A freight forwarder, forwarder, or forwarding agent is a person or company that organizes shipments for individuals or corporations to get large

orders from the manufacturer or producer to market or final [1][2][3] point of distribution. Forwarders will contract with a carrier to facilitate the movement of goods. A forwarder is not typically a carrier, but is an expert in supply chain management. In other words, a freight forwarder is a "travel agent," for the cargo industry, or a third-party (non-asset-based) logistics provider. A forwarder will contract with asset-based carriers to move cargo ranging from raw agricultural products to manufactured goods. Freight can be booked on a variety of carrier types, including ships, airplanes, trucks, and railroads. It's not unusual for a shipment to move along its route on multiple carrier types. International freight forwarders typically arrange cargo movement to an international destination. International freight forwarders, have the expertise that allows them to prepare and process the documentation and perform related activities pertaining to international shipments. Some of the typical information reviewed by a freight forwarder is the commercial invoice, shipper's export declaration, bill of lading, and other documents required by the carrier or country of export, import, or transshipment. Much of this information is now processed in a paperless environment. The FIATA short-hand description of the freight forwarder as the 'Architect of Transport' illustrates clearly the commercial position of the forwarder relative to his client. In Europe there are forwarders that specialize in 'niche' areas such as rail-freight and collection and deliveries around a large port. The latter are called Hafen (port) Spediteure (Port Forwarders). A forwarder in some countries may sometimes deal only with domestic traffic and never handle international traffic. One of the earliest freight forwarders of record is the now defunct Thomas Meadows and Company Limited of London, England. The firm was established in 1836 and was acquired by Rockwood International Freight Inc. in 1989. Rockwood was acquired by Delmar International of Montreal, Quebec, Canada in 1990. According to "Understanding the Freight Business," written and published by the executive staff of Thomas Meadows and Company in 1972, the advent of reliable rail transport and steamships created the demand for the then fledgling freight forwarding industry. New world trade patterns developed between Europe and North America, creating additional demand. The first international freight forwarders were actually inn keepers in London who held and re-forward the personal effects of their hotel guests. The original function of the forwarder was to arrange for the carriage of his customers' goods by contracting with various carriers. His responsibilities included advice on all documentation and customs requirements in the country of destination. His correspondent agent overseas looked after his customers' and kept him informed about matters that would affect movement of goods. In modern times the forwarder still carries out those same responsibilities for his client. He still operates either as a domestic US carrier, or otherwise with a corresponding agent overseas or with his own company branch-office. In a single transaction, it can happen that the forwarder may be acting as a carrier (principal) or as an agent for his customer or both

A typical day for a freight forwarder would primarily consist of talking with clients and warehouse around the world. Taking this information and passing it along to the appropriate party whether that be an SSL (Steamship Line), United States Customs or the customer themselves. Along with making sure that the freight the client is importing or exporting gains entry into the country a freight forwarder must(most of the

time) arrange for said freight to be picked up and delivered to the final consignee's place of business. This requires contacting trucking companies, rail lines and even sometimes exporting the goods to a different country for final delivery. A lot of this is now done over the Internet and phones. A typical freight forwarder will spend most of the day at a desk in front of a computer.

