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In the past, we have approached explaining the ins and outs of consolidation in different ways. If you refer back to some of our former blog posts, such as “Consol Box – The Pros Choosing Shipping Consolidation”, you will be able to see why it’s a popular choice for many.

If you aren’t sure what consolidation means and how consolidation works, let us recap for you. How consolidation works is by means of taking a shipment deemed as a “consolidated shipment” that combines many less than truckload (LTL) shipments from many shippers into one full container (at times referred to a s a multi-stop truckload) shipment. An LTL shipment refers to the fact that shipments due to that fact that multiple truck shipments were utilised to accumulate the needful to fill one single container. Consolidated shipments allow shippers the advantage of preferential shipping rates and optimise supply chain logistics via means of reducing savings of time and costs.

In this blog post, we look at the importance of shipping via consolidation. It’s the perfect solution for shippers looking to ship a few small shipments (be it boxes, crates or pallets) that have different origin locations. These shipments may arrive from different location and suppliers, and these shippers will have the option of consolidating their different shipments into one single shipment to avoid paying a higher rate. There are many benefits to consolidation in shipping which include cost efficient, reduced damage risk, and improved quality control.

Whilst consolidation may happen at a warehouse level, do not forget that if your freighter is making stop along the way, for example at MCC ports which stand or Multi Country Consolidation ports, such as Singapore or Sri Lanka, that means that some of the cargo in your shipment will be unloaded at that destination. This means deconsolidation occurs and is handled on your behalf. This is one of the reasons why there aren’t many consolidation freight forwarders out there – as this is a large task to undertake. It is also true that stops along the way will mean time spent at each port, but often, the costs are reduced compared to that of a single FCL container for one shipper scenario, and for many shippers – this is agreeable.

Nevertheless, if you take Colombo Port which is a major multi country consolidation (MCC) port, you get many suppliers from various countries sending their cargo from which at this point, they will be consolidated and loaded into one FCL container to be send off to the next destination. The following image showcases how this is done.

Contact Transco Cargo, your Melbourne based consolidation freight partner for a quote on a consol box shipment.


Image credit:freightoptionsbd

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One of the most common issues we see in the personal shipping sector is that incorrect use of packaging and packing based on the contents you are shipping. The empty space within these packaging can cause a lot of damage to the contents during shipment and transit, as it can cause not only structural damage to the boxes but cause the items to move around.

Choosing packaging that suits your shipment requirement goes a long way, and making sure that the packaging is of an acceptable quality is also vital to ensure you prevent damage. Whilst we do retail shipping boxes and crates online via the Transco Cargo website, we are open to the idea of repurposing card boxes at hand, as long as they are structural sound. Consideration for choosing packaging to suit your shipment requirement is as follows.

Choosing Packaging: Weight

The durability and the strength of the box or crate to be used for packaging, whereby it should be able to securely handle the weight of the contents within and maintain its structural ability whilst being shipped.

Choosing Packaging: Size and Shape

When choosing packaging for your shipping contents, the contents in itself should not fit snuggly into the box or crate, but should have a gap from the outer wall. If you are shipping items that are of an odd shape, then you should take caution to use packaging/stuffing materials.

Choosing Packaging: Form of Contents

If you are planning on shipping liquids or powders, there will be the need for special considerations when choosing packaging and different techniques too.

Choosing Packaging: Value of Contents

When choosing packaging for items of high value, you should also consider opting for extra cushioning and protection

Choosing Packaging: Fragility

Choosing packaging for fragile items needs to be done with care, where not only is extra cushioning and protection is required but also a special label is needed for the exterior of the shipping box/crate to ensure that freight handles do take care during transport.

Choosing Packaging: Final Use

If you are planning on choosing packaging that it meant to go straight to retail, you may need to consider aspects such as presentation and whether you want to avoid any markings on the box.

Choosing Packaging: Regulations

When shipping regulated items, please speak to us at Transco Cargo for special consideration required for choosing packaging when shipping such items.

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If you take a bill of lading document when you are dealing with sea freight for your shipments, you will find terms such as FCL/FCL or LCL/FLC to name a few. These are the basis of container service types available in the market when it comes to maritime logistics.

