Rule 1 Tariff Scope

effective date = 01Apr2011

ALL TARIFF MATTER TRANSFERRED FROM NVO TARIFF SERVICES ON

31MAR2011, FROM TARIFF 004896-001.

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1. This tariff contains rules, regulations, for local and

intermodal transportation of commodities between Ports and

Points in the United States and World Ports and Points via

rail, motor, water carrier or combination thereof over the

US Pacific, Atlantic and Gulf Coast Interchange Ports in

direct service.

2. Except as otherwise provided, rates are based on

all-water service and apply from Ships tackle at the port

loading to Ships tackle at the port of discharge as named in

the Bill of Lading.

Freight rates include the on-shore hooking of slings or

loads to the loading gear. All charges and expenses beyond

the Ships side are for the account of the Cargo, including

origin receiving charges and destination delivery charges,

handling charges, tolls, wharfage, and any other expenses.

All water services applies between the following U.S. and

world ports:

A. U.S. PACIFIC COAST PORTS

Long Beach, CA

Los Angeles, CA

Oakland, CA

Portland, OR

San Diego, CA

San Francisco, CA

San Pedro, CA

Seattle, WA

Tacoma, WA

B. U.S. ATLANTIC COAST PORTS

Baltimore, MD

Boston, MA

Charleston, SC

Elizabeth, NJ

Jacksonville, FL

Miami, FL

New York, NY

Newark, NJ

Newport News, VA

Norfolk, VA

Philadelphia, PA

Portsmouth, VA

Savannah, GA

Wilmington, DE

Wilmington, NC

C. U.S. GULF COAST PORTS

Galveston, TX

Houston, TX

Jacksonville, FL

Mobile, AL

New Orleans, LA

Tampa, FL

D. FAR EAST RANGE

Brunei

China

Hong Kong

Indonesia

Japan

Korea Republic Of

Macau

Malaysia

Philippines

Singapore

Taiwan

Thailand

Vietnam

E. UNITED KINGDOM, EUROPE, SCANDINAVIAN-BALTIC RANGE,

AND THE MEDITERRANEAN RANGE

Belgium

Bulgaria

Denmark

Finland

France

Germany

Greece

Ireland

Italy

Netherlands

Norway

Poland

Portugal

Romania

Russia

Spain

Sweden

United Kingdom

Yugoslavia

F. SOUTH PACIFIC RANGE

Australia

Fiji

French Polynesia

New Caledonia

New Zealand

Papua New Guinea

Solomon Islands

Tonga

Vanuatu

G. AFRICA RANGE

Algeria

Angola

Benin

Cameroon

Comoros

Congo

Djibouti

Ethiopia

Gabon

Gambia The

Ghana

Guinea Bissau

Guinea

Ivory Coast

Kenya

Liberia

Madagascar

Mauritania

Morocco

Mozambique

Namibia

Nigeria

Senegal

Seychelles

Sierra Leone

Somalia

South Africa

Tanzania United Republic Of

Togo

Tunisia

Zaire

H. MIDDLE EAST RANGE

Bahrain

Bangladesh

Burma

India

Israel

Jordan

Kuwait

Lebanon

Oman

Pakistan

Qatar

Saudi Arabia

Sri Lanka

Turkey

United Arab Emirates

Yemen

Saudi Arabia

Sri Lanka

I. CENTRAL AND SOUTH AMERICA RANGE

Argentina

Belize

Brazil

Chile

Colombia

Costa Rica

Ecuador

El Salvador

French Guiana

Guatemala

Guyana

Honduras

Nicaragua

Panama

Paraguay

Peru

Puerto Rico

Suriname

Uruguay

Venezuela

3. US INTERIOR POINTS (IPI)

A. Unless otherwise provided, intermodal rates apply to

cargo received at specifically named U.S. origin points and

ship in ocean, rail, motor, or barge Carriers equipment on

a through Bill of Lading.

IPI rates apply to or from all U.S. interior points in

the 48 Contiguous States and the District of Columbia

via the interchange ports named in Rule 1 and under

specific TLIs only.

B. Unless otherwise specified, intermodal rates apply

from the Carriers terminal facility only and do not

include receiving, transloading or drayage charges

prior to receipt by Carrier.

C. In the event that there is no container on flat

car [COFC] or trailer on flat car [TOFC] rail

terminal at the U.S. origin/destination city, then a

motor carrier service may be used to receive/deliver

the cargo at origin/destination instead of at

Carriers terminal in order to dray the cargo to/from

the COFC/TOFC rail terminal for subsequent movement

to the interchange port.

D. Motor through rates apply to cargo received by

the Carrier for shipment to/from U.S. points instead

of Carriers terminal.

E. Rail rates are through intermodal rail-water

rates and apply to/from industry or team tracks

instead of a Carriers terminal at U.S. origin points

for movement to destinations as described under the

destination port group.

F. Unless otherwise provided for, rates include all

inland transportation charges pursuant to and part

of the through movement of cargo from receipt by

the Carrier at origin to delivery at destination.

Unless otherwise specified, demurrage and detention

and destination delivery, and demurrage charges

will apply.

G. Through rates for shipments in transit from U.S.

points are provided by the Carrier or their authorized

agents at the interchange port[s] of discharge.

H. States where IPI Service Applies

Alabama

Alaska

Arizona

Arkansas

California

Colorado

Connecticut

Delaware

Dist. Of Colombia

Florida

Georgia

Idaho

Illinois

Indiana

Iowa

Kansas

Kentucky

Louisiana

Maine

Maryland

Massachusetts

Minnesota

Michigan

Mississippi

Missouri

Montana

Nebraska

Nevada

New Hampshire

New Jersey

New Mexico

New York

North Carolina

North Dakota

Ohio

Oklahoma

Oregon

Pennsylvania

Rhode Island

South Carolina

South Dakota

Tennessee

Texas

Utah

Vermont

Virginia

Washington

West Virginia

Wisconsin

Wyoming

4. FOREIGN POINTS AND INTERCHANGE PORTS

Rates apply to or from all Points in all countries named

herein via rail, motor, water carrier or combination thereof

over the Destination Interchange Ports in the following

Groups:

A. FAR EAST RANGE

COUNTRY INTERCHANGE PORT

Brunei ............. Muara

China .............. Dalian

.............. Guangzhou (Canton)

.............. Hong Kong

.............. Huangpu (Whampoa)

.............. Qingdao (Tsingtao)

.............. Shanghai

.............. Tianjin

Indonesia .......... Jakarta

.......... Surabaya

.......... Belawan

.......... Semarang

Japan .............. Kobe

.............. Nagoya

.............. Osaka

.............. Tokyo

.............. Yokohama

Korea, Rebublic of . Busan

Macau .............. Macau

Malaysia ........... Kota Kinabalu

........... Kutching

........... Kelang

........... Penang

Philippines ........ Manila

Singapore .......... Singapore

Taiwan ............. Chilung (Keelung)