What is an International Freight Forwarder? ... "Once upon a time, people thought of customs brokers and freight forwarders as simply agents somehow linked to the shipping industry. Now, at last, these go-betweens are being given their due as crucial middlemen in making life easier for importers and exporters. .... Simply put, the freight forwarder is the cargo expediter. As intermodal transportation becomes more complex, the job of freight forwarder becomes more essential and difficult. He must coordinate the complexity of financial, transport and other service activities. For example, he will: - Arrange to receive export shipment for a client at any point of origin in the United States. - Arrange consolidations of less-than-container load lots. - Arrange forwarding to seaboard of the cargo loaded aboard ship. - Arrange for insurance coverage. - If necessary, arrange free domicile delivery abroad. ... Many forwarders offer the same service on air freight and are consolidators." ... Journal of Commerce, March 6, 1989 "Freight Forwarders can be thought of as travel agents for cargo shipped to overseas locations. Most employ highly skilled and knowledgeable staffs who search for the most economical means to ship your cargo. The myriad of documentation requirements and government formalities are the details commonly handled by the Freight Forwarder." ... International Trade Line of Balto. County Chamber of Commerce, January, 1992 issue "An international freight forwarder brings together all the loose ends that must be coordinated if American products are to be shipped to foreign buyers in the course of our nation's international trade. They are both small and large firms that have been licensed by the Federal Maritime Commission as fit, willing and able to provide the expert know-how and expertise needed to arrange for the movement of cargo from inland points to foreign destinations with maximum speed and efficiency and at the least cost to the exporter. The international freight forwarder must have an intimate knowledge of transportation techniques, both their possibilities and limitations, and has to know how to advise and act in the best interests of his exporter principal. Often called the "Architect of Transport", the forwarder performs an essential role in America's constantly growing foreign trade". ... "Freight Forwarder: Transport Architect", National Customs Brokers & Freight Forwarder's Association " 'Ocean freight forwarder' means a person in the United States that: (1) Dispatches shipments from the United States via common carriers and books or otherwise arranges space for those shipments on behalf of shippers; and (2) Processes the documentation or performs related activities incident to those shipments."...Part 510.2(n) of "Licensing of Ocean Freight Forwarders" What specific functions does a freight forwarder normally perform? .... "Forwarder's Procedure", courtesy of Journal of Commerce 1. Preliminary advice to the exporter: Explaining exporter's responsibilities / obligations under Terms of Sale (Incoterms) requested. Assist in negotiating inland and ocean rates; provide ideas on optimal and most cost effective shipping alternatives. Assist in determining the best way to ship i.e. - container vs. breakbulk, consolidation vs. exclusive use, conference vs. non-conference, air vs. ocean.

Packing / Marking recommendations. Explain port functions in connection with export. Advice as to what the exporter should accomplish and what the forwarder will accomplish for him. Review import licenses, where applicable. Recommendations regarding receiving payments for exports -- explanation of methods of payment. Interpret and control Letters of Credit. Advice as to possible problems may encounter: Improper packing, cheapest method of shipping not always the best, document discrepancies that can cause slow or non payment and/or confiscation of freight in foreign port, consequences resulting from late delivery of freight and/or late documents. Estimate complete Export transportation and related costs for quotes (on Proforma invoice) and L/C. Advise of drawback opportunities for previously imported cargo being exported. Can put exporter in touch with experts in the fields of trade financing, international marketing, government export requirements, international banking, and marine insurance. Most forwarders have a "library" of information on U.S/overseas ports, which exporters can use as guidance. 2. Booking the freight / Shipping Operations: Provide custody and control of material in transit. Expedite production and delivery. Coordination of positioning empty container to be delivered / returned (inland carrier), where stuffing takes place. ` Choosing the steamship line as required.

Mechanics of booking and shipping: special handling considerations, ETA destination required, port of export, port of destination, direct vs. transshipment, number/kind of packages, commodity precise description, size and type of container. Handling freight or other moneys advanced by shippers, or remitting or advancing freight or other moneys or credit in connection with the dispatching of shipments. Provide NVOCC consolidation services to exporters for LCL and FCL modes. 3. Documentation for shipping: Certify and notarize invoices. Normally prepare dock receipt, bill of lading; warehouse receipt, insurance certificate, AID documents, certificate of origin, special customs invoices, inspection certificate.

May prepare or assist in preparing with exporter: commercial invoice, packing list, draft, transmittal letters, consular invoices, export license, drawback forms, shipper's export declaration. 4. Notifications made in connection with the shipment: Notification normally made to exporter/shipper, consignee, consignee's broker. Notification made for insurance, L/C, contract, payment, and advice purposes. While shipment is underway, forwarder may trace as necessary, assist in filing claim when necessary and correct errors learned after the fact. 5. Distribution of negotiable documents for collections: Forward documents to Bank, exporter's foreign sales representative, consignee or consignee's broker.