In our previous blog, we looked at Consol Boxes which essentially are cargo sent via LCL shipping where different shipments are grouped together and loaded into one container by a consolidator who is someone other than the shipping line. The main difference between LCL and consol boxes is the party who loads the shipments.

Container Service Types – Full Container Load

Full Container Loading shipping is also abbreviated as FCL cargo, whereby one single customer is loaded onto one single container which will be utilized exclusively by that said customer.

There are many conveniences when choosing FCL out of the other container service types available for sea freight. The container (be it a 20ft or 40ft container size) will be sent to the customer’s origin address and the cargo will be methodically loaded. Similarly The container will be sent to the destination address for unloading. Usually, with FCL container service types, the client undertakes responsibility and liability for the packing and condition of the cargo.

Container Service Type – Less than Container Load

Less than Container Load as we have detailed in the blog before, involves the process of grouping together shipments from different shippers or consignees into one cargo shipment. The process involves clients transporting their cargo to the Container Freight Station which is the lines packing point, and the cargo is then packed by the shipping line on behalf of the client.

With this container service type, the shipping line takes on the responsibility as well as the liability for the cargo in terms of packing and delivery. But it should be noted that the LCL container service type is not a facility that is available in all countries around the world.

Container Service Type – Groupage

The Groupage container service type may be very similar to that of the LCL container service where the only difference would be that the cargo is controlled by a Groupage operator. How this is done is simple; the groupage operator will book the container (be it a 20ft or 40ft sized container) based on the sizing need. Once the cargo is packed, the groupage operator will issue their own House Bills to the clientele and collect from the shipping line a Master Bill of Lading.


A point that should be kept in mind when considering these container service types for your next cargo shipment, is that the following Terms of Shipment in container shipment are possible indicating how the cargo is packed.

  • FCL/FCL – One Shipper to One Consignee
  • FCL/LCL – One Shipper to Multiple Consignee
  • LCL/FCL – Multiple Shippers to Single Consignee
  • LCL/LCL – from Multiple Shippers to Multiple Consignees

Apart from the above Terms of Shipment, there are also Delivery Terms such as the following to indicate where the responsibility of the carrier/customer starts and/or ceases.

  • CY/CY – Container Yard/Container Yard
  • CY/CFS – Container Yard/ Container Freight Station
  • CFS/CY – Container Freight Station/Container Yard

CFS/CFS – Container Freight Station/ Container Freight Station

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“Consol Box” may sound a little foreign to you if you are not aware of the terms used in the logistics or maritime industry. To explain the concept of a Consol Box, we need to understand the process of shipping consolidation first. In this blog, we look at the history of shipping consolidation, the processes, and thereafter, the pros of choosing shipping consolidation and a consol box for your cargo freight.

The concept of containerization has been around in the 1950s and since revolutionized how shipping worked.  It pushed the ceiling on traditional means of trading, pushing globalization to the forefront of commercial trading making shipping easier, faster and safer. As the containerization evolved, different sizes (20ft and 40ft), different types and services (FCL/LCL/Groupage) of containerization came to be.  The common containerization types were FCL and LCL, which stand for Full Container Load and Less than Container Load. We will elaborate on these in a future blog post.

The process of consolidation goes hand in hand with the act of “consolidating”. It is often called “Grouping” in certain industry circles thus describing the process simply. The cargo is delivered to the packing station (referred to as a Container Freight Station (CFS)) by the client and thereafter packed into the container. The CFS can be carried out either by the shipping line or a consolidator (who is a firm that is tasked to group together various cargos (boxes/crates) into one shipment. A freight forwarder can often fill in for the role of a consolidator if needed. Now, when the process of consolidation is done under the care of the shipping line and own warehouses, this is known as “LCL Consolidation”. However, if the consolidation is carried out by the consolidator, then the container being loaded is termed as a “Consol Box”.

There are many pros of choosing shipping consolidation service. One would be not needing to incur as many costs or having to carry out certain activities normally associated with FCL shipments. When utilizing a Consol Box, you only need to pay for the space/weight you take up. When you opt for this type of service in your business model, you end up only stocking inventory based on your needs as opposed to maintaining a large inventory at all times which can rack up warehousing costs.