............. Kaohsiung

............. Taichung

Thailand ........... Bangkok

Vietnam ............ Ho Chi Minh City

Hai Phong

B. UNITED KINGDOM, EUROPE, SCANDINAVIA-BALTIC RANGE, AND

MEDITERRANEAN RANGE

COUNTRY INTERCHANGE PORT

Belgium ............ Antwerpen

Bulgaria ........... Varna

Denmark ............ Aarhus

............ Copenhagen

Finland ............ Helsinki

............ Kotka

............ Turku

France ............. Le Havre

............. Marseilles

Germany ............ Bremen

............ Bremerhaven

............ Hamburg

Greece ............. Piraievs

............. Thessaloniki

Ireland ............ Cork

............ Dublin

............ Dundalk

............ Galway

............ Waterford

Italy .............. Genova

.............. Livorno

.............. Milano

.............. Napoli

.............. Venezia

Netherlands ........ Amsterdam

........ Rotterdam

Norway ............. Bergen

............. Oslo

............. Stavanger

Poland ............. Gdansk

............. Gdynia

Portugal ........... Leixoes

........... Lisboa

........... Oporto

Romania ............ Constanta

Spain .............. Barcelona

.............. Bilbao

.............. Cadiz

.............. Valencia

Sweden ............. Goteborg

............. Malmo

............. Stockholm

United Kingdom ..... Belfast

..... Felixstowe

..... Glasgow

..... Grangemouth

..... Liverpool

..... London

..... Southampton

Yugoslavia ......... Koper

......... Split

C. SOUTH PACIFIC RANGE

COUNTRY INTERCHANGE PORT

Australia .......... Adelaide

.......... Brisbane

.......... Fremantle

.......... Melbourne

.......... Sydney

.......... Perth

Fiji ............... Suva

French Polynesia ... Papeete

New Caledonia ...... Noumea

New Zealand ........ Auckland

........ Christchurch

........ Lyttelton

........ Wellington

Papua New Guinea ... Lae

... Port Moresby

Solomon Islands .... Honiara

Tonga .............. Nukualofa

Vanuatu ............ Port Vila

D. AFRICA RANGE

COUNTRY INTERCHANGE PORT

Angola ............. Lobito

............. Luanda

Benin .............. Cotonou

Cameroon ........... Douala

Comoros ............ Moroni

Congo .............. Pointe Noire

Djibouti ........... Djibouti

Egypt .............. Bur Sa Id

Ethiopia ........... Mitsiwa

Gabon .............. Libreville

.............. Port Gentil

Gambia The ......... Banjul

Ghana .............. Accra

.............. Sekondi

.............. Takoradi

.............. Tema

Guinea ............. Conakry

Guinea Bissau ...... Bissau

Ivory Coast ........ Abidjan

Kenya .............. Mombasa

Liberia ............ Monrovia

Madagascar ......... Toamasina

......... Toliara

Mauritania ......... Nouakchott

Morocco ............ Agadir

............ Casablanca

............ Tanger

Mozambique ......... Beira

......... Maputo

......... Nacala

Namibia ............ Walvis Bay

Nigeria ............ Lagos

............ Port Harcourt

Senegal ............ Dakar

Seychelles ......... Mahe

Sierra Leone ....... Freetown

Somalia ............ Berbera

............ Muqdisho

South Africa ....... Cape Town

....... Durban

....... East London

....... Port Elizabeth

Sudan .............. Bur Sudan

Tanzania, United ... Dar Es Salaam

Republic Of ... Tanga

Togo ............... Lome

Tunisia ............ Sfax

............ Tunis

Zaire .............. Matadi

E. MIDDLE EAST RANGE

COUNTRY INTERCHANGE PORT

Bahrain ............ Bahrain

Bangladesh ......... Chittagong

Burma .............. Rangoon

India .............. Madras

.............. Vishakhapatnam

.............. Bombay

.............. Calcutta

.............. Cochin

Israel ............. Hefa

............. Ashdod

Jordan ............. Al Aqabah

Kuwait ............. Kuwait

Oman ............... Masqat

Pakistan ........... Gwadar

Qatar .............. Ad Dawhah

Saudi Arabia ....... Jeddah

....... Yanbu Al Bahr

....... Al Jubayl

....... Damman

Sri Lanka .......... Colombo

Turkey ............. Mersin

............. Izmir

............. Istanbul

United Arab ........ Jabal Ali

Emirates ........ Khawr Fakkan

........ Abu Zaby

........ Ash Shariqah

........ Dubayy

Yemen .............. Hodeidah

F. CENTRAL AND SOUTH AMERICA RANGE

COUNTRY INTERCHANGE PORT

Argentina .......... Buenos Aires

.......... La Plata

Belize ............. Belize City

Brazil ............. Fortaleza

............. Rio De Janeiro

............. Santos

............. Sao Paulo

Chile .............. Antofagasta

.............. Arica

.............. Coquimbo

.............. Iquique

.............. Punta Arenas

.............. San Antonio

.............. Talcahuano

.............. Tocopilla

.............. Valparaiso

Colombia ........... Barranquilla

........... Buenaventura

........... Cartagena

........... Santa Marta

Costa Rica ......... Caldera

Ecuador ............ Guayaquil

El Salvador ........ Acajutla

French Guiana ...... Cayenne

Guatemala .......... San Jose

Guyana ............. Georgetown

Honduras ........... Amapala

........... Puerto Cortes

Nicaragua .......... Corinto

.......... Managua

Panama ............. Balboa

............. Colon

Paraguay ........... Asuncion

Peru ............... Callao

Suriname ........... Paramaribo

Uruguay ............ Montevideo

Venezuela .......... La Guaira

.......... Puerto Cabello

5. MINI-LAND BRIDGE SERVICE

A. Mini Land Bridge (MLB) rates are through water-rail,

water-motor, and water-rail-motor service. Rates include all

charges for switching, drayage or other transfer services,

including handling and wharfage, at the intermediate

interchange points on shipments handled through and not

stopped for special services at such intermediate

interchange ports and, at Carriers option, for re-handling

at ocean Carriers facilities at intermediate interchange

ports. MLB rates in this tariff include the loading and/or

unloading of containers from rail cars and placement of

containers on chassis at the ports named in rule 1.

B. Tariff rates apply from all ports by MLB service when

specifically named in the individual TLI.

