SEA CONTAINER TRANSPORT
Sea container transport is one of the main ways goods move between countries and continents. A container is a standardized, reusable metal transport unit that can be transferred between vessel, truck and rail without unloading the cargo itself.
Backloads coordinates the entire logistics chain — from cargo pickup and export formalities to sea freight, port procedures, customs clearance and final delivery.
Did you know? Modern containerization developed rapidly from the 1950s and fundamentally changed international trade — the same cargo unit could be moved by vessel, rail and truck.
WHAT WE PROVIDE
We provide both straightforward container transport and complete door-to-door logistics solutions.
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Full containers (FCL)
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Consolidated sea freight (LCL)
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Reefer containers for temperature-controlled cargo
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Dangerous goods
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Flexitank solutions
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Port procedures and customs formalities
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Delivery to an inland terminal or the consignee's door
HOW DOES SEA FREIGHT WORK?
1. QUOTATION
You send us the route, cargo description, dimensions, weight and delivery terms. We determine the most suitable shipping line, service and container type, or whether the shipment should move as LCL.
2. ROUTE AND BOOKING
For imports, you send us the shipper's contact details and a reference that allows the shipper to identify the specific shipment. We then provide you with our agent's contact details. For exports, it is even simpler — we coordinate everything directly with you.
3. PICKUP AND EXPORT
We arrange container delivery or LCL pickup and the export formalities. We check the documentation to make sure it meets the shipment requirements. We monitor the process from the empty truck leaving the depot until the cargo sails.
4. SEA FREIGHT
The cargo travels to its destination either directly or via one or more transshipment ports. We monitor the shipment's movement, assess whether it is being held too long at a transshipment port, and inform you of changes.
5. IMPORT AND DELIVERY
We coordinate port procedures, customs clearance and, if required, door delivery.
WHAT INFORMATION DO WE NEED TO PREPARE A QUOTE?
To prepare an accurate sea freight quotation, please send:
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pickup location and destination;
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Incoterms, if known;
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cargo description;
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number of packages, dimensions and weight;
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whether LCL or FCL is required, if already known;
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planned cargo-ready date.
If the cargo is dangerous, temperature-controlled or non-standard in size, also include the relevant technical information, SDS/MSDS, temperature requirements, exact dimensions or cargo photos.
If you do not know which transport solution or container type to choose, that is not a problem — send us the cargo details and we will identify the most suitable solution.
LCL OR FCL — WHICH SEA FREIGHT OPTION SHOULD YOU CHOOSE?
One of the first questions in sea freight is whether to ship the cargo as LCL, or consolidated sea freight, or book a full container as FCL. The answer does not depend only on the number of pallets. Cargo volume and weight, route, packaging, cargo value, sensitivity to handling and current freight rates should all be considered.
LCL (Less than Container Load) means that cargo from several customers is consolidated in one container. The customer does not pay for the entire container, only for the space required by their shipment. It is usually a logical solution for smaller shipments, such as a few pallets, but the cargo is handled more during consolidation and deconsolidation than in a full-container shipment. LCL is generally positioned as a solution for smaller shipments, while the choice between LCL and FCL should be assessed not only by volume, but also by cost, speed and the nature of the cargo.
FCL (Full Container Load) means the entire container is reserved for one customer's shipment. It does not mean the container must be filled to the last cubic metre — even a half-empty container is still FCL if no other customers' cargo is loaded into it. FCL generally means less cargo handling and greater control over the shipment.
If the cargo is around 10 m³, we already recommend comparing both options. On some routes, LCL will still be considerably cheaper, while on others a full 20' container may cost only slightly more. For very valuable, fragile or handling-sensitive cargo, the decision should consider not only the transport price but also the additional handling risk.
LCL — CONSOLIDATED SEA FREIGHT
In practice, LCL is especially convenient when cargo volumes vary regularly and there is no need to wait until enough cargo has accumulated for a full container. It allows smaller lots to be shipped more frequently and inventory to be planned more flexibly. At the same time, packaging is especially important — because LCL cargo is consolidated with other shipments and receives additional handling at terminals, durable packaging and correct marking are particularly important.
If the cargo is palletized, make sure the pallet is stable, properly secured and does not overhang the pallet footprint. This reduces the risk of damage during consolidation, handling and deconsolidation.