Whilst there are many advantages to choosing a consol box, do remember that there are no “one size fits all” shipping solutions. If your cargo is more than 12014 cubic meters, or is a heavier cargo, then you may find that FCL is the best shipping solution for you. Contact Transco Cargo for your freight forwarding needs, be it a Consol Box or FCL!

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In the recent years, many South Asia’s logistics industries have made great changes t keep up with the changing times and trends. With it, there have been many improvements to accommodate growing demand. However, South Asia still maintains higher costs and shipping still takes longer in the region than any other in the world.  Sri Lanka was named 13th best connectivity in the world with constant improvements being made to Sri Lankan Ports. However, with India’s ports development projects, how will this affect Sri Lanka ports in the future?

Based on the Dewry Global Port Connectivity index, they placed Sri Lanka 13th in 2018,. The index looks at the important of connectivity on the same level as how important a port’s sizing and scale is. The variables that are factored include the number of mainline services that call at each port on a weekly basis as well as the region in which the port is linked to.  All terminals have come together to further promote the Port of Colombo, with a memorandum being signed with Jaya Container Terminal (JTC) that is owned by the state, and the two privatized terminals – Public Private Partnership (PPP) and South Asia Gateway Terminal (SAGT). However with India continuously making developments to their infrastructure, it may affect Sri Lankan Ports and their standing.

The new strategy for India’s port development, named Sagarmala, has definitely put Sri Lanka in competition with improvements planned for its long coastline towards operational efficiency to counter performances and infrastructural difficulties in the past. However, whilst this could be a threat to the Sri Lanka ports, opportunities may also open up, especially for the Port of Colombo. Between the years of 2014-17, throughput of containers arriving at Colombo increase by 8.9% along with the 2013 commencement of Colombo International Container Terminal showing promise for deep and larger vessel accommodation.


The Sagarmala initiative by India for their ports development has four factors that will be looked into; Port Modernization, Port Connectivity, Port-Linked industrialization, and Coastal Community Development. How this type of port development will affect Sri Lankan Ports is mainly through its infrastructural improvements such as increasing capacity and draft depth of the ports.

However, Sri Lanka does have an advantage on India by way of the port having greater efficiency over its neighbor. If Sri Lanka also applies a certain holistic approach to its performance, there is a chance that Sri Lanka would still be able to retain its market share in the south Asian maritime sector.

What are your thoughts on India’s port developments and the Effect on Sri Lankan ports?

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When it comes to sending goods overseas, if you have a small amount of goods to send overseas, then you may simply opt for air freight, especially if the goods are needed urgently. However, if you have a substantial amount of goods at hand, and it needs to travel quite the distance plus isn’t urgent, then you may opt to choose ocean freight when sending goods overseas.

Whilst sending goods overseas can be a tricky business, when done correctly, it is quite easy and that’s why Transco Cargo is committed to helping you with your shipping needs. As our motto says “we love to deliver!” There are many players involved when sending goods overseas via ocean freight. These include shipping lines, the booking agents, freight forwarders, and not to mention customs brokers. As Transco Cargo handles door-to-door delivery of ocean freight goods, you can trust us with it all.

There are four main key players in the ocean freight transactions for sending goods overseas. They include the shipper, consignee, freight forwarder and the shipping line. You may not ever communicate directly with the shipping line, which is responsible for carrying your goods overseas.                It will be the freight forwarder (that is us, Transco Cargo), with whom you will be dealing with the most, whereby we as the freight forwarder will be arranging the transportation from you (the shipper – the party that shipment origin) to the consignee (at the destination who will receive the goods).