In the event the Carrier is unable to transport the

container(s) through to the origin CY or CFS due to labor

conditions beyond the control of the Carrier, the Carrier

may, at its option:

i. Route the cargo via rail, motor, or rail-motor to an

origin terminal of the Carriers choice.

ii. Receive the container(s) from the Shipper at any origin

terminal of the Carriers choice not so affected.

iii. Additional drayage charges representing the difference

between those actually paid by the Shipper and those which

would have accrued had the delivery been accomplished at

the named Bill of Lading origin terminal will be borne by

the Carrier.

iv. Invoices for additional drayage charges must be

supported by a paid copy of the inland drayage invoice.

6. PORT LOCATION GROUPS DEFINITIONS

Port Group Name Location

ABP......................... Australia Base Ports

ACG......................... U.S. Atlantic Coast Group

ACGN........................ U.S. Atlantic Coast Group,

North

ACGS........................ U.S. Atlantic Coast Group,

South

AFRICA...................... African Continent

AGG......................... U.S. Atlantic-Gulf Group

ANZBP....................... Australia-New Zealand Base

Ports

AUSTRALIA................... Australia

CAG......................... California Group

CHINA....................... China

DENMARK..................... Denmark

EUROMED..................... Europe, United Kingdom,

Scan-Baltic Range, and

Mediterranean Range

FEG......................... Far East Group

FINLAND..................... Finland

FRANCE...................... France

GCG......................... U.S. Gulf Coast

GERMANY..................... Germany

GREECE...................... Greece

HOLLAND..................... Holland ( Netherlands )

IRELAND..................... Ireland

ITALY....................... Italy

JBP......................... Japan Base Ports

MED......................... Mediterranean Range

MID EAST.................... Middle East Range

NCG......................... Northern California Group

NEW ZEALAND................. New Zealand

NOEUROPE.................... North Europe

NYNJ........................ New York & New Jersey

PANANA...................... Panama

PNWG........................ U.S. Pacific North West Group

POLAND...................... Poland

PORTUGAL.................... Portugal

SCAN-BALTIC................. Scandinavian-Baltic Range

SCG......................... Southern California Group

SO AMERICA.................. South America

SO PACIFIC.................. South Pacific Islands

SPAIN....................... Spain

SWEDEN...................... Sweden

TAIWAN...................... Taiwan

UK.......................... United Kingdom

USAG........................ U.S.A. Group

WCG......................... U.S. West Coast Group

WEST AUSTRALIA.............. Western Australia

WWG......................... World-Wide Group (all non-USA

ports named herein)

Rule 2 Application of Rates and Charges

effective date = 01Apr2011

1. GENERAL

Except as otherwise provided, rates apply per ton of 1,000

kilograms (W), or per cubic meter (M), whichever provides

the greater revenue for the carrier, (W/M).

2. CURRENCY STATEMENT

All rates and charges in this tariff are expressed in U.S.

dollars ($) and will be computed in U.S. dollars unless

otherwise specified.

3. PARTS AND COMPONENTS

Parts and/or components of any commodity when shipped with

that commodity, on the same bill of lading, may take the

same rate as the commodity.

4. PACKAGES CONTAINING MORE THAN ONE COMMODITY

Packages containing more than one commodity shall be

assessed the rate of the highest rated commodity contained

therein.

5. ANALOGOUS COMMODITIES

Rates in this tariff are specific and will not apply on

analogous commodities.

6. COMMODITY RATES NOT SPECIFICALLY PROVIDE FOR

Articles not specifically provided for in this tariff

will be freighted at ratings in the TLI section under

CARGO, NOS (Not Otherwise Specified).

7. MARINE INSURANCE

Rates named herein do not include marine insurance.

8. PALLETIZED CARGO

Cargo that is received by the carrier at the Carriers

terminal that is secured to a pallet or skid shall be

freighted on the entire package including the pallet or

skid. Cargo received by the carrier at the carriers

terminal which is not secured to its pallet or skid

shall not have the weight or measurement of the pallet

or skid included in the computation of the freight and

charges.

9. MARKING OF PIECES AND PACKAGES

Each package, piece or bundle of cargo must be plainly

marked with the full name or initials of the

consignee, and the destination must be shown in full

to ensure proper delivery. All marks must coincide

with those on shipping documents, and, if necessary,

corrections must be made by the Shipper or his

authorized representative.

10. METHOD OF COMPUTING FREIGHT AND CHARGES

1) Freight and charges assessed on a weight basis (W), means

the gross weight of each individual piece or package.

2) Unless otherwise provided for, cargo freighted on

the basis of its measurement means the overall measurement

of each individual piece or package when delivered to the

carrier, subject to the following rules regarding fraction

of centimeters:

a) All fractions under one-half (1/2) centimeter are to be

dropped.

b) All fractions over one-half (1/2) centimeter are to be

extended to the next full centimeter.

c) Where fractions of exactly one-half (1/2) centimeter

occurs on on dimension, it shall be extended to the next

full centimeter.

d) Where there are fractions of exactly one-half (1/2)

centimeters in two (2) dimensions, the one on the smaller

dimension is extended to the next full centimeter and the

other dropped.

3) In determining the cubical content of any irregular

shaped pieces or packages, the three (3) greatest dimensions

shall be measured.

4) In determining the cubical content of barrels, casks,

kegs, and drums, the measurements are to be taken on the

square of the largest diameter, including locking device(s).

5) In computing measurements to determine the rate to be

applied where the rate is predicated on measurement per ton,

the actual fractions shall be used.

6) When extending freight charges on bills of lading,

the total measurement at each rate shall be rounded off to

the nearest one/one-thousandth (1/1000) cubic meter.

7) Weight or measurement cargo.

Cargo on which charges are levied on weight or measurement

basis, shall be assessed according to paragraphs (A) or (B)

above, whichever produces the greater revenue for the

Carrier.

Rule 3 Rate Applicability Rule

effective date = 01Apr2011

The rates, charges, and rules applicable to any given

shipment shall be those in effect on the date the cargo is

received by the common carrier or its agent including

originating carriers in the case of rates for through

transportation.

Rule 4 Heavy Lift

effective date = 01Apr2011

There is no general rule governing the rate or application

of heavy lift charges. Heavy Lift charges, if applicable,

shall be so noted in the individual Tariff Rate Item (TRI).

Rule 5 Long Length

effective date = 01Apr2011

There is no general rule governing the rate or application

of Long Length charges. Long Length charges, if applicable,

shall be so noted in the individual Tariff Rate Item (TRI).

Rule 6 Minimum Bill of Lading Charges

effective date = 01Apr2011

Unless otherwise provided for under the individual Tariff

Rate Item (TRI), the Minimum Bill of Lading Charge shall be

one revenue ton per the individual TRI. The minimum charge

applies only to the Basic Ocean Freight and unless otherwise

specified, is subject to all assessorial charges.