FCL — SEA CONTAINERS AND TYPES
Once FCL has been selected, the next step is choosing the right container. The Backloads page highlights the three most commonly used options — 20'DC, 40'DC and 40'HC.
A 20-foot container is often suitable for compact and heavier cargo. A 40-foot container provides substantially more cargo space, while a 40'HC, or High Cube, is taller and provides additional cubic capacity for bulky cargo. The correct choice is not only about how many cubic metres fit inside — cargo weight, dimensions, loading method and weight distribution must also be considered.
Specialized equipment is available in addition to standard dry containers. Reefer containers are used for temperature-controlled cargo, Open Top containers for cargo that needs to be loaded from above or exceeds standard height, and Flat Rack containers for large and oversized cargo. Equipment availability always depends on the route and shipping line.
CONTAINER TYPES AND DIMENSIONS
20'DC, 40'DC and 40'HC containers are the most commonly used in sea freight, but a specific cargo may require a Reefer, Open Top or Flat Rack container. The most suitable container type is selected based on cargo dimensions, weight, loading method and special transport requirements.
Below you can compare the most commonly used container types and their main dimensions. Exact dimensions and payload may vary slightly depending on the container manufacturer, series and shipping line.
Standarta 20 pēdu dry konteiners sausām kravām, īpaši piemērots kompaktām un smagākām kravām. Iekšējie izmēri: ap 5,900 × 2,352 × 2,395 mm (garums × platums × augstums). Durvju ailes izmēri: ap 2,340 × 2,292 mm (platums × augstums).
Standarta 40 pēdu dry konteiners lielākam kravas apjomam. Iekšējie izmēri: ap 12,032 × 2,352 × 2,395 mm. Durvju ailes izmēri: ap 2,340 × 2,292 mm.
40 pēdu High Cube konteiners ir augstāks par standarta 40’ konteineru un piemērots apjomīgām kravām. Iekšējie izmēri: ap 12,032 × 2,350 × 2,700 mm. Durvju ailes izmēri: ap 2,340 × 2,597 mm
Temperatūras kontrolēts 20 pēdu reefer konteiners pārtikai, farmācijai un citām kravām ar noteiktu temperatūras režīmu. Iekšējie izmēri: ap 5,450 × 2,280 × 2,159 mm. Durvju ailes izmēri: ap 2,290 × 2,264 mm.
Temperatūras kontrolēts 40 pēdu High Cube reefer konteiners lielākam temperatūras režīma kravas apjomam. Iekšējie izmēri: ap 11,599 × 2,290 × 2,425 mm. Durvju ailes izmēri: ap 2,290 × 2,557 mm.
20 pēdu Open Top konteiners ir piemērots kravām, kuras nepieciešams iekraut no augšas vai kuru augstums pārsniedz standarta konteinera iespējas. Iekšējie izmēri: ap 5,895 × 2,350 × 2,340 mm. Durvju ailes izmēri: ap 2,338 × 2,280 mm.
40 pēdu Open Top konteiners paredzēts garākām un apjomīgākām kravām, kurām nepieciešama iekraušana no augšas. Iekšējie izmēri: ap 12,029 × 2,350 × 2,344 mm. Durvju ailes izmēri: ap 2,340 × 2,276 mm.
20 pēdu Flat Rack izmanto smagām un negabarīta kravām, kuras nevar ievietot slēgtā konteinerā. Izmantojamais platformas garums: ap 5,638 mm, platums: ap 2,438 mm, augstums starp platformu un gala konstrukciju: ap 2,233 mm. Flat Rack nav standarta durvju ailes.
40 pēdu Flat Rack paredzēts garām, lielām un smagām projekta kravām, kuras var pārsniegt standarta konteinera gabarītus. Izmantojamais platformas garums: ap 11,652 mm, platums: ap 2,347 mm, augstums: ap 2,265 mm. Flat Rack nav standarta durvju ailes.
SPECIALIZED SEA FREIGHT AND CONTAINER SOLUTIONS
A standard dry container is suitable for a large share of cargo, but temperature-controlled, dangerous, liquid or non-standard cargo may require different equipment and more careful shipment preparation.
Depending on the cargo, we can arrange Reefer containers for temperature-controlled cargo, dangerous goods transport, Flexitank solutions for liquids, as well as Open Top and Flat Rack containers for non-standard and oversized cargo. In some cases, a SOC, or shipper-owned container, can also be used.
