref>, NAFTA<ref> NAFTA Info & Documents - http://www.exportassistance.com/documents-forms/nafta </ref>, international customs unions) differences. Therefore, it's absolutely impossible to give all of them in the frame of one entry. However, main definitions and examples herein might to get for the better understanding of common principles of these formalities and procedures. <br />
<br />
In the case of the '''European Union''',<ref> http://ec.europa.eu/taxation_customs/customs/procedural_aspects/export/procedure/index_en.htm </ref> the '''export procedure''' is obligatory for Community goods leaving the EU customs territory, with very few exceptions. This is due to the fact that this procedure must ensure the correct application of all export measures, e.g.: (a) export restrictions and surveillance measures, and (b) payment of export refunds for agricultural products<ref> The export of agricultural products to third countries: Export refunds - http://ec.europa.eu/agriculture/markets/export_refunds/index_en.htm </ref>. <br />
<br />
The export procedure foresees, in principle, two stages: <br />
<br />
* (I) First the exporter/declarant presents the goods, his [[export declaration]]<ref> Customs declaration - http://ec.europa.eu/taxation_customs/customs/procedural_aspects/general/declaration/index_en.htm </ref> and, where necessary, his ''export authorization'' or license at the customs office responsible for the place where he is established or where the goods are packed or loaded for export. If, for administrative reasons, this provision cannot be applied, the export declaration may be lodged with any customs office which is competent for the operation in question. Finally, an export declaration may also be accepted by a customs office other than that normally responsible, provided there are duly justified good reasons. The customs office to which the goods and the export declaration have been presented releases the goods for export on condition that they leave the EU [[customs territory]] in the same condition as when the declaration was accepted.<br />
* (II) Subsequently, the goods and a copy of the export declaration are presented to the ''customs office of exit'' which satisfies itself that the goods presented correspond to those declared and supervises their physical departure. In the case of goods exported by rail, post, air or sea, the customs office of exit may be the office competent for the place where the goods are taken over under a single transport contract for transport to a third country (e.g. port, airport, railway station).<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_formalities_and_proceduresExport formalities and procedures2012-10-03T15:19:01Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортные_формальности_и_процедуры Экспортные формальности и процедуры]'''<br />
<br />
Export formalities and procedures have national and regional (''e.g.'', EU<ref> Guidelines for export procedures and exit formalities - http://ec.europa.eu/ecip/security_amendment/procedures/guidelines_en.htm </ref>, NAFTA<ref> NAFTA Info & Documents - http://www.exportassistance.com/documents-forms/nafta </ref>, international customs unions) differences. Therefore, it's absolutely impossible to give all of them in the frame of one entry. However, main definitions and examples herein might to get for the better understanding of common principles of these formalities and procedures. <br />
<br />
In the case of the '''European Union''',<ref> http://ec.europa.eu/taxation_customs/customs/procedural_aspects/export/procedure/index_en.htm </ref> the '''export procedure''' is obligatory for Community goods leaving the EU customs territory, with very few exceptions. This is due to the fact that this procedure must ensure the correct application of all export measures, e.g.: (a) export restrictions and surveillance measures, and (b) payment of export refunds for agricultural products<ref> ibid. </ref>. <br />
<br />
The export procedure foresees, in principle, two stages: <br />
<br />
* (I) First the exporter/declarant presents the goods, his [[export declaration]]<ref> Customs declaration - http://ec.europa.eu/taxation_customs/customs/procedural_aspects/general/declaration/index_en.htm </ref> and, where necessary, his ''export authorization'' or license at the customs office responsible for the place where he is established or where the goods are packed or loaded for export. If, for administrative reasons, this provision cannot be applied, the export declaration may be lodged with any customs office which is competent for the operation in question. Finally, an export declaration may also be accepted by a customs office other than that normally responsible, provided there are duly justified good reasons. The customs office to which the goods and the export declaration have been presented releases the goods for export on condition that they leave the EU [[customs territory]] in the same condition as when the declaration was accepted.<br />
* (II) Subsequently, the goods and a copy of the export declaration are presented to the ''customs office of exit'' which satisfies itself that the goods presented correspond to those declared and supervises their physical departure. In the case of goods exported by rail, post, air or sea, the customs office of exit may be the office competent for the place where the goods are taken over under a single transport contract for transport to a third country (e.g. port, airport, railway station).<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_formalities_and_proceduresExport formalities and procedures2012-10-03T15:06:07Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортные_формальности_и_процедуры Экспортные формальности и процедуры]'''<br />
<br />
Export formalities and procedures have national and regional (''e.g.'', EU<ref> Guidelines for export procedures and exit formalities - http://ec.europa.eu/ecip/security_amendment/procedures/guidelines_en.htm </ref>, NAFTA<ref> NAFTA Info & Documents - http://www.exportassistance.com/documents-forms/nafta </ref>, international customs unions) differences. Therefore, it's absolutely impossible to give all of them in the frame of one entry. However, main definitions and examples herein have to give an understanding of common principles of these formalities and procedures. <br />
<br />
In the case of the '''European Union''',<ref> http://ec.europa.eu/taxation_customs/customs/procedural_aspects/export/procedure/index_en.htm </ref> the '''export procedure''' is obligatory for Community goods leaving the EU customs territory, with very few exceptions. This is due to the fact that this procedure must ensure the correct application of all export measures, e.g.: (a) export restrictions and surveillance measures, and (b) payment of export refunds for agricultural products<ref> ibid. </ref>. <br />
<br />
The export procedure foresees, in principle, two stages: <br />
<br />
* (I) First the exporter/declarant presents the goods, his [[export declaration]]<ref> Customs declaration - http://ec.europa.eu/taxation_customs/customs/procedural_aspects/general/declaration/index_en.htm </ref> and, where necessary, his ''export authorization'' or license at the customs office responsible for the place where he is established or where the goods are packed or loaded for export. If, for administrative reasons, this provision cannot be applied, the export declaration may be lodged with any customs office which is competent for the operation in question. Finally, an export declaration may also be accepted by a customs office other than that normally responsible, provided there are duly justified good reasons. The customs office to which the goods and the export declaration have been presented releases the goods for export on condition that they leave the EU [[customs territory]] in the same condition as when the declaration was accepted.<br />
* (II) Subsequently, the goods and a copy of the export declaration are presented to the ''customs office of exit'' which satisfies itself that the goods presented correspond to those declared and supervises their physical departure. In the case of goods exported by rail, post, air or sea, the customs office of exit may be the office competent for the place where the goods are taken over under a single transport contract for transport to a third country (e.g. port, airport, railway station).<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_formalities_and_proceduresExport formalities and procedures2012-10-03T15:01:25Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортные_формальности_и_процедуры Экспортные формальности и процедуры]'''<br />
<br />
Export formalities and procedures have national and regional (''e.g.'', EU<ref> Guidelines for export procedures and exit formalities - http://ec.europa.eu/ecip/security_amendment/procedures/guidelines_en.htm </ref>, NAFTA<ref> NAFTA Info & Documents - http://www.exportassistance.com/documents-forms/nafta </ref>, international customs unions) differencies. Therefore, it's absolutely impossible to give all of them in the frame of one entry. However, main definitions and examples herein have to give an understanding of common principles of these formalities and procedures. <br />
<br />
In the case of the '''European Union''',<ref> http://ec.europa.eu/taxation_customs/customs/procedural_aspects/export/procedure/index_en.htm </ref> the '''export procedure''' is obligatory for Community goods leaving the EU customs territory, with very few exceptions. This is due to the fact that this procedure must ensure the correct application of all export measures, e.g.: (a) export restrictions and surveillance measures, and (b) payment of export refunds for agricultural products<ref> ibid. </ref>. <br />
<br />
The export procedure foresees, in principle, two stages: <br />
<br />
* (I) First the exporter/declarant presents the goods, his [[export declaration]] and, where necessary, his ''export authorisation'' or licence at the customs office responsible for the place where he is established or where the goods are packed or loaded for export. If, for administrative reasons, this provision cannot be applied, the export declaration may be lodged with any customs office which is competent for the operation in question. Finally, an export declaration may also be accepted by a customs office other than that normally responsible, provided there are duly justified good reasons. The customs office to which the goods and the export declaration have been presented releases the goods for export on condition that they leave the EU [[customs territory]] in the same condition as when the declaration was accepted.<br />