Functions of the International Freight Forwarder According to the CIFFA, the most elementary role of the international freight forwarder is to arrange for the movement of goods from point A to point B, in accordance with the client's instructions, in the most economical, timely and safe fashion. The ten major functions a forwarder can perform are: 1. Best Routing: Freight forwarders can recommend the best (economical/timely/safe) routing and book space with a carrier. Thanks to more efficient routing an exporter's goods may be more competitive in new markets. 2. Packaging: They advise on or arrange for appropriate packaging, marking and labelling; or containerization. This includes directions on stowing and container use. 3. Customs Clearance: Freight forwarders need a basic knowledge of how local and foreign customs clearance works, and what papers are required for it. They give advice on foreign import regulations. 4. Transport Insurance: Unless the exporters make their own insurance arrangements, the forwarders are usually asked to do so because of their knowledge of the available coverage and their limitations. 5. Warehousing and Distribution: Freight forwarders arrange storage, either after customs clearance or while still "in bond", and give advice on facilities, rates and procedures. They also arrange for the distribution of large lots, including re-labelling and re-shipping. 6. Rate and Contract Negotiations: Forwarders command a large volume of freight and are thus in a

position of strength to obtain the best possible rates. 7. Finding Alternatives: Forwarders are flexible and can find alternative ways of moving the goods in the case of an emergency such as earthquakes, strikes, weather or riots. 8. Groupage/Consolidation: Smaller shipments may be moved into a full carload/trailer load/container load, at great savings to the exporter. 9. A World-Wide Network: With branches or correspondents in all major ports/cities they act as groupage or degroupage agents, attend to reforwarding and customs clearance and are available for advice and consultation. 10. Follow-Up: Forwarders stay in touch with their customers and see to it that their shipments, once delivered to the carrier, do indeed move out and reach their destination. Furthermore, freight forwarders can provide the exporter with an initial quotation on the following: Cost of freight Port charges Consular fees Cost of special documentation Cost of insurance Fee of the freight forwarder This information may be used to prepare an accurate price quotation for the foreign buyer.

In order to meet the diverse requirements of the trading community Agency operations undertake Freight forwarding and other logistics operations like Air Freight, LCL consolidations etc. The EBMS team has enabled automation of these operations by simple processes that could meet such diverse and low revenue earning operations. Implementing a comprehensive system enables Freight forwarding companies to streamline operational and managerial process and gain better control of their business benefiting them and their customers These solutions have enabled the Agents / Freight Forwarders

Track Jobs and Job costing by estimating margins right from enquiry stage Revenue and profit management by automating work flows for transactions that dont match revenue norms Tracking estimated and actual costs and margins Job Wise Remove Duplication of work once for local requirements and once for Principal requirements Operations by sharing of information across all functions Better financial management due to real time invoicing and receivables management.

What is a back to back shipment..??

Posted on November 23, 2009 by Manaadiar

This was a question from one the readers of the blog.. Its usually known as a back to back bill of lading rather than shipment as the shipment is actually the same but the documentation will be different.. Well, back to back bill of lading is when there is an NVOCC operator involved or when a Freight Forwarderwants to issue their own bill of lading.. In such cases, the House Bill of Lading issued by the NVOCC/Freight Forwarder will be an EXACT replica of the Master Bill of Lading issued by the actual Shipping line.. The only difference will be that the shipper, consignee and notify party details will be different in the HBL and MBL.. In the HBL

the Shipper will usually be the actual shipper/exporter of the cargo (or as dictated by the L/C) the Consignee will usually be the actual receiver/importer of the cargo (or as dictated by the L/C) the Notify could be the same as Consignee or any other party as dictated by the L/C)

In the MBL

the Shipper will usually be the NVOCC operator or their agent or the Freight Forwarder.. the Consignee will usually be the destination agent or counterpart or office of the NVOCC operator or the Freight Forwarder the Notify could be the same as Consignee or any other party..

The rest of the details like vessel/voyage information, cargo description, number of containers, seal numbers, weight, measurements etc etc will all remain the same..

The contract of carriage is generally governed by the contract of carriage of the Master bill of lading which usually overrides the House Bill of Lading contract as far as insurance cover is concerned, so one has to be very careful to make sure that the vital details remain the same when issuing a HBL on a back to back MBL..
Rate this:

Freight Forwarder vs NVOCC Freight Forwarder and NVOCC do almost the similar functions, though some differences exist between them. NVOCC stands for Non-Vessel Operating Common Carrier. One of the main differences between NVOCC and Freight Forwarder is that the NVOCC sometimes can own or operate their own or leased containers. The freight forwarders on the other hand do not own and operated their own or leased containers. The NVOCC operators in certain countries are requested to file their tariffs with