For such shipments, it is especially important to know the exact cargo dimensions, weight, packaging and technical requirements before booking, and to check the conditions of the specific shipping line.
REEFER CONTAINERS
Reefer containers are used for cargo that requires a specified temperature regime during transport. This may include food products, pharmaceuticals, raw materials or other temperature-sensitive cargo.
Before transport, the required temperature is established and the specific cargo requirements are checked. Depending on the goods, ventilation, humidity and other parameters may also be important.
Backloads can arrange the Reefer container, its delivery to the loading location and, where required, a genset so that the refrigeration unit can operate during inland transport.
DANGEROUS GOODS
Transporting Dangerous Goods (DG) by sea requires special preparation and prior approval from the shipping line.
To check transport options, an SDS/MSDS is usually required, containing information on the product classification, UN number, dangerous goods class and other characteristics.
Not all shipping lines and vessel sailings accept every dangerous goods class. DG cargo should therefore not be sent to the port before the required approval has been obtained.
Backloads can help check transport possibilities, obtain shipping line approval and coordinate the required documentation, markings and placard requirements.
OPEN TOP AND FLAT RACK CONTAINERS
If the cargo cannot be placed in a standard container due to its dimensions or construction, an Open Top or Flat Rack container can be used.
An Open Top container has no permanent metal roof, making it suitable for cargo that must be loaded from above or exceeds the internal height of a standard container.
A Flat Rack container is used for oversized and non-standard cargo that may exceed the width or height of a standard container, such as machinery, equipment and industrial structures.
For such OOG — Out of Gauge — cargo, exact dimensions, weight and often cargo photos or drawings are required before booking. The cargo must be approved by the shipping line in advance because its dimensions affect the space reservation on the vessel.
Special attention must also be paid to proper cargo securing, including lashing, blocking and bracing.
SOC — SHIPPER OWNED CONTAINER
Most sea shipments use shipping-line-owned containers, or COC — Carrier Owned Containers. In certain cases, a SOC — Shipper Owned Container — owned by the shipper or another party chosen by the cargo owner can also be used.
A SOC can be useful, for example, when the container does not need to be returned to the shipping line at destination or when it forms part of a longer project or supply chain.
It is important to note that not every used sea container is automatically suitable for international transport. Before booking, the container's technical condition and required CSC compliance should be checked.
If required, Backloads can also help arrange the purchase and transport of a suitable sea container.
FLEXITANK FOR LIQUID CARGO
A Flexitank is a flexible tank installed in a suitable 20-foot container and used to transport certain liquid products, usually non-dangerous, in larger volumes.
This solution can be used for various food, chemical or industrial liquid raw materials, provided the specific product is suitable for transport in a Flexitank.
Before installation, the container must be in suitable technical condition and inspected. Backloads can arrange the container, its inspection, Flexitank installation and the onward sea freight.
Each product is assessed individually, as a Flexitank is not suitable for every liquid.
Not sure which container your cargo requires? Send us the cargo description, dimensions, weight, loading location and destination. We will review the available options and select the most suitable solution for the shipment.
HOW ARE SEA FREIGHT COSTS AND DELIVERY TIMES CALCULATED?
A sea shipment consists of several separate stages — cargo pickup, export formalities, port handling, sea freight, destination port charges, import customs clearance and delivery to the consignee. The sea freight rate alone therefore does not represent the total shipment cost.
The prices and timeframes below are indicative and are intended to illustrate a typical shipment structure. Actual costs depend on the route, cargo, port, container type and the specific shipment conditions.
CARGO PICKUP FROM THE SUPPLIER
The cargo is collected from the manufacturer or supplier and delivered to the port or an LCL consolidation warehouse.
Estimated cost:
FCL — from EUR 200
LCL — from EUR 50
Time: usually 1–2 days, although more remote pickup points may require longer.
EXPORT CUSTOMS FORMALITIES
If the cargo is exported outside the relevant customs territory, the required export formalities and documents must be completed before departure.
Estimated cost: EUR 50–200
Time: usually 1–2 business days if the documents are prepared and no additional controls are required.
ORIGIN TERMINAL AND PORT CHARGES
The container is delivered to the terminal and prepared for loading onto the vessel. For LCL, the cargo is first delivered to a consolidation warehouse and loaded into a shared container with other customers' cargo.