* (II) Subsequently, the goods and a copy of the export declaration are presented to the ''customs office of exit'' which satisfies itself that the goods presented correspond to those declared and supervises their physical departure. In the case of goods exported by rail, post, air or sea, the customs office of exit may be the office competent for the place where the goods are taken over under a single transport contract for transport to a third country (e.g. port, airport, railway station).<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_formalities_and_proceduresExport formalities and procedures2012-10-03T15:00:18Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортные_формальности_и_процедуры Экспортные формальности и процедуры]'''<br />
<br />
Export formalities and procedures have national and regional (''e.g.'', EU<ref> Guidelines for export procedures and exit formalities - http://ec.europa.eu/ecip/security_amendment/procedures/guidelines_en.htm </ref>, NAFTA<ref> NAFTA Info & Documents - http://www.exportassistance.com/documents-forms/nafta </ref>, international customs unions) differencies. Therefore, it's absolutely impossible to give all of them in the frame of one entry. However, main definitions and examples herein have to give an understanding of common principles of these formalities and procedures. <br />
<br />
In the case of the '''European Union''',<ref> http://ec.europa.eu/taxation_customs/customs/procedural_aspects/export/procedure/index_en.htm </ref> the '''export procedure''' is obligatory for Community goods leaving the EU customs territory, with very few exceptions. This is due to the fact that this procedure must ensure the correct application of all export measures, e.g.: (a) export restrictions and surveillance measures, and (b) payment of export refunds for agricultural products. <br />
<br />
The export procedure foresees, in principle, two stages: <br />
<br />
* (I) First the exporter/declarant presents the goods, his [[export declaration]] and, where necessary, his ''export authorisation'' or licence at the customs office responsible for the place where he is established or where the goods are packed or loaded for export. If, for administrative reasons, this provision cannot be applied, the export declaration may be lodged with any customs office which is competent for the operation in question. Finally, an export declaration may also be accepted by a customs office other than that normally responsible, provided there are duly justified good reasons. The customs office to which the goods and the export declaration have been presented releases the goods for export on condition that they leave the EU [[customs territory]] in the same condition as when the declaration was accepted.<br />
* (II) Subsequently, the goods and a copy of the export declaration are presented to the ''customs office of exit'' which satisfies itself that the goods presented correspond to those declared and supervises their physical departure. In the case of goods exported by rail, post, air or sea, the customs office of exit may be the office competent for the place where the goods are taken over under a single transport contract for transport to a third country (e.g. port, airport, railway station).<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_formalities_and_proceduresExport formalities and procedures2012-10-03T14:58:38Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортные_формальности_и_процедуры Экспортные формальности и процедуры]'''<br />
<br />
Export formalities and procedures have national and regional (''e.g.'', EU<ref> Guidelines for export procedures and exit formalities - http://ec.europa.eu/ecip/security_amendment/procedures/guidelines_en.htm </ref>, NAFTA<ref> NAFTA Info & Documents - http://www.exportassistance.com/documents-forms/nafta </ref>, international customs unions) differencies. Therefore, it's absolutely impossible to give all of them in the frame of one entry. However, main definitions and examples herein have to give an understanding of common principles of these formalities and procedures. <br />
<br />
In the case of the '''European Union''',<ref> http://ec.europa.eu/taxation_customs/customs/procedural_aspects/export/procedure/index_en.htm </ref> the '''export procedure''' is obligatory for Community goods leaving the EU customs territory, with very few exceptions. This is due to the fact that this procedure must ensure the correct application of all export measures, e.g.: (a) export restrictions and surveillance measures, and (b) payment of export refunds for agricultural products. <br />
<br />
The export procedure foresees, in principle, two stages: (I) First the exporter/declarant presents the goods, his [[export declaration]] and, where necessary, his ''export authorisation'' or licence at the customs office responsible for the place where he is established or where the goods are packed or loaded for export. If, for administrative reasons, this provision cannot be applied, the export declaration may be lodged with any customs office which is competent for the operation in question. Finally, an export declaration may also be accepted by a customs office other than that normally responsible, provided there are duly justified good reasons. The customs office to which the goods and the export declaration have been presented releases the goods for export on condition that they leave the EU [[customs territory]] in the same condition as when the declaration was accepted.(II) Subsequently, the goods and a copy of the export declaration are presented to the ''customs office of exit'' which satisfies itself that the goods presented correspond to those declared and supervises their physical departure. In the case of goods exported by rail, post, air or sea, the customs office of exit may be the office competent for the place where the goods are taken over under a single transport contract for transport to a third country (e.g. port, airport, railway station).<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Export_formalities_and_proceduresExport formalities and procedures2012-10-03T14:40:56Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Экспортные_формальности_и_процедуры Экспортные формальности и процедуры]'''<br />
<br />
Export formalities and procedures have national and regional (''e.g.'', EU<ref> Guidelines for export procedures and exit formalities - http://ec.europa.eu/ecip/security_amendment/procedures/guidelines_en.htm </ref>, NAFTA<ref> NAFTA Info & Documents - http://www.exportassistance.com/documents-forms/nafta </ref>, international customs unions) differencies. Therefore, it's absolutely imposible to give all of them in the frame of one entry. However, main definitions and examples herein have to give understanding common principles of these formalities and procedures. In the case of the '''European Union''',<ref> http://ec.europa.eu/taxation_customs/customs/procedural_aspects/export/procedure/index_en.htm </ref> the '''export procedure''' is obligatory for Community goods leaving the EU customs territory, with very few exceptions. This is due to the fact that this procedure must ensure the correct application of all export measures, e.g.: (a) export restrictions and surveillance measures, and (b) payment of export refunds for agricultural products. The export procedure foresees, in principle, two stages: (I) First the exporter/declarant presents the goods, his [[export declaration]] and, where necessary, his ''export authorisation'' or licence at the customs office responsible for the place where he is established or where the goods are packed or loaded for export. If, for administrative reasons, this provision cannot be applied, the export declaration may be lodged with any customs office which is competent for the operation in question. Finally, an export declaration may also be accepted by a customs office other than that normally responsible, provided there are duly justified good reasons. The customs office to which the goods and the export declaration have been presented releases the goods for export on condition that they leave the EU [[customs territory]] in the same condition as when the declaration was accepted.(II) Subsequently, the goods and a copy of the export declaration are presented to the ''customs office of exit'' which satisfies itself that the goods presented correspond to those declared and supervises their physical departure. In the case of goods exported by rail, post, air or sea, the customs office of exit may be the office competent for the place where the goods are taken over under a single transport contract for transport to a third country (e.g. port, airport, railway station).<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/CountertradingCountertrading2012-10-03T13:50:27Z<p>Vitaly: /* Countertrading Forms */</p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Встречная_торговля Встречная торговля]'''<br />
<br />
== Introduction ==<br />
<br />
'''Countertrade''' is an umbrella term covering a wide range of commercial mechanisms for reciprocal trade. It can manifest itself in several forms but always involves payment being made, at least partially, in goods or services instead of money. It often occurs when multinationals sell to a customer abroad and that customer pays by providing goods to the multinational. In some countries,countertrade is a condition of the buying organisation importing goods from elsewhere <ref> Countertrade - CIPS Knowledge Works - http://www.cips.org/Documents/Resources/Knowledge%20Summary/Countertrade.pdf - accessed 05/09/2012 </ref>. There are many forms of countertrading, ranging from simple barter agreements to complex offset deals that involve the exporter agreeing to compensatory practices <ref> Global Compensation Practices // Survey of WorldatWork Members. September 2004. Conducted by WorldatWork and Watson Wyatt Worldwide - http://www.worldatwork.org/pub/globalsurvey04.pdf</ref>with respect to the buyer. Countertrading commonly takes place between private companies in developed nations and the governments of developing countries, although countertrading also occurs between developed nations. It has become popular as a means of financing international trade to reduce risks or overcome problems associated with various national currencies<ref> Countertrading http://www.referenceforbusiness.com/encyclopedia/Cos-Des/Countertrading.html#ixzz27DpA3fwg </ref>.<br />
<br />
<br />