the government regulatory bodies and thus create a public tariff. The freight forwarder on the contrary is not required to file his tariffs with the government regulatory bodies and create a public tariff in the process. This is a very important difference between NVOCC and freight forwarder. The status of virtual carrier is accorded in certain areas to the NVOCC whereas freight forwarder is not accorded the status of virtual carrier. The NVOCC accepts the liabilities of a carrier in certain cases. The freight forwarder does not accept the liabilities of a carrier in any case. It is important to note that a freight forwarding company can act as an agent for NVOCC. On the other hand the NVOCC cannot act as an agent of a freight forwarder. It is interesting to note that apart from the differences mentioned above between the NVOCC and the freight forwarder, there are no major differences between the two. NVOCC specializes in transit, goods in transit and the major destination. The freight forwarder primarily specializes in transit. It is important to know that the NVOCC would have its own branch at the other destination where it would deposit the goods issuing bills of lading in the process. As a matter of fact the NVOCC is agent based in its activities. Freight forwarding does not differ much in this aspect.
Containerisation system. Containers are not new. From earliest times human beings have used objects designed to hold other things. Even nature did this before man thought of it. The egg is an obvious example. The use of containers in shipping is also not new. Jars for oil and wine were used thousands of years ago. However, what is new today is the concept of unitisation and the system of containerisation that results from unitisation. The huge scale of the system and the manner in which the system has influenced and affected the maritime industry leads to new ways of seeing transport of goods by sea and, with intermodalism, also by land or by air. Transport has changed from sea transport from port to port being dominant to simply transport of

goods. While goods are integrated or unitised into containers, transport itself is integrated. In such an integrated transport system, which is what containerisation is all about, no link in the transport chain can be overlooked, from the design of containers, ships, trains, cranes and handling methods to the procedures, documentation, electronic data interchange and standardisation of hardware and software. Containerization has brought about a revolution in the industry and ships are more productive, a container ship being probably six times more productive than older, general and break-bulk cargo ships. In addition to allowing gains in operating efficiency, the use of containers to move goods in international trade has probably introduced a safer system of cargo transport with the goods less subject to pilferage because of the reduced handling of individual packages. However, while pilferage may have reduced, the entire container is frequently stolen. Containerisation in its modern form is considered to have started in the United States in the 1950s but there are records of containerisation systems even before the Second World War and also during the war when containers were used to supply the United States military. The containerisation system has many components, both physical (the hardware) and non-physical (the software), the latter mainly comprising relationships between the parties involved in the system and other variables. The physical components comprise the containers themselves (commonly called boxes), the ships that carry them, the other modes of transport used such as in the rail and road haulage sub-systems, the berths and shore infrastructure such as container yards (CY) and container freight stations (CFS), and also documentation and computers. The non-physical sub-systems involve container leasing versus owning, clerical functions, communication, relationships between different carriers, utilisation and load factors, competition between carriers, marketing, port congestion, processing time such as with Customs, availability of trained personnel, and so on. To describe the entire system sufficiently well would require a complete book. There are a number of good books available. Here, brief mention will be made of some of the hardware. A container is best defined in Art. 11(1) of the International Convention on Safe Containers which entered into force in 1977: Container means an article of transport equipment: (a) of permanent character and accordingly strong enough to be suitable for repeated use; (b) specially designed to facilitate the transport of goods by one or more modes of transport, without intermediate reloading; (c ) designed to be secure and/or readily handled, having corner fittings for these purposes; (d) of a size such that the area enclosed by the four outer bottom corners is either: (i) at least 14 sq. m. (150 sq. ft.) or (ii) at least 7 sq. m. (75 sq. ft.) if it is fitted with top corner fittings; A corner fitting is: ... an arrangement and apertures and faces at the top and/or bottom of a container for the purpose of handling, stacking and/or securing. The containers can have standardized dimensions, the standards imposed by the International Standards Organisation (ISO), but many ocean carriers, particularly those