FCL port/terminal charges: approximately EUR 300–500
LCL terminal handling: from EUR 50
SEA FREIGHT
This is the main transport leg — from the port of departure to the destination port.
FCL: depending on the route, sea freight is generally measured in thousands of euros per container.
LCL: sea freight can start from approximately EUR 200, depending on cargo volume, weight and route.
Time: from a few weeks to several months depending on the route, transshipment ports and vessel schedule.
DESTINATION TERMINAL
After the vessel arrives, the container is discharged at the terminal. For LCL cargo, the container is moved to a deconsolidation warehouse where the individual shipments are separated.
FCL port/terminal charges: approximately EUR 300–500
LCL terminal handling: from EUR 50
Time: usually several days, depending on the terminal, documents and cargo release.
Important for LCL shipments from China:
For LCL shipments on CIF terms, destination charges can be significantly higher than normal terminal handling costs. Before accepting a supplier’s CIF offer, always confirm all destination charges in Riga. In many cases, EXW or FOB arranged through your own freight forwarder provides better cost control.
IMPORT CUSTOMS CLEARANCE
Before the cargo can be received, an import declaration is prepared and, where applicable, customs duty, VAT and other charges are paid.
Customs broker fee: approximately EUR 50–200
Time: usually 1–2 business days if the documents are in order and the cargo is not selected for additional inspection.
PRACTICAL TIP — Check customs requirements before the cargo is shipped:
Before the cargo is dispatched, we recommend contacting us to check the expected customs duty, VAT and other possible costs, as well as which documents, certificates or permits may be required to import the specific goods into Latvia.
The same applies to exports from Latvia — before dispatch, it is worth checking the destination country's import requirements. This helps avoid situations where unexpectedly high taxes are discovered after shipment, or where customs clearance is impossible because required documentation is missing or the requirements can no longer be met.
DOOR DELIVERY
After customs formalities are completed, the container or LCL cargo is delivered to the consignee's address.
Cost: depends on the distance, cargo weight, container type and equipment required.
Time: usually 1–2 days after cargo release, provided transport has been booked in advance.
TRANSIT TIME AND VESSEL SCHEDULES
Sea freight transit time depends on more than just the distance between the port of departure and the destination port. It is also affected by the selected route, vessel schedules, transshipment ports and connection availability.
On many routes, a container does not travel to the destination on a single vessel. At a transshipment port, it is transferred to another vessel — this is known as transshipment. The cargo remains in the same container during this process.
If the connecting vessel is delayed, the schedule changes or there is no space available on the planned sailing, the container may be moved to the next departure. This is known as a rollover and can extend the overall transit time by several days or even longer.
INDICATIVE SEA FREIGHT TRANSIT TIMES
Europe / Mediterranean: 14–28 days
North America — East Coast: 21–35 days
North America — West Coast: 42–63 days
China / East Asia: 42–70 days
Arabian Peninsula / Persian Gulf: 42–70 days
West Africa: 28–42 days
East Africa: 42–63 days
South America — East Coast: 28–42 days
South America — West Coast: 42–63 days
Australia / New Zealand: 56–84 days
The transit times shown are indicative. The exact transit time depends on the specific port of departure and destination, the selected shipping line, transshipment ports and the current vessel schedule.
Backloads checks the current route and expected transit time separately for each shipment.
WHAT ELSE CAN AFFECT TRANSIT TIME?
Sea freight is part of a global transport system, so it can also be affected by events not directly related to a particular shipment. These may include extreme weather, port congestion, strikes, technical disruptions, restrictions in canals or straits, and geopolitical developments.
Shipping lines may change their usual routes due to security conditions. For example, disruptions on the Red Sea and Suez Canal route may lead vessels to take the significantly longer route around Africa via the Cape of Good Hope. Disruptions in strategically important waterways such as the Strait of Hormuz can also affect vessel movements, transit times and supply chains.
A good example of how one event can have a major impact was the Ever Given incident in 2021, when the Suez Canal was blocked for several days and vessel traffic was disrupted along one of the world's most important maritime corridors.
Weather can also significantly affect schedules. Severe storms and typhoons may temporarily halt port operations or prevent a vessel from entering a port safely. This means that even a carefully planned vessel schedule may change during the shipment.
In shipping, ETA — Estimated Time of Arrival — is therefore an estimate, not a guaranteed arrival time. Backloads monitors each shipment and informs the customer if the vessel schedule or expected arrival time changes materially.