Throughout history<ref> Whitten,J. The History of Countertrading - http://www.ehow.com/facts_7151203_history-countertrading.html </ref> countertrading and barter <ref> Countertrading // Reference for Business: Encyclopedia of Business - http://www.referenceforbusiness.com/encyclopedia/Cos-Des/Countertrading.html#ixzz0uhqG14cn - accessed 05/08/2012 </ref> occurred whenever there was a shortage of money, or before money even existed. In modern times, countertrading arose as a means of conducting international trade when money was scarce, currencies couldn't be converted, or they were subject to inflationary and deflationary swings in value. In Germany between the two World Wars and after World War II, money was scarce and countertrading and barter became a way of conducting international trade. Eastern European countries followed Germany's lead and employed countertrading to overcome the problems of their own nonconvertible currencies. It was a practice that was favored by the centrally planned Eastern European economies. In the 1990s Eastern Europe and the countries of the former Soviet Union began countertrading with Western nations to overcome difficulties associated with their currencies. That time, Chinese government forced strictly Chinese importers to conclude such contracts where not less than 40% was to be effectuated by barter using Chinese items. There are no world statistics on countertradingб especially due to the very enigmatic nature of international offsets. However, different expert assessments are from 15% то 40% and an estimated 130 countries are doing almost US$500 billion assessment of value of global trade under counter-trade-related schemes<ref> Cate, W. 21st Century Counter Trade - http://www.exportauthority.com/21st-Century-Counter-Trade.html </ref>.<br />
<br />
<br />
== Comparative Analysis between Traditional and Counter Trade Export Models <ref> Cate, W. ibid. </ref>==<br />
<br />
'''The Traditional Export Model'''. The Exporter will move to Reno and include the export business in Nevada. Their doing business is to export American-made computer microchips. They have a buyer in Singapore offering a 90 Irrevocable Letter of Credit (ILC) and their manufacturer is willing to defer payment for 90 days. They buy $200,000 worth of microchips, airship them and sell them in Singapore for $275,000. Ninety days later, they have a gross profit of $75,000 and a pretax profit of $66,000. After paying U.S. Federal income taxation , they earn about $44,800. Since they can repeat the microchip export four times each year, their after taxation profit is nearly $100,000. This is more funds than the majority of all the people earn living in Nevada. Not bad.<br />
<br />
'''The Counter Trade Model'''. The Exporter incorporates their Counter Trade business in Belize. Their business office is in Barbados. They have the identical relationship with an American computer microchip manufacturer. They have a buyer in Singapore offering to barter their computers for the American microchips. They have an importer in Senegal willing to take the computers and pay for them in high quality textiles that a buyer in London wants and will pay for in 75-year-old scotch. And, they have a gem broker in South Africa who wants the scotch against a payment in uncut diamonds. The counter trader has a deal with a diamond dealer in Toronto. The Canadian wholesaler has retail buyers in the States, who want the diamond rough.<br />
<br />
The Counter Trader buys $200,000 assessment of worth of American microchips and trades them in Singapore for $275,000 in computers. He ships the computers to Senegal as the Senegal buyer surface ships the textiles to France (no import duty on Senegal exports to France) and from La Harve, the textiles are surface shipped to Portsmouth. The London textile buyer air ships the scotch to Cape Town as the South African liquor buyer air ships the uncut diamonds to Toronto. The Canadian gem dealer distributes the stones to his American retail buyers. The Counter Trader starts with a $200,000 purchase. In Singapore, hes paid $275,000 in computers. In Senegal, he collects $352,000 in textiles. In England, he gets $450,000 in Scotch. In South Africa, he takes in $576,000 in uncut gems. In Canada, he is paid $738,000 for the uncut diamonds in cash. His pretax profit is $243,000. Since Canada has a double taxation treaty with Barbados, he pays the Barbados 8% income taxation on his profit. Our Counter Traders after-tax profit is about $224,000. He or she might repeat this series of barter trades four times each year. The Counter Traders annual after tax income will be nearly a million dollars.<br />
<br />
'''Conclusion'''. Counter Trades are potentially five times more profitable than the traditional export model. However, it takes ten times or more effort to setup a series of successful barter trades (if any).<br />
<br />
== Classification “Tree” of Countertrading Forms <ref> Kotabe, M., Helsen, K. Global Marketing Management. – John Wiley & Sons, Inc., New York, etc., 2001 – p.441, Ex.13-8. – Redesigned. </ref>==<br />
<br />
<br />
[[File:COUNTERTRADING_E.jpeg|800px]]<br />
<br />
<br />
== '''Countertrading Forms''' ==<br />
<br />
<br />
Countertrade is inherently an ''ad hoc'' activity - practice varies according to local regulations and requirements, the nature of the goods to be exported and the current priorities of the parties involved. Also, the terms used to describe the main modes of trading vary, often interchangeably causing confusion. However, the most common forms of countertrade and the terms most usually applied are as follows<ref> London Countertrade Roundtable - http://www.londoncountertrade.org/countertradefaq.htm </ref> (''from the left to the right as on the Classification "Tree" above''):<br />
<br />
'''[[Buyback]]'''. Here, suppliers of capital plant or equipment agree to be paid by the future output of the investment concerned. For example exporters of equipment for a chemical plant may be repaid with part of the resulting output from the factory. This practice is most common with exports of process plant, mining equipment and similar orders. Buyback arrangements tend to be much longer term and for larger amounts than counterpurchase or barter deals.<br />
<br />
'''Counterpurchase'''. In a counterpurchase agreement,a foreign supplier undertakes to purchase goods and services from the purchasing country as a condition of securing the order. There will be a contract for the principal supply, paid on normal cash or credit terms - and there will be a separate agreement to cover the counterpurchased goods (also bought on normal cash or credit terms). The counterpurchase agreement can vary from a general declaration oF intent, to a binding contract specifying the goods and services to be supplied, the markets in which they may be sold, and the penalties for non-performance. The value of the counterpurchase undertaking may vary in value between 10% and 100% (or more) of the original export order.<br />
<br />
Counterpurchase is generally imposed for two reasons: first, to stimulate exports and second, to alleviate the balance of payment deficit resultinig from imported goods.<br />
<br />
'''Offset'''. Offset has traditionally been used by governments around the world when they have made major purchases of military goods but is becoming increasingly common in other sectors. There are two distinct types:<br />
<br />
* ''direct offset'': here the supplier agrees to incorporate materials, components or sub-assemblies which are procured from the importing country. In some large contracts, successful bidders may be required to establish local production. Direct offset has been particularly common for trade in defence systems and aircraft.<br />
<br />
* ''indirect offset'': here the purchaser requires suppliers to enter into long term industrial (and other) co-operation and investment but these are unconnnected to the supply contract and may be either defense related or in the civil sector.<br />
<br />
The overall objective of offset either direct or indirect in the defence sector is generally to promote import substitution and to minimize the balance of payments deficit for military purchases by develojiing an indigenous industrial defense capability.<br />
<br />
The objective of stimulating civil investments is to increase, diversify and support the industrial base. These investments may be in manufacturing ventures, infrastructure, or training, and may be totally different in nature to the original sale (e.g. investment in a chipboard factory might be used to offset the sale of aeroengines).<br />
<br />
'''Barter'''. In a barter deal, goods are exchanged for goods - the principal export is paid for with goods (or services) from the importing market. A single contract covers both flows and in the simpler case, no cash is involved<ref> SAMPLE BARTER CONTRACT/EXCHANGE AGREEMENT - http://www.pmmy.com/Bartering_Sample_Contract.pdf </ref>. In practice, however, the supply of the principal export is often released only when the sale of the bartered goods has generated sufficient cash.<br />
<br />
Barter is often the main means of trading in subsistence economies and in cross border trade in undeveloped regions of the world. More developed markets use it in international trade where they have commodities to offer. which are accessible to world markets. Barter may also be introduced into existing contracts to recover debts i.e. when the original payment terms have failed.<br />
<br />
'''Switch Trading'''. Imbalances in long term bilateral trading agreements sometimes lead to the accumulation of uncleared credit surpluses in one or other country, For example, Brazil at one time had a large credit surplus with Poland. These surpluses can sometimes be tapped by third countries so that, for example UK exports to Brazil could be financed from the sale of Polish goods to the UK or elsewhere. Such transactions are known as ‘switch' or ‘swap' deals because they typically involve switching the documentation (and destination) of goods on the high seas.<br />
<br />
'''Clearing'''. A clearing arrangement is a form of barter in which the counterparties contract to purchase a certain amount of goods and services from one another. Both parties set up accounts with each other that are debited whenever one country imports from the other. The clearing arrangement introduces the concept of credit to barter transactions, and means bilateral trade can take place that does not have to be immediately settled<br />
<br />
==References==<br />
<references /><br />
<br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/CountertradingCountertrading2012-10-03T12:31:21Z<p>Vitaly: /* Countertrading Forms */</p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Встречная_торговля Встречная торговля]'''<br />