Rule 7 Payment of Freight

effective date = 01Apr2011

Except as otherwise provided herein, freight and charges may

be prepaid, collect or prepaid at destination for all

commodities.

Freight and charges must be paid prior to the release of

cargo to the Consignee or his authorized agent or

representative. Both Shipper and Consignee appearing on

the Bill of Lading shall be liable, jointly and severally,

for all unpaid freight and charges due on account of a

shipment pursuant to applicable Tariffs including, but not

limited to, sums advanced or disbursed by the Carrier on

account of such shipment.

The Carrier may extend Due-Bill privileges to Shippers.

When such Due-Bill privileges are granted, all freight and

charges must be paid within ten (10) calendar days from

the date of invoice.

For the purposes of this rule, the term Freight Charges

used herein shall refer to commodity freight rates and all

rates and charges contained in this tariff or any other

Tariff governing this Tariff. However, the term Freight

Charges shall exclude Terminal Receiving Charges (TRC) for

CFS and CY shipments as set forth in Rule 23 of this

Tariff, which shall be referred to as Charges.

Rates and charges contained within this tariff are

expressed in United States currency and have been

determined with due consideration for the relationship to

foreign currencies. In the event to any material change

in this relationship, the Carrier reserves the right to

adjust its rates in conformity with any National or Local

Law, so as to remove any adverse effect. The determining

rate of exchange shall be based on the day of receipt of

cargo by the Carrier, in accordance with Rule 3.

Rule 8 Bill of Lading Terms and Conditions

effective date = 01Apr2011

1. DEFINITIONS

A. "Carrier" means STIEGLER SHIPPING COMPANY, INC. doing

business as TIDE LINE.

B. "Merchant" means the Shipper, Consignor, the Receiver,

the Consignee, the Owner of the Goods, and any other Holder

of this Bill of Lading.

C. "Goods" means the cargo received from the Shipper and

includes any Container(s) supplied by or on behalf of any

other than the Carrier.

D. "Container" means any container, flat, pallet, or other

form of cargo carrying unit or equipment referred to on the

face hereof, or in or on which any Goods may be unitized or

otherwise packed or stowed when received by the carrier for

carriage hereunder or subsequent to such receipt.

E. "The Internal Law of a State" shall be deemed to exclude

all principles of private international law applied by such

state.

2. CONTRACTING PARTIES

The contract evidenced by this Bill of Lading is between the

Shipper and the Carrier. The Shipper warrants to the

Carrier that he is entitled and/or is duly authorized by

any other person who owns or is entitled to possession of

the Goods, or this Bill of Lading, and to deliver the Goods

to the Carrier on the terms hereof. Without prejudice to

the foregoing, each merchant agrees to accept this Bill of

Lading from the Carrier and also to accept endorsement or

delivery hereof from the Shipper, Consignee or any other

prior endorsee or holder and or deliveree of the Goods. The

Merchant confirms, ratifies and agrees to be bound by all

of the stipulations, exceptions and conditions stated

herein whether written, printed, stamped or otherwise

incorporated on the front or back hereof and that the

contract contained or evidenced herein shall be fully

binding between the Carrier and such Merchant in all

respects. Each Merchant also agrees that all agreements

previously made for the carriage of the Goods are

superseded by the contract contained or evidenced herein.

3. SUB-CONTRACTING

The Carrier shall be entitled to sub-contract on any terms,

the whole, or any part of the carriage, loading, storing,

warehousing, handling and any and all duties whatsoever

undertaken by the Carrier in relation to the Goods. The

Merchant undertakes that no claims or allegation shall be

made against any servant, agent, or Sub-Contractor,

including without limiting the generality of the foregoing

terminal and depot operators and stevedores of the Carrier

which imposes or attempts to impose upon any of them or any

vessel owned by any of them, any liability whatsoever in

connection with the Goods, and, if any such claim or

allegation should nevertheless be made to indemnify the

Carrier against all consequences thereof. Without prejudice

to the foregoing every such servant, agent, and

sub-contractor, including the generality of the foregoing

terminal and depot operators and stevedores, shall have the

benefit of all provisions herein benefitting the Carrier as

if such provisions we expressly for their benefit, and

entering into this Contract, the Carrier to the extent of

those provisions, does so not only on its own behalf, but as

agen and trustee for such servants, agents, and

Sub-Contractors including withoutlimiting the generality of

the foregoing terminal and depot operators and Stevedores.

The expression "Sub-Contractor" in this clause shall

include direct and indirect Sub-Contractors and their

respective Servants and Agents.

4. SCOPE

The Goods may, at the Carriers absolute discretion, be

carried as a single or several shipments by the Vessel and

or any other means of transport and through any route

whatsoever whether or not such route is direct, advertised

or customary route. Any action taken by the Carrier under

this clause or delay resulting therefrom shall be deemed to

be included within the contractual carriage and shall not

be a deviation. Should the Carrier be held liable in

respect of such action, the Carrier shall be entitled to

the full benefit of all privileges, rights and immunities

contained in this Bill of Lading.

5. CARRIERS RESPONSIBILITY

A. CLAUSE PARAMOUNT

a) Subject to clause 15 below, this Bill of Lading insofar

as it relates to sea carriage by any vessel whether named

herein or not shall have effect subject to the Hague Rules

or any legislation making such Rules or the Hague-Visby

Rules compulsorily applicable (such as COGSA) to this Bill

of Lading and the provisions of the Hague Rules or

applicable legislation shall be deemed incorporated herein.

The Hague Rules (or COGSA) shall apply to the carriage of

Goods by inland waterways and reference to carriage by sea

in such Rules or legislation shall be deemed to include

reference to inland waterways. If and to the extent that the

provisions of the Harter Act of the United States of

America 1893 would otherwise be compulsorily applicable to

regulate the Carriers responsibility for the Goods during

any period prior to loading on or after discharge from the

vessel the Carriers responsibility shall instead be

determined by the provisions of 5(C) below, but if such

provisions are found to be invalid such responsibility

shall be subject to COGSA.

b) The Carrier shall be entitled to (and nothing in this

Bill of Lading shall operate to deprive or limit such

entitlement) the full benefit of, and rights to, all

limitations and exclusions of liability and all rights

conferred or authorized by any applicable law, statute or

regulation of any country (including, but not limited to,

where applicable any provisions of sections 4281 to 4287

inclusive of the Revised Statutes of the United States of

America and amendments thereto and where and without

prejudice to the generality of the foregoing also any law,

statute or regulation available to the Owner of the

vessel(s) on which the Goods are carried.