During the process of sending goods overseas via ocean freight, there are 5 physical steps involved along with a few documentation steps too. For every single shipment, there is a cost involved and must be settled either by the shipper or the consignee (and denoted in the shipping terms). The five physical movements are as follows;

  1. Export Haulage (Shipper to Origin Warehouse
  2. Origin Handling (Origin Warehouse to Origin Port)
  3. Ocean Freight (Origin Port to Destination Port)
  4. Destination Handling (Destination Port to Destination Warehouse)
  5. Import Haulage (Destination Warehouse to Consignee)

Of course, after export haulage, export customs clearance must be carried out to make sure all customs formalities are handled before the goods can leave the country. This process involves ensuring all regulatory requirements are met and a declaration is carried out and all required customs documentation for shipping are handed over the authorities accordingly.  When the goods reach the destination port, import customs clearance will also need to be carried out similarly.

Stay tuned for more insights in the shipping industry. Let Transco Cargo take the burden out of sending goods overseas via ocean freight for you with our turnkey shipping solutions.

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In the shipping industry, there are many terms that are used for the various parties involved. These terms can also change based on the transactions at hand, especially when classifying whether they are personal or commercial transactions. For instance, a consignor and consignee are terms often used in the business sector for trade transactions. To understand the difference between a consignor and a consignee, let’s first understand what each term means and what each party is responsible for. To put it simply, a consignor is usually the party that is sending the goods, whereas a consignee is the recipient of the goods. Let’s look at it more in depth.

What is a Consignor?

A consignment is referred to the act of when the goods made and sent by the manufacture or the producer to the buyer; the owners of the goods are sending it across to either the agents located elsewhere. When goods are sent as consignments, the sender is usually referred to as a consignor and the main contract by the carrier will state the sender as the consignor.

What is a Consignee?

The recipient of a consignment is usually referred to as the consignee. The consignee however is only the receiver and not the owner of said goods. The ownership of the goods only transfers to the consignee when the party pays the consignor in full for the goods included in the consignment transaction. Usually the person who does receive the goods as a consignment is always the consignee. It does not matter if the consignee in question is indeed the buyer or an agent receiving the goods on behalf of someone with the intention of selling as this information is of no concern to the carrier who includes the consignee on the shipping contract.

The Difference between a Consignor and Consignee

So, you ask what would you say is the difference between a consigner and consignee? Well there are few to list out.

  • A consignment document will always have the name of the consignor and consignee mentioned by the carrier or the transporter
  • The consigner is the sender, whereas the consignee is the receiver of the goods (consignment)
  • The consignee may be the buyer or an agent acting on behalf of the consignor
  • Ownership of the consignment only moves hands when the consignee has paid for the goods in full to the consignor

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Transco Cargo is committed to being your logistics partner undertaking everything from documentation, picking up cargo, freighting, documentation, customs clearance and delivery to your doorstep. Sorting out customs clearance in Sri Lanka, is similar to those of other countries but there are a few nitty gritty details that some may find different. For instance bureaucracy and cultural aspects may play a factor and connections matter at times. That’s why we recommend our customers to assign us, Transco Cargo to take on the process of customs clearance in Sri Lanka.

According to the Sri Lanka Customs division, there are certain criteria that must be presented. It should also be noted that Sri Lanka also utilises the Automated System for Customs Data or ASYCUDA for short to handle administrator for the country’s customs data as deemed by the United Nations Conference for Trade and Development (UNCTD).

Within the process of customs clearance in Sri Lanka, there are several requirements that needs to be carried out. The ASYCUDA CUSDEC (Customs Declaration) requires you to prepare four copies. They are namely the Warranty Copy, Delivery Copy, Exchange Copy, and Partys Copy.  Customs declaration as part of the process of customs clearance in Sri Lanka can occur and be processed either at the Bandaranaike International Airport Cargo division’s Long Room at Katunayake or at Importers Office of the assigned Department Trade and Investment division.

If you possess all the prepared CUSDEC documentation, it should be sent to the Lon Room along with the following documentation; two bank stamped invoices/packing lists, goods arrival notice/ air waybill / use way bill, and any other documents needed.