<br />
== Introduction ==<br />
<br />
'''Countertrade''' is an umbrella term covering a wide range of commercial mechanisms for reciprocal trade. It can manifest itself in several forms but always involves payment being made, at least partially, in goods or services instead of money. It often occurs when multinationals sell to a customer abroad and that customer pays by providing goods to the multinational. In some countries,countertrade is a condition of the buying organisation importing goods from elsewhere <ref> Countertrade - CIPS Knowledge Works - http://www.cips.org/Documents/Resources/Knowledge%20Summary/Countertrade.pdf - accessed 05/09/2012 </ref>. There are many forms of countertrading, ranging from simple barter agreements to complex offset deals that involve the exporter agreeing to compensatory practices <ref> Global Compensation Practices // Survey of WorldatWork Members. September 2004. Conducted by WorldatWork and Watson Wyatt Worldwide - http://www.worldatwork.org/pub/globalsurvey04.pdf</ref>with respect to the buyer. Countertrading commonly takes place between private companies in developed nations and the governments of developing countries, although countertrading also occurs between developed nations. It has become popular as a means of financing international trade to reduce risks or overcome problems associated with various national currencies<ref> Countertrading http://www.referenceforbusiness.com/encyclopedia/Cos-Des/Countertrading.html#ixzz27DpA3fwg </ref>.<br />
<br />
<br />
Throughout history<ref> Whitten,J. The History of Countertrading - http://www.ehow.com/facts_7151203_history-countertrading.html </ref> countertrading and barter <ref> Countertrading // Reference for Business: Encyclopedia of Business - http://www.referenceforbusiness.com/encyclopedia/Cos-Des/Countertrading.html#ixzz0uhqG14cn - accessed 05/08/2012 </ref> occurred whenever there was a shortage of money, or before money even existed. In modern times, countertrading arose as a means of conducting international trade when money was scarce, currencies couldn't be converted, or they were subject to inflationary and deflationary swings in value. In Germany between the two World Wars and after World War II, money was scarce and countertrading and barter became a way of conducting international trade. Eastern European countries followed Germany's lead and employed countertrading to overcome the problems of their own nonconvertible currencies. It was a practice that was favored by the centrally planned Eastern European economies. In the 1990s Eastern Europe and the countries of the former Soviet Union began countertrading with Western nations to overcome difficulties associated with their currencies. That time, Chinese government forced strictly Chinese importers to conclude such contracts where not less than 40% was to be effectuated by barter using Chinese items. There are no world statistics on countertradingб especially due to the very enigmatic nature of international offsets. However, different expert assessments are from 15% то 40% and an estimated 130 countries are doing almost US$500 billion assessment of value of global trade under counter-trade-related schemes<ref> Cate, W. 21st Century Counter Trade - http://www.exportauthority.com/21st-Century-Counter-Trade.html </ref>.<br />
<br />
<br />
== Comparative Analysis between Traditional and Counter Trade Export Models <ref> Cate, W. ibid. </ref>==<br />
<br />
'''The Traditional Export Model'''. The Exporter will move to Reno and include the export business in Nevada. Their doing business is to export American-made computer microchips. They have a buyer in Singapore offering a 90 Irrevocable Letter of Credit (ILC) and their manufacturer is willing to defer payment for 90 days. They buy $200,000 worth of microchips, airship them and sell them in Singapore for $275,000. Ninety days later, they have a gross profit of $75,000 and a pretax profit of $66,000. After paying U.S. Federal income taxation , they earn about $44,800. Since they can repeat the microchip export four times each year, their after taxation profit is nearly $100,000. This is more funds than the majority of all the people earn living in Nevada. Not bad.<br />
<br />
'''The Counter Trade Model'''. The Exporter incorporates their Counter Trade business in Belize. Their business office is in Barbados. They have the identical relationship with an American computer microchip manufacturer. They have a buyer in Singapore offering to barter their computers for the American microchips. They have an importer in Senegal willing to take the computers and pay for them in high quality textiles that a buyer in London wants and will pay for in 75-year-old scotch. And, they have a gem broker in South Africa who wants the scotch against a payment in uncut diamonds. The counter trader has a deal with a diamond dealer in Toronto. The Canadian wholesaler has retail buyers in the States, who want the diamond rough.<br />
<br />
The Counter Trader buys $200,000 assessment of worth of American microchips and trades them in Singapore for $275,000 in computers. He ships the computers to Senegal as the Senegal buyer surface ships the textiles to France (no import duty on Senegal exports to France) and from La Harve, the textiles are surface shipped to Portsmouth. The London textile buyer air ships the scotch to Cape Town as the South African liquor buyer air ships the uncut diamonds to Toronto. The Canadian gem dealer distributes the stones to his American retail buyers. The Counter Trader starts with a $200,000 purchase. In Singapore, hes paid $275,000 in computers. In Senegal, he collects $352,000 in textiles. In England, he gets $450,000 in Scotch. In South Africa, he takes in $576,000 in uncut gems. In Canada, he is paid $738,000 for the uncut diamonds in cash. His pretax profit is $243,000. Since Canada has a double taxation treaty with Barbados, he pays the Barbados 8% income taxation on his profit. Our Counter Traders after-tax profit is about $224,000. He or she might repeat this series of barter trades four times each year. The Counter Traders annual after tax income will be nearly a million dollars.<br />
<br />
'''Conclusion'''. Counter Trades are potentially five times more profitable than the traditional export model. However, it takes ten times or more effort to setup a series of successful barter trades (if any).<br />
<br />
== Classification “Tree” of Countertrading Forms <ref> Kotabe, M., Helsen, K. Global Marketing Management. – John Wiley & Sons, Inc., New York, etc., 2001 – p.441, Ex.13-8. – Redesigned. </ref>==<br />
<br />
<br />
[[File:COUNTERTRADING_E.jpeg|800px]]<br />
<br />
<br />
== '''Countertrading Forms''' ==<br />
<br />
<br />
Countertrade is inherently an ''ad hoc'' activity - practice varies according to local regulations and requirements, the nature of the goods to be exported and the current priorities of the parties involved. Also, the terms used to describe the main modes of trading vary, often interchangeably causing confusion. However, the most common forms of countertrade and the terms most usually applied are as follows<ref> London Countertrade Roundtable - http://www.londoncountertrade.org/countertradefaq.htm </ref> (''from the left to the right as on the Classification "Tree" above''):<br />
<br />
'''[[Buyback]]'''. Here, suppliers of capital plant or equipment agree to be paid by the future output of the investment concerned. For example exporters of equipment for a chemical plant may be repaid with part of the resulting output from the factory. This practice is most common with exports of process plant, mining equipment and similar orders. Buyback arrangements tend to be much longer term and for larger amounts than counterpurchase or barter deals.<br />
<br />
'''Counterpurchase'''. In a counterpurchase agreement,a foreign supplier undertakes to purchase goods and services from the purchasing country as a condition of securing the order. There will be a contract for the principal supply, paid on normal cash or credit terms - and there will be a separate agreement to cover the counterpurchased goods (also bought on normal cash or credit terms). The counterpurchase agreement can vary from a general declaration oF intent, to a binding contract specifying the goods and services to be supplied, the markets in which they may be sold, and the penalties for non-performance. The value of the counterpurchase undertaking may vary in value between 10% and 100% (or more) of the original export order.<br />
<br />
Counterpurchase is generally imposed for two reasons: first, to stimulate exports and second, to alleviate the balance of payment deficit resultinig from imported goods.<br />
<br />
'''Offset'''. Offset has traditionally been used by governments around the world when they have made major purchases of military goods but is becoming increasingly common in other sectors. There are two distinct types:<br />
<br />
* ''direct offset'': here the supplier agrees to incorporate materials, components or sub-assemblies which are procured from the importing country. In some large contracts, successful bidders may be required to establish local production. Direct offset has been particularly common for trade in defence systems and aircraft.<br />
<br />
* ''indirect offset'': here the purchaser requires suppliers to enter into long term industrial (and other) co-operation and investment but these are unconnnected to the supply contract and may be either defense related or in the civil sector.<br />
<br />
The overall objective of offset either direct or indirect in the defence sector is generally to promote import substitution and to minimize the balance of payments deficit for military purchases by develojiing an indigenous industrial defense capability.<br />
<br />
The objective of stimulating civil investments is to increase, diversify and support the industrial base. These investments may be in manufacturing ventures, infrastructure, or training, and may be totally different in nature to the original sale (e.g. investment in a chipboard factory might be used to offset the sale of aeroengines).<br />
<br />
'''Barter'''. In a barter deal, goods are exchanged for goods - the principal export is paid for with goods (or services) from the importing market. A single contract covers both flows and in the simpler case, no cash is involved<ref> SAMPLE BARTER CONTRACT/EXCHANGE AGREEMENT - http://www.pmmy.com/Bartering_Sample_Contract.pdf </ref>. In practice, however, the supply of the principal export is often released only when the sale of the bartered goods has generated sufficient cash.<br />
