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Standards and Compliance

Standards and Compliance

Standards and Compliance.
From Privacy Framework to our Network RuleBook 

NVOCCs & Freight Forwarders

  • Real-time GPS tracking of deliveries.
  • Chain together your deliveries in the most efficient way.
  • Add new stops by clicking and dragging to increase ROI.

FTL & LTL Trucking

  • Real-time GPS tracking of deliveries.
  • Chain together your deliveries in the most efficient way.
  • Add new stops by clicking and dragging to increase ROI.

Shippers, P&I, Finance

  • Real-time GPS tracking of deliveries.
  • Chain together your deliveries in the most efficient way.
  • Add new stops by clicking and dragging to increase ROI.

Automate Freight Document Processes like Invoicing

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The carrier does not accept any responsibility for information supplied by the shipper as to the quantity, weight or quality of goods nor for the weight of cargo shipped in bulk where it has been ascertained by a third party other than the carrier. He is responsible only for leading marks, provided that they are clearly shown on the packages and of a specified height, usually two inches, and does not acknowledge the contents of packages or other containers. That is why such information is shown as ‘Said to Contain’.

Types of document There are various kinds of bill of lading dependent upon their function:

1. Those issued with printed dauses for conventional or through traffic on liner terms.
2. Those issued for goods accepted under ‘Combined Transport’ conditions.
3. ‘Short form’ or ‘blank back’ documents.
4. Bills of lading issued under a charter-party.
5. Bills of lading issued by a freight forwarder.

Dematerialized Bill of Lading: Framework

The conventional ‘long form’ bill of lading usually contains about 30 numbered clauses which are fairly standard in their content, but there may be variations depending on the requirements of the carrier and the trade concerned. These clauses evidence the contract of carriage and must be read in conjunction with any conditions which are included in an addendum/rider.

The 3 Most Important Parts of a Bill of Lading

(a) Evidence of the contract of affreightment i.e. it contains all the essential terms;
(b) prima facie evidence of the receipt by the carrier that the goods are shipped or received for shipment; and
(c) a ‘quasi negotiable’ document which by endorsement or by contract in pursuance of which the endorsement is made, passes the title in the goods.


Bill” means this document, whether issued as a Bill of Lading or a Sea Waybill, and whether issued in paper or electronic form;

Carriage” means the whole or any part of the operations and services whatsoever undertaken by the Carrier in respect of the Goods covered under this Bill;

Carrier” means Ocean Network Express Pte Ltd on whose behalf this Bill has been signed;

Container” includes any container (including an open top container), trailer, transportable tank, flat rack or pallet or any similar article used to consolidate Goods and any ancillary equipment;

Freight” includes all charges payable to the Carrier in accordance with the applicable Tariff(s) and this Bill, including storage, demurrage and detention;

Goods” means the whole or any part of the cargo and any packaging received from the Shipper and includes any equipment or Container not supplied by or on behalf of the Carrier;

Hague Rules” means the provisions of the International Convention for the Unification of Certain Rules relating to Bills of Lading signed at Brussels on 25th August, 1924 and includes the amendments by the Protocols signed at Brussels in 1968, and 1979, but only if such amendments (hereinafter collectively called “the Visby Amendments”) are compulsorily applicable to this Bill and nothing in this Bill shall be construed as contractually applying the Visby Amendments;

Holder” means any person for the time being in possession of or entitled to this Bill by reason of the consignment of Goods or the endorsement of this Bill or otherwise;

Merchant” includes the Shipper, Consignee, owner, Person owning or entitled to possession of the Goods or of this Bill, Receiver, Holder, and anyone acting on behalf of any such person, including but not limited to agents, servants, independent contractors, non-vessel operating common carriers (“NVOCCs”), and freight forwarders;

Person” includes an individual, group, company or other entity;

Place of Delivery” means a place so named overleaf or any other place where the Carrier has contracted to deliver the Goods when such place is other than the Port of Discharge;

Place of Receipt” means a place so named overleaf or any other place where the Carrier has contracted to receive the Goods, when such place is other than the Port of Loading;

Port of Loading” means a port or place so named overleaf or any other port or place where the Goods are loaded onto the Vessel for Carriage;

Port of Discharge” means a port or place so named overleaf or any other port or place where the Goods are discharged from the Vessel;

Sub-Contractor” includes owners, charterers and operators of the Vessel or any other vessel (other than the Carrier), sea, water, rail, road, air or other transport operators or carriers, stevedores, terminal operators, warehousemen, and any independent contractors or agents employed by the Carrier in performance of the Carriage and any subcontractor thereof;

US COGSA” means the United States Carriage of Goods by Sea Act, 1936;

Vessel” includes the vessel named on the face hereof, and any vessel, lighter, barge, ship, watercraft or any other means of water transport used in whole or in part for Carriage of Goods under this Bill;

Verified Gross Mass” means the combined mass of a Container’s tare mass and the masses of all packages and cargo items including but not limited to pallets, dunnage, other packing material and securing materials packed in the Container and verified by one of the methods of weighing specified in SOLAS Chapter VI Regulation 2.

Waterborne Carriage” means carriage by sea or water, and includes the period during which the Goods are under the custody of the Carrier for the Carriage at the sea/water terminal of the Port of Loading or the Port of Discharge, whether or not on board the Vessel.

Unique Clauses

(1) “FreightTrust Bill of Lading” means this bill of lading if and while it is controlled by the Freight Trust Network. The words “Protocol” “FreightTrust” “FTN” shall be equivilant to “FreightTrust Bill of Lading” in reference to said document.

(2) “FreightTrust User” “Protocol User” “Consoritum Member” means a person enrolled in the FreightTrust Network.

(3) “Surrender Party” “Designated Point of Contact” – If the Merchant requests a “Standard Protocol/FTN” Bill of Lading, and a “FTN” Bill of Lading is issued, Surrender Party or Designated Point of Contact is a FTN “User” who is designated as the person to whom the Bill of Lading must be presented to obtain delivery of the Goods at the end of the Carriage/Transportation.

The bill of lading evidences the contract of carriage from the time the Carrier accepts complete custody and control of the Goods at the place of receipt or the port of loading described on the face of this bill of lading until the Carrier delivers custody or control of the Goods at the port of discharge or the place of delivery described on the face of this bill of lading. The terms and conditions of the bill of lading apply during the Carriage described by this bill of lading on all modes of transportation and storage. They apply before the Goods are loaded onboard any means of transportation, and after the Goods are discharged from any means of transportation as well as while the Goods are onboard any means of transportation.

Securing the Virtual Supply Chain

Organizations are increasingly at risk of supply chain compromise, whether intentional or unintentional.  Managing cyber supply chain risks require ensuring the integrity, security, quality and resilience of the supply chain and its products and services. Cyber supply chain risks may include insertion of counterfeits, unauthorized production, tampering, theft, insertion of malicious software and hardware, as well as poor manufacturing and development practices in the cyber supply chain.

Cyber Supply Chain Risk Management (C-SCRM) is the process of identifying, assessing, and mitigating the risks associated with the distributed and interconnected nature of IT/OT product and service supply chains. It covers the entire life cycle of a system (including design, development, distribution, deployment, acquisition, maintenance, and destruction) as supply chain threats and vulnerabilities may intentionally or unintentionally compromise an IT/OT product or service at any stage.

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