B. PORT TO PORT SHIPMENT

The responsibility of the Carrier is limited to that part of

the Carriage from and during loading onto the vessel up to

and during discharge from the vessel and the Carrier shall

not be liable for any loss or damage whatsoever in respect

of the Goods or for any other matter arising during any

other part of the Carriage even though Charges for the

whole Carriage have been charged by the Carrier. The

Merchant constitutes the Carrier as agent to enter into

contracts on behalf of the Merchant with others for

transport, storage, handling or any other services in

respect of the Goods prior to loading and subsequent to

discharge of the Goods from the Vessel without

responsibility for any act or omission whatsoever on the

part of the Carrier or others and the Carrier may as such

Agent, enter into contracts with others on any terms

whatsoever including terms less favorable than the terms in

this Bill of Lading.

C. COMBINED TRANSPORT

Save as is otherwise provided in this Bill of Lading, the

Carrier shall be liable for loss of or damage to the Goods

occurring from the time that the Goods are taken into his

charge until the time of delivery to the extent set out

below.

a) Where the stage of Carriage where the loss or damage

occurred cannot be proved:

(i) The Carrier shall be entitled to rely upon all

exclusions of liability under the Rules or legislation that

would have applied under5(A)(a) above had the loss or damage

occurred at sea or, if there was no carriage by sea, under

the Hague Rules (or COGSA).

(ii) Where under (I) above, the Carrier is not liable in

respect of some of the factors causing the loss or damage,

he shall only be liable to the extent that those factors

for which he is liable have contributed to the loss or

damage.

(iii) Subject to 5(D)(c) below, where the Hague Rules (or

any legislation applying such Rules or Hague-Visby Rules

such as COGSA)is not compulsorily applicable the Carriers

liability shall not exceed US $2.00 per kilo of the gross

weight of the Goods lost, damaged or in respect of which

the claim arises or the value of such Goods, whichever is

the lesser.

iv) The value of the Goods shall be determined according to

the commodity exchange price at the place and time of

delivery to the Merchant or at the place and time when they

should have been so delivered, or, if there is no such

price, according to the current market price by reference

to the normal value of the Goods of the same kind and

quality, at such place and time.

b) Where the stage of Carriage where the loss or damage

occurred can be proved:

(i) The liability of the Carrier shall be determined by the

provisions contained in any international convention or

national law of the country which provisions

(ii) cannot be departed from by private contract to the

detriment of the Merchant, and

(iii) would have applied if the Merchant had made a separate

and direct contract with the Carrier in respect of the

particular stage of Carriage where the loss or damage

occurred and had received as evidence thereof any

particular document must be issued in order to make such

international convention or national law applicable.

(iv) where neither (I) or (II) above apply any liability or

the Carrier shall be determined by 5(C)(a) above.

D. GENERAL PROVISIONS

a) DELAY, CONSEQUENTIAL LOSS

Save as otherwise provided herein, the Carrier shall in no

circumstances be liable for direct, indirect or

consequential loss or damage by delay or any other cause

whatsoever and howsoever caused. Without prejudice to the

foregoing, if the Carrier is found liable for delay,

liability shall be limited to the freight applicable to the

relevant stage of the transport.

b) PACKAGE OR SHIPPING UNIT LIMITATION

Where the Hague Rules or any legislation making such Rules

compulsorily applicable (such as COGSA) to this Bill of

Lading apply, the Carrier shall not, unless a declared value

has been noted in accordance with (c) below, be or become

liable for any loss or damage to or in connection with the

Goods in an amount per package or shippimg unit in excess

of the package or shipping unit limitationas laid down by

such Rules or legislation. Such limitation amount according

to COGSA is US$500. If no limitation amount is applicable

under such Rules or legislation, the limitation shall be

US$500.

c) AD VALOREM DECLARED VALUE OF PACKAGES OR SHIPPING UNIT

The Carriers liability may be increased to a higher value by

a declaration in writing of the value of the Goods by the

shipper upon delivery to the Carrier of the Goods for

shipment. Such higher value being inserted on the front of

this Bill of Lading in the space provided for and, if

required by the Carrier, extra freight paid in such case.

If the actual value of the Goods shall exceed such declared

value, the value shall nevertheless be deemed to be the

declared value and the Carriers liability if any, shall not

exceed the declared value and any partial loss or damage

shall be adjusted pro-rata on the basis of such declared

value.

d) DEFINITION OF PACKAGE OR SHIPPING UNIT

Where a Container is used to consolidate Goods and such

Container is stuffed by the Carrier, the number of packages

or shipping units stated on the face of this Bill of Lading

in the box provided shall be deemed the number of packages

or shipping units for the purpose of any limit of liability

per package or shipping unit provided in any international

convention or national law relating to the Carriage of Goods

by sea. Except as aforesaid the Container shall be

considered the package of shipping unit. The words

"shipping unit" shall mean each physical unit or piece of

cargo not shipped in a package, including articles and

things of any description whatsoever, except Goods shipped

in bulk, and irrespective of the weight or measurement unit

employed in calculating freight charges. As to Goods

shipped in bulk the limitation applicable thereto shall be

the limitation provided in such convention or law which may

be applicable and in no such event shall anything herein be

construed to be a waiver limitation as to Goods shipped in

bulk.

e) RUST, ETC.

It is agreed that superficial rust, oxidation or any like

condition due to moisture in not a condition of damage but

is inherent to the nature of the Goods and acknowledgement

of receipt of the Goods in apparent good order and

condition is not a re presentation that such conditions of

rust, oxidation or the like did not exist on receipt.

f) NOTICE OF LOSS OR DAMAGE

The Carrier shall be deemed prima facia to have delivered

the Goods as described in this Bill of Lading unless notice

of loss or damage to the Goods indicating the general

nature of such loss or damage shall have been given in

writing to the Carrier or to his representative at the

place of delivery before or at the time of removal of the

Goods into the custody of the person entitled to delivery

thereof under this Bill of Lading or, if the loss ordamage

is not apparent within three consecutive days thereafter.

g. TIME-BAR

The Carrier shall be discharged of all liability unless suit

is brought in the proper forum and written notice thereof

received by the Carrier within nine months after delivery

of the Goods or the date when the Goods should have been

delivered. In the event that such time period shall be

found contrary to any convention or law compulsorily

applicable, the period prescribed by such convention or law

shall then apply but in that circumstance only.

6. DEFENSES AND LIMITS FOR THE CARRIER

The defenses and limits of liability provided for in this

Bill of Lading shall apply in any action against the Carrier

for loss of or damage to the Goods or whether the action be

founded in the Contract or in tort.