<br />
Barter is often the main means of trading in subsistence economies and in cross border trade in undeveloped regions of the world. More developed markets use it in international trade where they have commodities to offer. which are accessible to world markets. Barter may also be introduced into existing contracts to recover debts i.e. when the original payment terms have failed.<br />
<br />
'''Switch Trading'''. Imbalances in long term bilateral trading agreements sometimes lead to the accumulation of uncleared credit surpluses in one or other country, For example, Brazil at one time had a large credit surplus with Poland. These surpluses can sometimes be tapped by third countries so that, for example UK exports to Brazil could be financed from the sale of Polish goods to the UK or elsewhere. Such transactions are known as ‘switch' or ‘swap' deals because they typically involve switching the documentation (and destination) of goods on the high seas.<br />
<br />
Whilst there are various forms of countertrade, deals seldom fit these categories precisely. It is not unusual for a large export deal to involve several countertrade arrangements - for example, some long term buyback plus counterpurchase or barter to finance initial down payments.<br />
<br />
'''Clearing'''. A clearing arrangement is a form of barter in which the counterparties contract to purchase a certain amount of goods and services from one another. Both parties set up accounts with each other that are debited whenever one country imports from the other. The clearing arrangement introduces the concept of credit to barter transactions, and means bilateral trade can take place that does not have to be immediately settled<br />
<br />
==References==<br />
<references /><br />
<br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/CountertradingCountertrading2012-10-03T12:30:56Z<p>Vitaly: /* Countertrading Forms */</p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Встречная_торговля Встречная торговля]'''<br />
<br />
== Introduction ==<br />
<br />
'''Countertrade''' is an umbrella term covering a wide range of commercial mechanisms for reciprocal trade. It can manifest itself in several forms but always involves payment being made, at least partially, in goods or services instead of money. It often occurs when multinationals sell to a customer abroad and that customer pays by providing goods to the multinational. In some countries,countertrade is a condition of the buying organisation importing goods from elsewhere <ref> Countertrade - CIPS Knowledge Works - http://www.cips.org/Documents/Resources/Knowledge%20Summary/Countertrade.pdf - accessed 05/09/2012 </ref>. There are many forms of countertrading, ranging from simple barter agreements to complex offset deals that involve the exporter agreeing to compensatory practices <ref> Global Compensation Practices // Survey of WorldatWork Members. September 2004. Conducted by WorldatWork and Watson Wyatt Worldwide - http://www.worldatwork.org/pub/globalsurvey04.pdf</ref>with respect to the buyer. Countertrading commonly takes place between private companies in developed nations and the governments of developing countries, although countertrading also occurs between developed nations. It has become popular as a means of financing international trade to reduce risks or overcome problems associated with various national currencies<ref> Countertrading http://www.referenceforbusiness.com/encyclopedia/Cos-Des/Countertrading.html#ixzz27DpA3fwg </ref>.<br />
<br />
<br />
Throughout history<ref> Whitten,J. The History of Countertrading - http://www.ehow.com/facts_7151203_history-countertrading.html </ref> countertrading and barter <ref> Countertrading // Reference for Business: Encyclopedia of Business - http://www.referenceforbusiness.com/encyclopedia/Cos-Des/Countertrading.html#ixzz0uhqG14cn - accessed 05/08/2012 </ref> occurred whenever there was a shortage of money, or before money even existed. In modern times, countertrading arose as a means of conducting international trade when money was scarce, currencies couldn't be converted, or they were subject to inflationary and deflationary swings in value. In Germany between the two World Wars and after World War II, money was scarce and countertrading and barter became a way of conducting international trade. Eastern European countries followed Germany's lead and employed countertrading to overcome the problems of their own nonconvertible currencies. It was a practice that was favored by the centrally planned Eastern European economies. In the 1990s Eastern Europe and the countries of the former Soviet Union began countertrading with Western nations to overcome difficulties associated with their currencies. That time, Chinese government forced strictly Chinese importers to conclude such contracts where not less than 40% was to be effectuated by barter using Chinese items. There are no world statistics on countertradingб especially due to the very enigmatic nature of international offsets. However, different expert assessments are from 15% то 40% and an estimated 130 countries are doing almost US$500 billion assessment of value of global trade under counter-trade-related schemes<ref> Cate, W. 21st Century Counter Trade - http://www.exportauthority.com/21st-Century-Counter-Trade.html </ref>.<br />
<br />
<br />
== Comparative Analysis between Traditional and Counter Trade Export Models <ref> Cate, W. ibid. </ref>==<br />
<br />
'''The Traditional Export Model'''. The Exporter will move to Reno and include the export business in Nevada. Their doing business is to export American-made computer microchips. They have a buyer in Singapore offering a 90 Irrevocable Letter of Credit (ILC) and their manufacturer is willing to defer payment for 90 days. They buy $200,000 worth of microchips, airship them and sell them in Singapore for $275,000. Ninety days later, they have a gross profit of $75,000 and a pretax profit of $66,000. After paying U.S. Federal income taxation , they earn about $44,800. Since they can repeat the microchip export four times each year, their after taxation profit is nearly $100,000. This is more funds than the majority of all the people earn living in Nevada. Not bad.<br />
<br />
'''The Counter Trade Model'''. The Exporter incorporates their Counter Trade business in Belize. Their business office is in Barbados. They have the identical relationship with an American computer microchip manufacturer. They have a buyer in Singapore offering to barter their computers for the American microchips. They have an importer in Senegal willing to take the computers and pay for them in high quality textiles that a buyer in London wants and will pay for in 75-year-old scotch. And, they have a gem broker in South Africa who wants the scotch against a payment in uncut diamonds. The counter trader has a deal with a diamond dealer in Toronto. The Canadian wholesaler has retail buyers in the States, who want the diamond rough.<br />
<br />
The Counter Trader buys $200,000 assessment of worth of American microchips and trades them in Singapore for $275,000 in computers. He ships the computers to Senegal as the Senegal buyer surface ships the textiles to France (no import duty on Senegal exports to France) and from La Harve, the textiles are surface shipped to Portsmouth. The London textile buyer air ships the scotch to Cape Town as the South African liquor buyer air ships the uncut diamonds to Toronto. The Canadian gem dealer distributes the stones to his American retail buyers. The Counter Trader starts with a $200,000 purchase. In Singapore, hes paid $275,000 in computers. In Senegal, he collects $352,000 in textiles. In England, he gets $450,000 in Scotch. In South Africa, he takes in $576,000 in uncut gems. In Canada, he is paid $738,000 for the uncut diamonds in cash. His pretax profit is $243,000. Since Canada has a double taxation treaty with Barbados, he pays the Barbados 8% income taxation on his profit. Our Counter Traders after-tax profit is about $224,000. He or she might repeat this series of barter trades four times each year. The Counter Traders annual after tax income will be nearly a million dollars.<br />
<br />
'''Conclusion'''. Counter Trades are potentially five times more profitable than the traditional export model. However, it takes ten times or more effort to setup a series of successful barter trades (if any).<br />
<br />
== Classification “Tree” of Countertrading Forms <ref> Kotabe, M., Helsen, K. Global Marketing Management. – John Wiley & Sons, Inc., New York, etc., 2001 – p.441, Ex.13-8. – Redesigned. </ref>==<br />
<br />
<br />
[[File:COUNTERTRADING_E.jpeg|800px]]<br />
<br />
<br />
== '''Countertrading Forms''' ==<br />
<br />
<br />
Countertrade is inherently an ''ad hoc'' activity - practice varies according to local regulations and requirements, the nature of the goods to be exported and the current priorities of the parties involved. Also, the terms used to describe the main modes of trading vary, often interchangeably causing confusion. However, the most common forms of countertrade and the terms most usually applied are as follows<ref> London Countertrade Roundtable - http://www.londoncountertrade.org/countertradefaq.htm </ref> (''from the left to the right as on the Classification "Tree" above''):<br />
<br />
'''[[Buyback]]'''. Here, suppliers of capital plant or equipment agree to be paid by the future output of the investment concerned. For example exporters of equipment for a chemical plant may be repaid with part of the resulting output from the factory. This practice is most common with exports of process plant, mining equipment and similar orders. Buyback arrangements tend to be much longer term and for larger amounts than counterpurchase or barter deals.<br />
<br />
'''Counterpurchase'''. In a counterpurchase agreement,a foreign supplier undertakes to purchase goods and services from the purchasing country as a condition of securing the order. There will be a contract for the principal supply, paid on normal cash or credit terms - and there will be a separate agreement to cover the counterpurchased goods (also bought on normal cash or credit terms). The counterpurchase agreement can vary from a general declaration oF intent, to a binding contract specifying the goods and services to be supplied, the markets in which they may be sold, and the penalties for non-performance. The value of the counterpurchase undertaking may vary in value between 10% and 100% (or more) of the original export order.<br />
<br />
Counterpurchase is generally imposed for two reasons: first, to stimulate exports and second, to alleviate the balance of payment deficit resultinig from imported goods.<br />