Any items such as phones & accessories, medicine & medical equipment, rifles, uns and other weapons, live plants, vegetables and fruits, allfoods items, cosmetics, out boat engines sent via caro will require additional licenses or approvals. They are as follows;

    • Phones and accessories
      • TRC (Telecommunication Regulatory Commission)
      • ICL (Import Control License)
    • Medicines and Medical equipments
      • NMRA (National Medicines Regulatory Authority)
      • ICL (Import Control License)
    • Rifles, guns and other weapons
      • Ministry of Defence approval
      • ICL (Import Control License)
    • Live plants
      • Plant Quarantine
    • Vegetables and fruits
      • IFIU (Imported Food Inspection Unit)
    • Live Animals
      • Animal Quarantine
      • ICL (Import Control License)
    • All Food Items
      • IFIU (Imported Food Inspection Unit)
    • Cosmetics
      • CDDA (Cosmetics Drugs Devices Authority)
    • Out boat Engines (more than 25 HP)/ Motorcycle engines (More than 250cc)
      • Ministry of Defence
      • ICL (Import Control License)


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If you are an Australian based company looking to doing business with Sri Lanka, this blog post may be of import to you. With a partnershing between the two countries spanning over seven decades, since before the Sri Lanka became an independent nation, there are many partnerships formed between Sri Lanka and Australia since. From migration and education to economic and development partnerships, there have been many improvements over the years  concerning innovation and research to bilateral agreements.

In terms of doing business with Sri Lanka, agreements between the two countries for economic cooperation have strengthened relations for trade. These are elaborated on the Department of Foreign Affairs  under the Joint Declaration of Enhanced Cooperation between Australia and Sri Lanka back in 2017.

These agreements for economic cooperations includes the following;

  • to commit to harnessing opportunities for trade and economic integration in the Indo-Pacific regions via bilateral trade  expansions and investments in industries such as agribusiness, energy, education, tourism, hospitality, and mining.
  • to commit to improve market access opportunities, trade promotions, and further investment facilitations. Australia has also committed to support Sri Lanka in technical advice for trade facilitation and reform, as well as improving better business enabling environments.
  • to commit to recognise and grow opportunities for greater energy cooperation, whereby Sri Lanka’s changing energy requirements will require Australia who is a major energy supplier to step in. Furthermore, Australia is home to private sector investment expertise which may aid Sri Lanka in energy infrastructure for economic growth.
  • to commit to recognising opportunities in the minerals and mining sectors for Australia to aid Sri Lanka in mapping its natural resources and in the establishment of sustainable mining sectors
  • to commit to recognising tourism opportunities and its importance to national economic with Australia aiding Sri Lanka in developing sustainable tourism practices and continue to promote investments

With the prevailing situations in Sri Lanka getting back to a sense of normalcy after the April 2019 Easter Attacks, Sri Lanka has returned to normal with many returning to work and doing business in Sri Lanka.


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This year, many carriers are focusing on profitability as opposed to ensuring that vessels are full. With smart business tactics in play, carriers are attempting to ensure that financials are steady due to the effect of many of those going out of business in the last few years.

There are many factors that would affect ocean shipping, and in 2019, the likes of supply and demand play a big role. Unlike past years, there was a simple correlation that if there was a spike in demand, there would also be a spike in shipping rates; if demand dropped, then shipping rates would decrease. This occurred regardless of whether it was profitable for the carrier. However, with fewer carriers in play, many vessels are committed to maintaining a tight ship with reducing the available capacity to make sure that demand is present against such available capacity. This has resulted in average shipping rates being maintained at a higher rate, with overall capacity for ocean shipping in 2019 projected to increase at least by 3%.

Politics and government policies, trade and tariff uncertainties can also affect ocean shipping in 2019, as much as it did in 2018. With the trade war between China and America in 2018 led to many changes in how importers/exporters dealt with ocean shipping. Southeast Asia has encountered many importers moving towards supply chain diversification, along with increase in use of transshipments along with the base ports. The following is a summary of the US- China trade war.

Despite demand in Southeast Asia increasing, carriers are not looking to increase their services, which may change the way in which carrier operations will occur. Don’t forget the Brexit also looms, and that in hand, will affect ocean shipping in some way too.

Ocean carrier consolidation and the use of 3PLs (also known as third party logistics providers), with various carriers re-strategizing the way they operate. One of which is to either invest in the use of 3PLs.  Another factory that would affect ocean shipping in 2019 would be the use of ocean shipping technology, to reduce manually entered invoices and information.