from the United States, use other measurements. The ISO has established standards for container strengths and fitting in addition to sizes. In 1968 the ISO also began work on developing an international standard for the marking of freight containers. This was because, in those early days of containerisation, there was considerable confusion because of the variety of numbering systems developed independently by container owners. Eventually, by 1971, the International Container Bureau (BIC), based in Paris, was able to establish a standard code, the BIC-Code, to give each container some unique identity (See BIC Codes). Standardization is beneficial because of interchangeability of the containers between transport modes, the economy of mass production, uniformity of handling devices and methods (which lead to the ease of training for handlers) and minimum wasted space on board the transport vehicle and at storage areas on land, to name only a few. ISO standards for size vary from 8 feet to 8 feet 6 inches in height and 8 feet in width. The lengths can vary between 10 feet, 20 feet, 30 feet and 40 feet. The 20 feet and 40 feet boxes are the most common, giving rise to new terminology: TEU which is one unit of measurement of ship size, cargo handling statistics, and other uses. The TEU is a twenty-foot equivalent unit. The FEU is also commonly used, and is a Forty-foot equivalent unit. In the United States, which has most of the containers owned by carriers or lessors, nearly 60 per cent of the containers are in FEUs. In the United Kingdom, about 60 per cent are in TEUs. Also in the U.S., many other lengths are used, ranging up to 45 feet, 48 feet and 52 feet, each by different carriers. The heights used also depend on the clearance beneath bridges and tunnels when the containers are used in land transport modes. In some countries high cube boxes can be used, where the heights go up to 9 feet 6 inches. The increase of dimensions does have an impact on the organisation of combined transport, especially on the inland transport legs. In some countries national inland regulations and essential infrastructures may require to be changed to facilitate the transport of oversized containers. At the end of 1989, a seminar was held in the EEC to consider all the aspects of increased dimensions. No agreement could be reached on a long-term strategy on maximum dimensions but there may be a possibility that the ISO standards may be amended in the future. The use of non-standard containers can cause some problems especially in some countries where the infrastructure cannot cope with the dimensions of such boxes. Containers are expensive and to outfit a ship carrying, say, 1,000 TEUs, perhaps 3,000 and 5,000 boxes may be needed to make an allowance for containers which are stored ashore awaiting stuffing (loading), shipment on board the vessel, stripping or devanning (emptying) and also those being transported on other modes of transport. Most containers are owned by the ocean carriers, approximately 51 per cent of the total TEUs, compared to those owned by container lessors (approximately 44 per cent). There are other owners, who are neither ocean carriers nor lessors. The construction cost of containers has risen gradually in the last few years and with insurance and certification as to strength and fittings, the price per container becomes very high. Therefore a large amount of capital can be tied up in the containers themselves. This not only militates against many developing countries but also has transformed a large

sector of the maritime industry into a heavily capital-intensive industry. In the transport of cargo in containers, the ships are also important physical components of the containerisation system. The ships can be broadly classified into those providing deepsea, ocean services and those providing short-sea, feeder services. The ships providing ocean services are larger and faster and operate over longer routes with fewer ports of call. Some liner operators offer a round the world service (RTW) or global service where large ships may go around the world in opposite directions, some ships going eastwards and others westwards. These main trade routes are trunk routes. Feeder ships bring cargo to load centres which are main ports of call, for the mother ships along the trunk routes. At the load centres, the cargo is transhipped. Extensive feedering is essential for operators to maintain utilisation and load factors which return reasonable profits on the large capital investment. The transhipment also requires large investment, particularly for storage facilities, cargo handling facilities and inland transport modes. The feeder ships are smaller, although even larger container ships which are used for discrete liner services may bring cargo to load centres for transhipment on a RTW service. The feeders serve from peripheral ports to transhipment ports on a through service or a RTW service. Three main types of container ship can be identified: (a) the fully-cellular container ship, where containers are loaded into vertical guides, each container-guide system forming a cell. There is thus little or no wasted space. The containers may be six or more deep in the cargo holds. They are also loaded on deck in guides-and maybe stacked up to four or five or even six high. The largest container operators use this type of ship. Partly-cellular container ships are designed to carry part loads of containers in fixed cell guides. This latter type can also carry containers without cell guides but with container-securing fittings, in which case they are multi-purpose container ships (see below). (b) the cellular ship with Ro/Ro capability, which has roll-on, roll-off facilities for vehicular cargo as well as container load-on, lift-off (Lo/Lo) capacity. These ships offer a solution to one of the deficiencies of fullycellular container vessels, which are not really suitable for long or bulky units of cargo. This type of ship is popular on the Europe to Austral-Asia trades. (c) the multi-purpose container ship (or combination container ship) where containers can be carried on one leg of a voyage and other types of cargo carried on the return. Such cargo can be bulk (in con-bulkers) or vehicles. Some multi-purpose vessels can carry break-bulk, general cargo and also containers although, instead of fixed cell guides for the containers, other fittings on board the ship are used to secure the containers from shifting and being damaged or even lost overboard because of the vessels movement in a seaway. These ships can carry secured containers and also general cargo on the same leg of the voyage. However, because of loading and discharging requirements for the large container units, these have to be carried in the square of the hatch and this can interfere with the stowage of general cargo shipped in the wings of the cargo holds. The ships may or may not have their own cargo-handling fittings and equipment, such as cranes and/or derricks. Generally, the larger ships are gearless and depend on shore-based cargo gear.