<br />
'''Offset'''. Offset has traditionally been used by governments around the world when they have made major purchases of military goods but is becoming increasingly common in other sectors. There are two distinct types:<br />
<br />
* ''direct offset'': here the supplier agrees to incorporate materials, components or sub-assemblies which are procured from the importing country. In some large contracts, successful bidders may be required to establish local production. Direct offset has been particularly common for trade in defence systems and aircraft.<br />
<br />
* ''indirect offset'': here the purchaser requires suppliers to enter into long term industrial (and other) co-operation and investment but these are unconnnected to the supply contract and may be either defense related or in the civil sector.<br />
<br />
The overall objective of offset either direct or indirect in the defence sector is generally to promote import substitution and to minimize the balance of payments deficit for military purchases by develojiing an indigenous industrial defense capability.<br />
<br />
The objective of stimulating civil investments is to increase, diversify and support the industrial base. These investments may be in manufacturing ventures, infrastructure, or training, and may be totally different in nature to the original sale (e.g. investment in a chipboard factory might be used to offset the sale of aeroengines).<br />
<br />
'''Barter'''. In a barter deal, goods are exchanged for goods - the principal export is paid for with goods (or services) from the importing market. A single contract covers both flows and in the simpler case, no cash is involved<ref> SAMPLE BARTER CONTRACT/EXCHANGE AGREEMENT - http://www.pmmy.com/Bartering_Sample_Contract.pdf </ref>. In practice, however, the supply of the principal export is often released only when the sale of the bartered goods has generated sufficient cash.<br />
<br />
Barter is often the main means of trading in subsistence economies and in cross border trade in undeveloped regions of the world. More developed markets use it in international trade where they have commodities to offer. which are accessible to world markets. Barter may also be introduced into existing contracts to recover debts i.e. when the original payment terms have failed.<br />
<br />
'''Switch Trading'''. Imbalances in long term bilateral trading agreements sometimes lead to the accurmulation of uncleared credit surpluses in one or other country, For example, Brazil at one time had a large credit surplus with Poland. These surpluses can sometimes be tapped by third countries so that, for example UK exports to Brazil could be financed from the sale of Polish goods to the UK or elsewhere. Such transactions are known as ‘switch' or ‘swap' deals because they typically involve switching the documentation (and destination) of goods on the high seas.<br />
<br />
Whilst there are various forms of countertrade, deals seldom fit these categories precisely. It is not unusual for a large export deal to involve several countertrade arrangements - for example, some long term buyback plus counterpurchase or barter to finance initial down payments.<br />
<br />
'''Clearing'''. A clearing arrangement is a form of barter in which the counterparties contract to purchase a certain amount of goods and services from one another. Both parties set up accounts with each other that are debited whenever one country imports from the other. The clearing arrangement introduces the concept of credit to barter transactions, and means bilateral trade can take place that does not have to be immediately settled<br />
<br />
==References==<br />
<references /><br />
<br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Coverage_B_of_the_Institute_Marine_Cargo_ClausesCoverage B of the Institute Marine Cargo Clauses2012-10-03T09:15:35Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Оговорка_B_Института_Лондонских_Страховщиков_по_страхованию_грузов Оговорка B Института Лондонских Страховщиков по страхованию грузов ]'''<br />
<br />
<br />
The general policy, referred to as '''Coverage B of the Institute Marine Cargo Clauses''' (also called a '''"named perils" policy''') lists specifically the risks that it will cover. The list of covered perils includes fire, stranding, sinking, collision, jettison, washing overboard, water damages, and total losses during loading and unloading; however, losses due to bad weather are not covered, and neither are partial losses happening during loading and unloading of the ship. For a complete list, please refer to the Table below, where a comparison is given for all six standard coverages.<br />
<br />
Coverage B of the Institute Marine Cargo Clauses is appropriate for goods that have a good tolerance for bad weather, such as bulk raw materials including coal, iron ore, polymer pellets, and lumber. It would not be appropriate for machinery, paper, and any type of finished goods, unless they were particularly resilient.<br />
<br />
==Table 1. Marine Insurance Coverage Summary==<br />
{| border="1"<br />
|'''Perils Covered Against'''<br />
|align="center"|'''Coverage A of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage B of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage C of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''All Risks Coverage'''<br />
|align="center"|'''With Average''' (Typical Coverage)<br />
|align="center"|'''Free of Particular Average''' (Typical Coverage)<br />
|-<br />
|'''Fire'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Explosion'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Stranding'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Sinking'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Collision'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''General Average'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Jettison'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under1> Under an FPA policy, any partial loss incurred would not be covered unless it is due to a ship sinking, burning, becoming stranded, or being involved in a collision; a total loss would be covered </ref><br />
|-<br />
|'''Loss Overboard'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under1></ref><br />
|-<br />
|'''Seawater Damage'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under1></ref><br />
|-<br />
|'''Lightening'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under1></ref><br />
|-<br />
|'''Condensation'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Improper Stowage by Carrier'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Theft'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Pilferage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Leakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Breakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Damage While Loading/Unloading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|-<br />
|'''Damage on land Before Loading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|}<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Coverage_B_of_the_Institute_Marine_Cargo_ClausesCoverage B of the Institute Marine Cargo Clauses2012-10-03T09:14:31Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Оговорка_B_Института_Лондонских_Страховщиков_по_страхованию_грузов Оговорка А Института Лондонских Страховщиков по страхованию грузов ]'''<br />
<br />
<br />
The general policy, referred to as '''Coverage B of the Institute Marine Cargo Clauses''' (also called a '''"named perils" policy''') lists specifically the risks that it will cover. The list of covered perils includes fire, stranding, sinking, collision, jettison, washing overboard, water damages, and total losses during loading and unloading; however, losses due to bad weather are not covered, and neither are partial losses happening during loading and unloading of the ship. For a complete list, please refer to the Table below, where a comparison is given for all six standard coverages.<br />
<br />
Coverage B of the Institute Marine Cargo Clauses is appropriate for goods that have a good tolerance for bad weather, such as bulk raw materials including coal, iron ore, polymer pellets, and lumber. It would not be appropriate for machinery, paper, and any type of finished goods, unless they were particularly resilient.<br />
<br />
==Table 1. Marine Insurance Coverage Summary==<br />
{| border="1"<br />
|'''Perils Covered Against'''<br />
|align="center"|'''Coverage A of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage B of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage C of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''All Risks Coverage'''<br />
|align="center"|'''With Average''' (Typical Coverage)<br />
|align="center"|'''Free of Particular Average''' (Typical Coverage)<br />
|-<br />
|'''Fire'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Explosion'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Stranding'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Sinking'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Collision'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''General Average'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Jettison'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under1> Under an FPA policy, any partial loss incurred would not be covered unless it is due to a ship sinking, burning, becoming stranded, or being involved in a collision; a total loss would be covered </ref><br />
|-<br />
|'''Loss Overboard'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under1></ref><br />
|-<br />
|'''Seawater Damage'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under1></ref><br />
|-<br />
|'''Lightening'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under1></ref><br />
|-<br />
|'''Condensation'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Improper Stowage by Carrier'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Theft'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Pilferage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Leakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Breakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Damage While Loading/Unloading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|-<br />
|'''Damage on land Before Loading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|}<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/Coverage_B_of_the_Institute_Marine_Cargo_ClausesCoverage B of the Institute Marine Cargo Clauses2012-10-03T09:13:51Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Оговорка_A_Института_Лондонских_Страховщиков_по_страхованию_грузов Оговорка А Института Лондонских Страховщиков по страхованию грузов ]'''<br />