DOCUMENTS, VGM AND CARGO PREPARATION
Booking space on a vessel and delivering the container to the port is not enough for a sea shipment. To ensure the cargo is accepted for carriage and reaches its destination without unnecessary delay, documents must be prepared on time, the shipping line's cut-off deadlines must be met, the container's VGM must be submitted, and the cargo must be properly packed and secured.
The required documents and requirements depend on the goods, route, Incoterms, the shipper's and consignee's countries, and the requirements of customs and other authorities. It is therefore advisable to check the documentation before the cargo leaves the supplier.
WHAT DOCUMENTS AND INFORMATION ARE REQUIRED FOR SEA FREIGHT?
The exact set of documents may vary for each sea shipment, but a typical container shipment most commonly involves the following documents and information.
Commercial Invoice — the commercial invoice is prepared by the seller or shipper. It usually states the seller and buyer, product name and description, quantity, price, total value, currency and terms of the transaction. The Commercial Invoice is one of the key documents for customs formalities.
Packing List — the packing list is also prepared by the seller or shipper. It states the number of packages, gross and net weight, dimensions, markings and how the cargo is distributed across the packages. The Packing List helps the freight forwarder, terminal and customs understand how the cargo is physically packed.
Shipping Instructions — this is not a separate transport document, but the information required to prepare the Bill of Lading. It usually includes the shipper, consignee, notify party, cargo description, number of packages, weight, container and seal numbers, ports of loading and discharge, and other shipment details.
When working through Backloads, the customer does not need to learn each shipping line's system or work out how to submit the information correctly. We collect the required data, check it and submit it to the shipping line in the correct format. We already have the booking, route, port and container information, making the process simpler for the customer.
WHAT IS A BILL OF LADING?
A Bill of Lading (B/L) is one of the most important documents in sea freight. It states the shipper, consignee, notify party, cargo description, number of packages, weight, container and seal numbers, ports of loading and discharge, and other shipment-related information.
Before the final document is issued, a B/L draft is usually prepared and should be checked carefully. Errors in the consignee's name, address, cargo description or other details may result in amendment fees or delay cargo release at destination.
ORIGINAL BILL OF LADING, TELEX RELEASE OR SEA WAYBILL?
Original Bill of Lading — an original set of B/Ls is issued. Depending on how the document is made out, it may also function as a document controlling the right to take delivery of the cargo. An Original B/L is often used when the seller wants to retain control over cargo release until certain transaction conditions have been fulfilled.
With an Original B/L, it is important to determine in advance where the originals will be held and how they will reach the consignee, because cargo release may be delayed without the required document handling.
Telex Release — this is not a separate type of Bill of Lading, but a cargo release mechanism. The Original B/L is normally surrendered to the shipping line at origin, after which the line electronically informs its destination office or agent that the cargo may be released without presentation of the physical Original B/L.
Telex Release is convenient when the seller no longer needs to control cargo release through original documents and there is no need to send paper originals by courier.
Sea Waybill — a non-negotiable sea transport document used when cargo release does not need to be controlled through an Original Bill of Lading. The consignee is named in the document and a physical original is generally not required for cargo release.
A Sea Waybill is often the simplest solution for transactions between parties that already know each other and where the B/L does not need to be used as a transaction-control instrument.
If you are unsure whether to use an Original B/L, Telex Release or Sea Waybill, Backloads can explain the differences and help select the most suitable solution for the specific transaction.
CUSTOMS DOCUMENTS
International sea freight usually also requires customs formalities to be considered. Depending on the shipment, an export declaration, import declaration, transit declaration, customs power of attorney, licences, permits, certificates or other product-specific documents may be required.
Customs declarations are generally prepared by a customs broker on the customer's instructions, using the commercial documents and product information provided by the customer.
When working with Backloads, the customer does not need to coordinate the shipping line, freight forwarder, terminal and customs broker separately. We collect the required information, coordinate the shipment and provide the broker with what is needed to prepare the customs formalities.
If a particular product requires a licence, certificate or other permit, it is important to establish this before the cargo is shipped, not when the container is already in transit or has arrived at the port.
WHAT IS VGM?
VGM — Verified Gross Mass — is the verified gross weight of a packed container. Before a packed container may be loaded onto a vessel, the shipping line and terminal must receive a correctly declared VGM by the required deadline in accordance with SOLAS requirements.