7. SHIPPER PACKED CONTAINERS

A. The terms of this Bill of Lading shall govern the

responsibility of the Carrier in connection with or arising

out of the supplying of a Container to the Merchant, whether

before, or after the Goods are received by the Carrier for

transportation or delivered to the Merchant.

B. If a container has not been filled, packed, stowed,

stuffed, or loaded by the Carrier, the Carrier shall not be

liable for loss or damage to the contents, and the Merchant

shall indemnify the Carrier against any injury, loss,

damage, liability, or expense incurred by the Carrier if

such injury, loss, damage liability, or expense has been

caused by:

a) the manner in which the Container has been filled,

packed, stowed, stuffed, or loaded, or,

b) the unsuitability of the contents for carriage in

Containers, or,

c) the unsuitability or defective condition of the container

which would have been apparent upon reasonable inspection

by the Merchant, at, or prior to the time the Container

was filled, packed, stowed, stuffed, or loaded.

C. If a Container which has not been filled, packed,

stowed, stuffed, or loaded by the Carrier, is delivered by

the Carrier with its seals intact, such delivery shall be

deemed as full and complete performance of the Carriers

obligation hereunder, and the Carrier shall not be liable

for any loss of, or damage to the contents of the

Container.

D. The Shipper shall inspect the Container(s) before

stowing them and the use of the container(s) shall be prima

facie evidence of their being sound and suitable for use

for transportation of the Goods.

8. INSPECTION OF GOODS

The Carrier shall be entitled, but under no obligation, to

open any Package or Container at any time and to inspect the

contents thereof. If it thereupon appears that the contents

or any part thereof cannot safely or properly be carried or

carried further, either at all, or without incurring any

additional expense or taking any measures in relation to

such Package or Container, or its contents, or any part

thereof, the Carrier may abandon the transportation thereof

and or take any measures and or incur any reasonable

expense to carry or to continue the carriage or to store

the same ashore or afloat under cover or in open, at any

place, which storage shall be deemed to constitute due

delivery under this Bill of Lading. The Merchant shall in

demnify the Carrier against any reasonable additional

expense so incurred.

9. Representations

No representations are made by the Carrier as to the weight,

contents, measure, quantity, quality, description,

conditions, marks, numbers, or value of the Goods and the

Carrier shall be under no responsibility whatsoever in

respect of such description particulars.

10. SHIPPERS RESPONSIBILITY

A. The Shipper warrants to the Carrier that the particulars

relating to the Goods as set out overleaf have been checked

by the Shipper upon receipt of this Bill of Lading, and

that such particulars furnished by, or on behalf of the

Shipper are correct.

B. The Shipper shall indemnify the Carrier against all loss,

damage or expenses arising, or resulting from inaccuracies

or inadequacy of such particulars, unsuitability of the

contents for carriage in Containers, or,

C) the unsuitability or defective condition of the

container which would have been apparent upon reasonable

inspection by the Merchant, at, or prior to the time the

Container was filled, packed, stowed, stuffed, or loaded.

11. FREIGHT AND CHARGES

A. The Merchants attention is drawn to the stipulations

concerning curren- cy in which the freight and charges are

to be paid, rate of exchange, devaluation, and other

contingencies relative to freight and charges in the

Carriers applicable Tariff.

B. The freight has been calculated on the basis of

particulars furnished by, or on behalf of the Shipper. The

Carrier may at any time open any Container or other Package

or Unit in order to re-weigh, re-measure, re-classify, or

re-value the contents, and if the particulars furnished by

or on behalf of the Shipper are incorrect, it is agreed that

a sum equal to the difference between the correct freight

charged shall be payable by the Merchant to the Carrier.

C. Charges shall be deemed fully earned on receipt of the

Goods by the Carrier and shall be paid and non-returnable

in any event.

12. LIEN

A. The Carrier shall have a lien on the Goods and any

documents relating thereto for all sums payable to the

Carrier under this Contract and for general average

contributions to whomsoever due and for all sums payable to

the Carrier under this Contract and for that purpose shall

have the right to sell the Goods by Public Auction or

private treaty without notice to the Merchant. If on sale

of the Goods the proceeds fail to cover the amount due and

the cost incurred, the Carrier shall be entitled to recover

the deficit from the Merchant.

B . If the Goods are unclaimed during a reasonable time, or

whenever in the Carriers opinion, the Goods will become

deteriorated, decayed, or worthless, the Carrier may at his

discretion and subject to his lien and without any

responsibility attaching to him, sell, abandon, or otherwise

dispose of the Goods at the sole risk and expense of the

Merchant.

13. MATTERS AFFECTING PERFORMANCE

A. Means of transportation: The Carrier may, while remaining

fully liable, use, or substitute any vessel, or other means

of transportation to fulfill its obligations under this

Bill of Lading without giving notice to,or without

obtaining the express consent of the Merchant.

B. Sub-contracting: The Carrier, while remaining fully

liable to fulfill its obligations under this Bill of Lading,

shall be entitled to sub-contract on any terms, to any

person or entity it may choose, for all or any part of said

obligations, with out notice to, or without the express

consent of the Merchant.

C. If at any time the performance of the contract evidenced

by this Bill of Lading is likely to be affected by any

hindrance, risk, delay, difficulty or disadvantage of

whatsoever kind which cannot be avoided by the exercise of

reasonable endeavors, the Carrier (whether or not the

transport has commenced) may without notice to the Merchant,

treat the performance of this Contract terminated and place

the Goods or any part of them at the Merchants disposal at

any port or place whatsoever which the Carrier may consider

safe and advisable in the circumstances where upon the

responsibility of the Carrier in respect of such Goods

shall cease. The Carrier will nevertheless be entitled to

full freight and charges on Goods received for

transportation, and the Merchant shall pay any additional

costs of carriage to and delivery for transportation at

such port or place.

D. The circumstances referred to in sub-clause C above,

shall include, but not be limited to, those caused by the

existence of apprehension of war, declared or undeclared,

hostilities, warlike or belligerent acts or operations,

riots, civil commotion, political unrest, or other

disturbances; closure of, obstacles in or danger to any

canal, blockade of port or place or interdict or prohibition

of or restriction on commerce or trading; quarantine,

sanitary or other similar regulations or restrictions;

strikes, riots, lockouts or other labour troubles, whether

partial or general and whether or not involving employees

of the Carrier or his Sub-Contractors; congestion of port

wharf, sea terminal, or any other handling of the Goods;

epidemics or diseases; bad weather, shallow water, ice,

landslide, or other obstacle in navigation or haulage.