<br />
<br />
The general policy, referred to as '''Coverage B of the Institute Marine Cargo Clauses''' (also called a '''"named perils" policy''') lists specifically the risks that it will cover. The list of covered perils includes fire, stranding, sinking, collision, jettison, washing overboard, water damages, and total losses during loading and unloading; however, losses due to bad weather are not covered, and neither are partial losses happening during loading and unloading of the ship. For a complete list, please refer to the Table below, where a comparison is given for all six standard coverages.<br />
<br />
Coverage B of the Institute Marine Cargo Clauses is appropriate for goods that have a good tolerance for bad weather, such as bulk raw materials including coal, iron ore, polymer pellets, and lumber. It would not be appropriate for machinery, paper, and any type of finished goods, unless they were particularly resilient.<br />
<br />
==Table 1. Marine Insurance Coverage Summary==<br />
{| border="1"<br />
|'''Perils Covered Against'''<br />
|align="center"|'''Coverage A of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage B of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''Coverage C of the Institute Marine Cargo Clauses'''<br />
|align="center"|'''All Risks Coverage'''<br />
|align="center"|'''With Average''' (Typical Coverage)<br />
|align="center"|'''Free of Particular Average''' (Typical Coverage)<br />
|-<br />
|'''Fire'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Explosion'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Stranding'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Sinking'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Collision'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''General Average'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|-<br />
|'''Jettison'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under1> Under an FPA policy, any partial loss incurred would not be covered unless it is due to a ship sinking, burning, becoming stranded, or being involved in a collision; a total loss would be covered </ref><br />
|-<br />
|'''Loss Overboard'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under1></ref><br />
|-<br />
|'''Seawater Damage'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under1></ref><br />
|-<br />
|'''Lightening'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<ref name=Under1></ref><br />
|-<br />
|'''Condensation'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Improper Stowage by Carrier'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Theft'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Pilferage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Leakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Breakage'''<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|<br />
|-<br />
|'''Damage While Loading/Unloading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|<br />
|-<br />
|'''Damage on land Before Loading'''<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|align="center"|YES<br />
|}<br />
<br />
==References==<br />
<references /><br />
<br />
[[Category:International Logistics]]</div>Vitalyhttp://scm.gsom.spbu.ru/ContainerizationContainerization2012-10-02T20:30:56Z<p>Vitaly: </p>
<hr />
<div>'''Russian: [http://ru.scm.gsom.spbu.ru/Контейнеризация Контейнеризация]'''<br />
<br />
<br />
'''Containerization''' is a stowage of general or special cargoes in a container for transport in the various modes. This is a system of freight transport based on a range of steel ''intermodal containers'' (also ''shipping containers'', ''ISO containers'', etc.). Containers are built to agreed upon standard dimensions and can be loaded and unloaded, stacked and transported efficiently over long distances, often by container ship, rail and semi-trailer trucks without being opened. The system developed after WWII and led to greatly reduced transport costs and supported a vast increase in international trade. '''Containerizable cargo''' is such one that will fit into a container and result in an economical shipment<br />
<br />
*There are five common standard lengths, 20-ft (6.1 m), 40-ft (12.2 m), 45-ft (13.7 m), 48-ft (14.6 m), and 53-ft (16.2 m). <br />
* Container capacity is often expressed in twenty-foot equivalent units (TEU, teu). An equivalent unit is a measure of containerized cargo capacity equal to one standard 20 ft (length) × 8 ft (width) container. As this is an approximate measure, the height of the box is not considered, for instance the 9 ft 6 in (2.9 m) High cube and the 4-ft 3-in (1.3 m) half height 20 ft (6.1 m) containers are also called one TEU.<br />
* The maximum gross mass for a 20 ft (6.1 m) dry cargo container is 24,000 kg, and for a 40-ft (including the high cube container), it is 30,480 kg. The maximum payload mass is therefore reduced to approximately 22,000 kg for 20 ft (6.1 m), and 27,000 kg for 40 ft (12 m) containers.<br />
* The original choice of 8 foot height for ISO containers was made in part to suit a large proportion of railway tunnels, though some had to be modified. With the arrival of even taller containers, further enlargement is proving necessary.<br />
<br />
[[File:container1.jpg]][[File:Containerization.jpg|400px]]<br />
<br />
<br />
== '''Diffusion Cycle of Containerization'''<ref> The Geography of Transport Systems - http://people.hofstra.edu/geotrans/eng/ch7en/conc7en/containerization_diffusion.html </ref> ==<br />
<br />
Containerization is evocative of a standard diffusion curve concerning four major phases:<br />
<br />
* '''Adoption'''. In the early 1960s, containerization was yet an unproven technology with a few competing standards in terms of size of latching systems. The services offered were specific (point to point). Still, containerization demonstrated that it was achieving productivity gains since it involved a much more efficient form of transshipment.<br />
<br />
* '''Acceleration'''. In the early 1970s, containerization finally became a recognized and emerging form of transportation. New services and consequently new networks were being established, which multiplied its productivity, with growing volumes and the beginning of the application of economies of scale, both at the modes and at the terminals. Pendulum services, which would become the standard network configuration for containerized maritime shipping, were being set.<br />
<br />
* '''Peak Growth'''. By the 1990s, containerization became the dominant support of global trade and of globalization. Its diffusion was massive, particularly in newly industrializing economies such as China. Network development was facing growing complexities, which led to the setting of major intermediate hubs reconciling regional and global shipping networks.<br />
<br />
* '''Maturity'''. In a phase a maturity, growth is much less related to diffusion but with standard economic cycles and the exploitation of remaining niches, such as the containerization of commodities.<br />
<br />
== References==<br />
<references /><br />
<br />
[[Category:International Logistics]]<br />
[[Category:Container transportation system]]</div>Vitalyhttp://scm.gsom.spbu.ru/ContainerizationContainerization2012-10-02T20:27:00Z<p>Vitaly: /* Diffusion Cycle of Containerization The Geography of Transport Systems - http://people.hofstra.edu/geotrans/eng/ch7en/conc7en/containerization_diffusion.html */</p>
<hr />
<div>'''Containerization''' is a stowage of general or special cargoes in a container for transport in the various modes. This is a system of freight transport based on a range of steel ''intermodal containers'' (also ''shipping containers'', ''ISO containers'', etc.). Containers are built to agreed upon standard dimensions and can be loaded and unloaded, stacked and transported efficiently over long distances, often by container ship, rail and semi-trailer trucks without being opened. The system developed after WWII and led to greatly reduced transport costs and supported a vast increase in international trade. '''Containerizable cargo''' is such one that will fit into a container and result in an economical shipment<br />
<br />
*There are five common standard lengths, 20-ft (6.1 m), 40-ft (12.2 m), 45-ft (13.7 m), 48-ft (14.6 m), and 53-ft (16.2 m). <br />
* Container capacity is often expressed in twenty-foot equivalent units (TEU, teu). An equivalent unit is a measure of containerized cargo capacity equal to one standard 20 ft (length) × 8 ft (width) container. As this is an approximate measure, the height of the box is not considered, for instance the 9 ft 6 in (2.9 m) High cube and the 4-ft 3-in (1.3 m) half height 20 ft (6.1 m) containers are also called one TEU.<br />
* The maximum gross mass for a 20 ft (6.1 m) dry cargo container is 24,000 kg, and for a 40-ft (including the high cube container), it is 30,480 kg. The maximum payload mass is therefore reduced to approximately 22,000 kg for 20 ft (6.1 m), and 27,000 kg for 40 ft (12 m) containers.<br />
* The original choice of 8 foot height for ISO containers was made in part to suit a large proportion of railway tunnels, though some had to be modified. With the arrival of even taller containers, further enlargement is proving necessary.<br />
<br />
[[File:container1.jpg]][[File:Containerization.jpg|400px]]<br />
<br />
<br />
== '''Diffusion Cycle of Containerization'''<ref> The Geography of Transport Systems - http://people.hofstra.edu/geotrans/eng/ch7en/conc7en/containerization_diffusion.html </ref> ==<br />
<br />
Containerization is evocative of a standard diffusion curve concerning four major phases:<br />
<br />
* '''Adoption'''. In the early 1960s, containerization was yet an unproven technology with a few competing standards in terms of size of latching systems. The services offered were specific (point to point). Still, containerization demonstrated that it was achieving productivity gains since it involved a much more efficient form of transshipment.<br />
<br />
* '''Acceleration'''. In the early 1970s, containerization finally became a recognized and emerging form of transportation. New services and consequently new networks were being established, which multiplied its productivity, with growing volumes and the beginning of the application of economies of scale, both at the modes and at the terminals. Pendulum services, which would become the standard network configuration for containerized maritime shipping, were being set.<br />
<br />