VGM includes not only the weight of the goods themselves, but the total weight of the packed container including packaging, pallets, securing materials and the container's tare weight.
If the VGM is not submitted on time or is not acceptable, there is a risk that the container will not be loaded onto the planned vessel.
VGM1 AND VGM2 — WHAT IS THE DIFFERENCE?
The terms VGM1 and VGM2 are often used in practice and correspond to the two weighing methods provided for under SOLAS.
Important: VGM is not simply the gross cargo weight shown on the Packing List. It is the verified gross mass of the entire packed container.
VGM1 — Method 1
After the container is fully packed, the entire packed container is weighed. The result is the actual gross mass of the full container.
This method is particularly useful when it is not possible to determine accurately enough the weight of each cargo item, package and securing material separately. If required, Backloads can help arrange weighing of the packed container in Riga.
VGM2 — Method 2
VGM is calculated by adding together the cargo weight, packaging weight, pallet weight, securing and other materials placed in the container, plus the container's own tare weight.
This method requires accurate weight data. The container tare weight is normally shown on the container itself.
WHAT IS A CUT-OFF AND WHY IS IT IMPORTANT?
Each vessel departure has specific cut-off deadlines by which certain actions must be completed.
Container cut-off — the deadline by which the container must be delivered to the terminal.
VGM cut-off — the deadline by which the Verified Gross Mass must be submitted.
Shipping Instructions cut-off — the deadline by which the information required to prepare the B/L must be submitted.
Customs cut-off — the deadline by which the required export formalities must be completed.
If an important cut-off is missed, the container may not be loaded onto the planned vessel and the shipment may be moved to the next sailing.
HOW TO PREPARE CARGO CORRECTLY FOR A CONTAINER?
During sea transport, cargo may be in transit for several weeks and exposed to vibration, container movement, handling, humidity and temperature fluctuations. Proper packaging and cargo securing are therefore particularly important.
The cargo must be positioned so that it cannot move freely during transport. Depending on the cargo, lashing, blocking and bracing may be used, including straps, supports, timber structures or other suitable solutions.
If solid wood packaging, pallets or timber supports are used in international transport, they may need to comply with ISPM 15 requirements depending on the route.
WHAT SHOULD BE CHECKED BEFORE LOADING A CONTAINER?
Before loading the cargo, it is also advisable to inspect the container itself.
Make sure the container is clean, dry and free of strong odours, the floor is not significantly damaged, the doors and seals are in working order, and there are no visible holes or other damage.
A simple way to inspect a dry container is the so-called daylight test — with the container doors closed, no daylight should be visible through the walls or roof.
After the container has been loaded and the doors closed, a container seal is applied. The seal number must be correctly stated in the transport documentation.
FREQUENTLY ASKED QUESTIONS ABOUT SEA FREIGHT
The sea freight price depends on the route, cargo volume and weight, the selected container type, Incoterms, port charges and current shipping line rates.
LCL and FCL rates change regularly, so an accurate quotation requires information about the cargo, pickup location and destination.
For smaller shipments, LCL is usually more suitable, as cargo from several customers is consolidated in one container. For larger volumes or more sensitive cargo, it is worth comparing FCL as well.
The choice depends not only on the number of pallets, but also on cargo volume, weight, packaging, route, handling risk and current rates.
For smaller shipments, LCL is usually more suitable, as cargo from several customers is consolidated in one container. For larger volumes or more sensitive cargo, it is worth comparing FCL as well.
The choice depends not only on the number of pallets, but also on cargo volume, weight, packaging, route, handling risk and current rates.
WHAT DOCUMENTS ARE REQUIRED FOR SEA FREIGHT?
The documents most commonly required are the Commercial Invoice, Packing List and the information needed to prepare the Shipping Instructions. Depending on the goods and route, export or import declarations, licences, certificates or other product-specific documents may also be required.
Backloads coordinates the required information with the shipping line and customs broker so the customer does not need to communicate separately with every party involved.
WHAT TO SEND US TO RECEIVE A QUOTE?
To prepare an accurate quotation, please send the pickup location, destination, Incoterms, cargo description, number of packages, dimensions and weight.
If the cargo is dangerous, temperature-controlled or non-standard in size, also include the relevant technical information, SDS/MSDS or cargo photos.