14. DANGEROUS GOODS

A. The Merchant undertakes not to tender for transportation

any Goods which are dangerous, inflammable, radio-active,

or of damaging nature, without previously giving written

notice to the Carrier and marking the Goods and the

Container or other covering on the outside as required by

any laws or regulations which may be applicable during

carriage. The Carrier or the Master may however, in their

absolute discretion, reject any such cargo.

B. If the requirements of sub-clause A are not complied

with, the Goods may, at any time or place, be unloaded,

destroyed or rendered harmless without compensation and the

Merchant shall indemnify the Carrier against all loss,

damage, or expense arising out of the Goods being tendered

for transportation or handled, or carried by the Carrier.

Further, the Carrier shall be under no liability to make any

general average contribution in respect of such Goods.

C. If the Goods of dangerous, inflammable, radio-active or

damaging nature which were tendered in compliance with

sub-clause A, shall become a danger to the Vessel, cargo,

or any other property or person, such Goods may in like

manner, be unloaded, destroyed, or rendered harmless

without compensation and the Merchant shall indemnify the

Carrier against all loss, damage, or expense which the

Carrier could not avoid by the exercise of reasonable

diligence, but incurred as a result of the Carriage of such

Goods.

15. OPTIONAL STOWAGE, DECK CARGO AND LIVESTOCK

A. The Goods may be stowed by the Carrier in Containers or

similar articles of transport used to consolidate goods.

B. Goods stowed in Containers, whether by the Carrier or by

the Merchant, may be carried on deck or under deck without

notice to the Merchant unless on the face hereof it is

specifically stipulated that the Containers will be carried

under deck, and if carried on deck, the Carrier shall not be

required to note, mark or stamp on the Bill of Lading any

statement of such on deck carriage. Such Goods (other than

livestock) whether carried on deck or under deck and

whether or not stated to be carried on deck shall

participate in general average and shall be deemed to be

within the definition of Goods for purpose of the Hague

Rules or similar provisions of any other Acts which may be

applicable.

16. REGULATIONS RELATING TO GOODS

The Merchant shall comply with all regulations or

requirements of Customs, port and other Authorities, and

shall bear and pay all duties, taxes, fines, imposts,

expenses, or losses incurred or suffered by reason thereof,

or any illegal, incorrect or insufficient marking,

numbering, or addressing of the Goods, and indemnify the

Carrier in respect thereof.

17. GENERAL AVERAGE

General average shall be adjusted at any port or place at

the option of the Carrier in accordance with the

York-Antwerp Rules, 1974. If the Carrier delivers the Goods

without obtaining security for general average

contributions, the Merchant, by taking delivery of the

Goods, undertakes personal responsibility to pay such

contributions and to provide a cash deposit or other

security for the estimated amount of such contributions as

the Carrier shall reasonably require.

18. VARIATION OF THE CONTRACT, ETC.

No servant or agent of the Carrier shall have the power to

waive or vary any terms of the Bill of Lading unless such

waiver or variation is in writing and is specifically

authorized or ratified in writing by the Carrier in this

connection.

19. NEGOTIABILITY

A. This Bill of Lading shall be non-negotiable unless made

out "to order", in which event it shall be negotiable and

shall constitute title to the Goods and the holder shall be

entitled to receive or transfer the Goods herein described.

B. This Bill of Lading shall be prima facie evidence of the

taking in charge by the Carrier of the Goods as herein

described. However, proof to the contrary shall not be

admissible when this Bill of Lading has been negotiated, or

transferred for valuable consideration to a third party

acting in good faith.

20. CARRIERS TARIFF

The provisions of the Carriers applicable Tariff, if any,

are incorporated herein. Copies of such provisions are

obtainable from the Carrier or his Agents upon request, or

where applicable, from a government body with whom the

Tariff has been filed. In the case of inconsistency this

Bill of Lading and the applicable Tariff, this Bill of

Lading will prevail.

Rule 9 Freight Forwarder Compensation

effective date = 01Apr2011

Not applicable.

Rule 10 Surcharges

effective date = 01Apr2011

Not applicable.

Rule 11 Mininum Quantity Rates

effective date = 01Apr2011

When two or more TRIs are stated for the same commodity over

the same route and under similar conditions, and the

application is dependent upon the quantity of the commodity

shipped, the total freight charges assessed against the

shipment may not exceed the total charges computed for a

larger quantity, if the TRI specifying a required minimum

quantity (either weight or measurement, per container or in

containers) will be applicable to the contents of the

container(s), and if the minimum set forth is met or

exceeded. At the shippers option, a quantity less than the

minimum level may be freighted at the lower TRI if the

weight or measurement declared for rating purposes is

increased to the minimum level.

Rule 12 Ad Valorem

effective date = 01Apr2011

The liability of the Carrier as to the value of the shipment

at the rates herein provided shall be determined in

accordance with the clauses of the Carriers regular Bill of

Lading.

If the shipper desires to be covered for a valuation in

excess of that allowed by the Carriers regular bill of

lading form, the Shipper must so stipulate in Carriers Bill

of Lading covering such shipments and such additional

liability only will be assumed by the Carrier at the

request of the Shipper upon payment of an additional charge

based on the total declared valuation in addition to the

stipulated rates applying on the commodities shipped as

specified herein.

Where value is declared on any piece or package in excess

of Bill of Lading limit of value, the Ad Valorem rate,

unless specifically provided against the item, shall be

five (5%) percent of the value declared in excess of the

said Bill of Lading limit of value and it is in addition to

the base rate.

Rule 13 Reserved

effective date = 01Apr2011

This rule intentionally left blank.

Rule 14 Co-Loading

effective date = 01Apr2011

The Carrier, may tender cargo to other NVOCCs [co-loading]

rather than tender cargo directly to a vessel operating

common carrier [vocc] for ocean transportation in order to

obtain the most cost effective and/or timely routing of its

cargo. When the carrier co-loads its cargo [as defined

under article 580.5(c)(14)(i) of Title 46 CFR] the tendering

carrier shall state on the face of its bill of lading the

following notation:

Co-loaded with [insert name of NVOCC receiving co-loaded

cargo].

The tendering of cargo to another NVOCC for co-loading

does not increase, reduce, alter or remove Carriers

liability for the cargo as stated in the Carriers bill

of lading issued at the time of shipment [see Rule 8].

The shipment declared on the carriers bill of lading

shall apply the rates and charges as named in the rate

section of this tariff. The shipper and/or consignee

shall be liable to the carrier for the freight and

charges applied for their shipment. The receiving NVOCC

shall issue its bill of lading covering the shipment and

will apply the applicable rates and charges named in its

tariff for the transportation and/or other services

performed by the receiving carrier or its authorized

representative[s].