* '''Peak Growth'''. By the 1990s, containerization became the dominant support of global trade and of globalization. Its diffusion was massive, particularly in newly industrializing economies such as China. Network development was facing growing complexities, which led to the setting of major intermediate hubs reconciling regional and global shipping networks.<br />
<br />
* '''Maturity'''. In a phase a maturity, growth is much less related to diffusion but with standard economic cycles and the exploitation of remaining niches, such as the containerization of commodities.<br />
<br />
== References==<br />
<references /><br />
<br />
[[Category:International Logistics]]<br />
[[Category:Container transportation system]]</div>Vitalyhttp://scm.gsom.spbu.ru/ContainerizationContainerization2012-10-02T20:25:44Z<p>Vitaly: /* Diffusion Cycle of Containerization The Geography of Transport Systems - http://people.hofstra.edu/geotrans/eng/ch7en/conc7en/containerization_diffusion.html */</p>
<hr />
<div>'''Containerization''' is a stowage of general or special cargoes in a container for transport in the various modes. This is a system of freight transport based on a range of steel ''intermodal containers'' (also ''shipping containers'', ''ISO containers'', etc.). Containers are built to agreed upon standard dimensions and can be loaded and unloaded, stacked and transported efficiently over long distances, often by container ship, rail and semi-trailer trucks without being opened. The system developed after WWII and led to greatly reduced transport costs and supported a vast increase in international trade. '''Containerizable cargo''' is such one that will fit into a container and result in an economical shipment<br />
<br />
*There are five common standard lengths, 20-ft (6.1 m), 40-ft (12.2 m), 45-ft (13.7 m), 48-ft (14.6 m), and 53-ft (16.2 m). <br />
* Container capacity is often expressed in twenty-foot equivalent units (TEU, teu). An equivalent unit is a measure of containerized cargo capacity equal to one standard 20 ft (length) × 8 ft (width) container. As this is an approximate measure, the height of the box is not considered, for instance the 9 ft 6 in (2.9 m) High cube and the 4-ft 3-in (1.3 m) half height 20 ft (6.1 m) containers are also called one TEU.<br />
* The maximum gross mass for a 20 ft (6.1 m) dry cargo container is 24,000 kg, and for a 40-ft (including the high cube container), it is 30,480 kg. The maximum payload mass is therefore reduced to approximately 22,000 kg for 20 ft (6.1 m), and 27,000 kg for 40 ft (12 m) containers.<br />
* The original choice of 8 foot height for ISO containers was made in part to suit a large proportion of railway tunnels, though some had to be modified. With the arrival of even taller containers, further enlargement is proving necessary.<br />
<br />
[[File:container1.jpg]][[File:Containerization.jpg|400px]]<br />
<br />
<br />
== '''Diffusion Cycle of Containerization'''<ref> The Geography of Transport Systems - http://people.hofstra.edu/geotrans/eng/ch7en/conc7en/containerization_diffusion.html </ref> ==<br />
<br />
Containerization is evocative of a standard diffusion curve concerning four major phases:<br />
<br />
* '''Adoption'''. In the early 1960s, containerization was yet an unproven technology with a few competing standards in terms of size of latching systems. The services offered were specific (point to point). Still, containerization demonstrated that it was achieving productivity gains since it involved a much more efficient form of transshipment.<br />
Acceleration. In the early 1970s, containerization finally became a recognized and emerging form of transportation. New services and consequently new networks were being established, which multiplied its productivity, with growing volumes and the beginning of the application of economies of scale, both at the modes and at the terminals. Pendulum services, which would become the standard network configuration for containerized maritime shipping, were being set.<br />
Peak Growth. By the 1990s, containerization became the dominant support of global trade and of globalization. Its diffusion was massive, particularly in newly industrializing economies such as China. Network development was facing growing complexities, which led to the setting of major intermediate hubs reconciling regional and global shipping networks.<br />
Maturity. In a phase a maturity, growth is much less related to diffusion but with standard economic cycles and the exploitation of remaining niches, such as the containerization of commodities.<br />
<br />
== References==<br />
<references /><br />
<br />
[[Category:International Logistics]]<br />
[[Category:Container transportation system]]</div>Vitalyhttp://scm.gsom.spbu.ru/ContainerizationContainerization2012-10-02T20:24:48Z<p>Vitaly: </p>
<hr />
<div>'''Containerization''' is a stowage of general or special cargoes in a container for transport in the various modes. This is a system of freight transport based on a range of steel ''intermodal containers'' (also ''shipping containers'', ''ISO containers'', etc.). Containers are built to agreed upon standard dimensions and can be loaded and unloaded, stacked and transported efficiently over long distances, often by container ship, rail and semi-trailer trucks without being opened. The system developed after WWII and led to greatly reduced transport costs and supported a vast increase in international trade. '''Containerizable cargo''' is such one that will fit into a container and result in an economical shipment<br />
<br />
*There are five common standard lengths, 20-ft (6.1 m), 40-ft (12.2 m), 45-ft (13.7 m), 48-ft (14.6 m), and 53-ft (16.2 m). <br />
* Container capacity is often expressed in twenty-foot equivalent units (TEU, teu). An equivalent unit is a measure of containerized cargo capacity equal to one standard 20 ft (length) × 8 ft (width) container. As this is an approximate measure, the height of the box is not considered, for instance the 9 ft 6 in (2.9 m) High cube and the 4-ft 3-in (1.3 m) half height 20 ft (6.1 m) containers are also called one TEU.<br />
* The maximum gross mass for a 20 ft (6.1 m) dry cargo container is 24,000 kg, and for a 40-ft (including the high cube container), it is 30,480 kg. The maximum payload mass is therefore reduced to approximately 22,000 kg for 20 ft (6.1 m), and 27,000 kg for 40 ft (12 m) containers.<br />
* The original choice of 8 foot height for ISO containers was made in part to suit a large proportion of railway tunnels, though some had to be modified. With the arrival of even taller containers, further enlargement is proving necessary.<br />
<br />
[[File:container1.jpg]][[File:Containerization.jpg|400px]]<br />
<br />
<br />
== '''Diffusion Cycle of Containerization'''<ref> The Geography of Transport Systems - http://people.hofstra.edu/geotrans/eng/ch7en/conc7en/containerization_diffusion.html </ref> ==<br />
<br />
Containerization is evocative of a standard diffusion curve concerning four major phases:<br />
Adoption. In the early 1960s, containerization was yet an unproven technology with a few competing standards in terms of size of latching systems. The services offered were specific (point to point). Still, containerization demonstrated that it was achieving productivity gains since it involved a much more efficient form of transshipment.<br />
Acceleration. In the early 1970s, containerization finally became a recognized and emerging form of transportation. New services and consequently new networks were being established, which multiplied its productivity, with growing volumes and the beginning of the application of economies of scale, both at the modes and at the terminals. Pendulum services, which would become the standard network configuration for containerized maritime shipping, were being set.<br />
Peak Growth. By the 1990s, containerization became the dominant support of global trade and of globalization. Its diffusion was massive, particularly in newly industrializing economies such as China. Network development was facing growing complexities, which led to the setting of major intermediate hubs reconciling regional and global shipping networks.<br />
Maturity. In a phase a maturity, growth is much less related to diffusion but with standard economic cycles and the exploitation of remaining niches, such as the containerization of commodities.<br />
== References==<br />
<references /><br />
<br />
[[Category:International Logistics]]<br />
[[Category:Container transportation system]]</div>Vitalyhttp://scm.gsom.spbu.ru/ContainerizationContainerization2012-10-02T20:18:50Z<p>Vitaly: </p>
<hr />
<div>'''Containerization''' is a stowage of general or special cargoes in a container for transport in the various modes. This is a system of freight transport based on a range of steel ''intermodal containers'' (also ''shipping containers'', ''ISO containers'', etc.). Containers are built to agreed upon standard dimensions and can be loaded and unloaded, stacked and transported efficiently over long distances, often by container ship, rail and semi-trailer trucks without being opened. The system developed after WWII and led to greatly reduced transport costs and supported a vast increase in international trade. '''Containerizable cargo''' is such one that will fit into a container and result in an economical shipment<br />
<br />
*There are five common standard lengths, 20-ft (6.1 m), 40-ft (12.2 m), 45-ft (13.7 m), 48-ft (14.6 m), and 53-ft (16.2 m). <br />
* Container capacity is often expressed in twenty-foot equivalent units (TEU, teu). An equivalent unit is a measure of containerized cargo capacity equal to one standard 20 ft (length) × 8 ft (width) container. As this is an approximate measure, the height of the box is not considered, for instance the 9 ft 6 in (2.9 m) High cube and the 4-ft 3-in (1.3 m) half height 20 ft (6.1 m) containers are also called one TEU.<br />
* The maximum gross mass for a 20 ft (6.1 m) dry cargo container is 24,000 kg, and for a 40-ft (including the high cube container), it is 30,480 kg. The maximum payload mass is therefore reduced to approximately 22,000 kg for 20 ft (6.1 m), and 27,000 kg for 40 ft (12 m) containers.<br />
* The original choice of 8 foot height for ISO containers was made in part to suit a large proportion of railway tunnels, though some had to be modified. With the arrival of even taller containers, further enlargement is proving necessary.<br />
<br />
[[File:container1.jpg]][[File:Containerization.jpg|400px]]<br />
== References==<br />
<references /><br />
<br />
[[Category:International Logistics]]<br />
[[Category:Container transportation system]]</div>Vitaly