The average size of container vessels is usually specified in TEUs per ship. The unit represents the space that would be used by a standard 20-ft.-long container.

8 Containerization is an inter-modal system of transporting the general cargo or product in lots which are too small for the traditional bulk transport system, using ISO standard containers. The goods can be easily moved from one location to another in these containers which can be loaded intact onto the container ships, trucks, railroad cars and planes. The concept of containerization is considered as the key innovation in the field of logistics which has revolutionized freight handling in the twentieth century. Benefits of Containerization Goods in lots which are too small for the traditional bulk transport can be moved using containers. Containerization is best option for high-value and delicate cargo as it provides safety from human and natural factors. As containers are moved intact, substantial amount of time and labor cost is saved which would otherwise have incurred in loading and unloading goods. It prevents poor handling of goods that results from bulk transport systems. Containers can act as mode of storage anywhere along the transport route. Container ships provide regular service to overseas ports, thus it minimizes the waiting time. Containerization reduces the transit time which not only offers a means of marketing for the producer that bulk systems cannot provide, but also helps to reduce the inventory costs and increases reliability. Following part explains the containerization in past, present future: The carrying of containers through ships started in 1951 between Alaska and Seattle. The first purpose built container shipthe Clifford J. Rodgers was built in Montreal in 1955 which was owned by the White Pass & Yukon Route. In its maiden trip it carried 600 containers between Skagway, Alaska and North Vancouver, British Columbia. These containers could be moved by rail, truck and ships. This way gradually, the whole inter- modal system started operating.

Malcom McLean, the US trucking industry player innovated the idea of using large containers, transferable on an inter-modal basis. With the abolition of Interstate Commerce Commission's regulatory, deregulation of maritime rates, trucking and railway it became possible to develop fully integrated system. Present Today containerization has become the integral part of logistics. It has revolutionized the cargo shipping. Today, nearly 90% of non bulk cargo moves by containers put on transport ships. One fourth of world's total containers start from China. With the use of ISO standard containers, the size and shapes of commercial vehicles carrying containers are also getting standardized. Today, improved cargo security is seen as an added benefit of containerization. The cargo is not visible and hence less likely to be stolen and also doors of the containers are sealed so that its safety can be assured. Worldwide standardization of sizes of containers has lessened the problems of incompatibility and gauge. Today most of the trains in the world operate on 4 feet 8 inch gauge track but many countries like Russia, Australia, Spain and Finland while countries in Africa and South America use narrower gauges. Some of the largest global players containerizing containers today are Bowen Exports, Theiler & Sons Goods, LLC and Patrick Global Shipping. Types of containers available to meet different needs: Open top bulk containers Open side containers General purpose dry vans Platform containers High cube pallet wide containers Containers with temperature controlling facility Ventilated containers Tank containers

Flush folding flat-rack containers Future Containerization reduces time in transit, the inventory costs and increases reliability. Such benefits are forcing the industry to make it more favorable in terms of cost, flexibility and speed. As the Internet and other new communication technologies are developing, it is expected to bring more innovations which will further simplify the tasks of logistics. Many companies are designing the freighters capable of 14000 TEU. Container traffic from Asia is expected to grow more rapidly in near future. The containerization in terms of expansion is expected to be far rapid in China. The Asia's share of containerized exports to world's total exports is expected to reach nearly 64 % in 2015. Past The effort to ship cargo in container initiated in the beginning of 19th century. These containers could be shifted from railroads to ships or trucks. The containers used at that time were much smaller than what we see today. In the mid 1920s Milwaukee Railway and Chicago North Shore started using shippers' vehicles and motor carrier vehicles on flatcars between the route of Milwaukee and Chicago. Later, Seatrain Lines carried railroad boxcars on ships to move goods between Cuba and New York. Also, the Chicago Great Western Railway and the New Haven railroad began transporting highway freight trailers on flatcars. In the early 1950s, these flatcars got more equipped with new decks.

Ads by Google

vv 0