The Carrier shall accept shipments for transportation from

NVOCCs for co-loading subject to the following conditions:

a) Tendering NVOCC shall issue its own Bill of Lading for

each shipment to cover its relationship with its Shipper.

b) Tendering NVOCC shall furnish the Carrier with a manifest

which shall include the descriptions of the individual

commodities with their respective weights, measurements,

markings, and piece counts.

c) Freight Forwarder Compensation shall

not be paid for commodities

shipped under this rule.

d) Tendering NVOCC shall furnish carrier with documented

proof of compliance with Title 46 CFR

Part 83 and as required under Rule 25 of this Tariff.

Rule 15 Force Majeure

effective date = 01Apr2011

Without prejudice to any rights or privileges of the Carrier

under covering Bill of Lading, Dock Receipts, Booking

Contracts or applicable provisions of law, in the event the

Carrier operations are affected by any event of a Force

Majeure nature, the Carrier reserves the right to cancel any

outstanding booking or contract of carriage, or to route

cargo by any other means of transportation whether by all-

water, air-water, or land-water in accordance with rules,

regulations, rates, and charges established in or governed

by this tariff that would have applied in the absence of a

majeure condition.

Examples of Force Majeure events include but are not limited

to the following:

War, hostilities, warlike operations, riots, civil

insurrections, embargoes, blockades, port congestion,

strikes, imminent strikes, lockouts or harbor disturbances,

widespread electrical power failures affecting port

operations,

Acts of God including earthquakes, extreme weather

conditions, or other natural catastrophes,

Regulations of any governmental authority pertaining

thereto, or any other official interference with commercial

intercourse.

Actual routing of the cargo is subject to bill of lading

provisions

Rule 16 Hazardous Cargo

effective date = 01Apr2011

Dangerous articles (as defined under U.S. Code of Federal

Regulations Title 49 and/or the Intergovernmental Maritime

Dangerous Goods Code IMDG), may only be accepted for

carriage when commodities meet shipping specifications as

set forth under 46 CFR, 49 CFR and/or IMDG, and where found

to be suitable for transportation by vessel owners or vessel

operators. Shippers and/or Forwarders offering any

hazardous cargo for shipment must furnish the Carrier with

complete information regarding such hazardous materials

before cargo is accepted for transportation. The Carrier

may, at its option, decline carriage of any hazardous

material where a conflict in stowage is present.

Explosives shall not be accepted for transportation by the

Carrier under this Tariff.

Rule 17 Green Salted Hides

effective date = 01Apr2011

The shipping weight for green salted hides shall be either a

scale weight or a scale weight minus a deduction, which

amount and method of computation are specified in the

commodity description. The shipper must furnish the Carrier

a weight certificate or dock receipt from an inland common

carrier for each shipment at or before the time the

shipment is tendered for ocean transportation.

Rule 18 Returned Cargo

effective date = 01Apr2011

Return shipments of refused, damaged or rejected shipments,

or exhibits at trade fairs, shows or expositions, to port of

origin at the TRI assessed on the original movement, and

such TRI is lower than the prevailing TRI:

(1) The return shipment must occur within one (1) year;

(2) The return movement must be made over the line of

the same common carrier performing the original

movement; and

(3) A copy of the original bill of lading showing

the rate assessed must be presented to the return

common carrier.

Rule 19 Shipper Requests

effective date = 01Apr2011

Any Shipper may file a request or complaint with the Carrier

by submitting a written statement thereof to the Carrier.

Upon receipt of the statement, the Carrier will process the

request or complaint for consideration, reach a decision

and notify the Shipper of its decision in writing.

Any request for establishment or alteration of Tariff Rate

Items shall be submitted in writing to the Carrier at the

Carriers principal office as listed in the Carrier's Tariff

Record by mail or facsimile.

Rule 20 Overcharge Claims

effective date = 01Apr2011

Shippers or Consignees may file claims for the refunds of

freight overcharges resulting from errors in weight,

measurement, cargo description, or tariff application.

Claims are to be forwarded to Carriers principal office as

listed in the Carrier's Tariff Record.

Claims seeking the refund of freight overcharges may be

filed in the form of a complaint with the Federal Maritime

Commission, Washington, D.C. 20573, pursuant to section

11(g) of the Shipping Act, 1984. Such claims must be filed

within three years of the date the cause of action accrues.

Claims for the freight rate adjustments filed in writing

will be acknowledged by the Carrier within twenty days of

receipt by written notice to the Claimant of the Tariff

provisions actually applied and Claimants rights under

shipping act, 1984.

All claims must include, at a minimum, the following

original or certified documents in support of the claim:

1. Carrier's Bill of Lading

2. Commercial Invoice

3. Packing List

4. Customs Export and/or Customs Entry Permit/Import

Declaration, as applicable

Rule 21 Use of Carrier Equipment

effective date = 01Apr2011

Not applicable.

Rule 22 Automobile Rates in Domestic Offshore Commerce

effective date = 01Apr2011

This rule intentionally left blank.

Rule 23 Carrier Terminal Rules and Charges

effective date = 01Apr2011

Not Applicable.

Rule 24 NVOCC Bonds and Agents

effective date = 01Apr2011

The Carrier has ensured financial responsibility for payment

of any judgment for damages arising from its

transportation-related activities, or order for reparations

issued pursuant to The Shipping Act of 1984 as amended and

The Ocean Shipping Reform Act of 1998 as amended, with the

following:

Bond Number: 90494

Surety company: Navigators Insurance Company

One Penn Plaza

New York, NY 10119

Rule 25 Certification of Shipper Status in Foreign Commerce

effective date = 01Apr2011

This rule intentionally left blank.

Rule 26 Time/Volume Rates

effective date = 01Apr2011

Not applicable.

Rule 27 Loyalty Contracts

effective date = 01Apr2011

Not applicable.

Rule 28 Definitions

effective date = 01Apr2011

BASE PORT:

Means the destination port to which tariff rates generally

apply and which is used as the base point for determining

the application of outport arbitraries.

BOXCAR:

A railroad boxcar as defined in the Official Railway

Equipment Register.

CARGO, NOS

Means COMMODITIES NOT OTHERWISE SPECIFIED in individual

commodity items.

CARRIER:

Means INTERNATIONAL FREIGHT SERVICES, INC.

CHASSIS:

Means a wheeled assembly, with or without chassis,

constructed to accept mounting of a demountable trailer

body, container or flexi-van.

COFC:

Means container on flat car rail service in which container

without chassis, bogies, or wheels are loaded on rail cars.

COFC RAIL CARRIERS TERMINALS:

Rail Carriers terminal at which both COFC and TOFC

containers can be handled.

CONSIGNEE:

Means the person, firm or corporation shown on the Bill of

Lading as the receiver of the property transported by the

Carrier.

CONSIGNOR:

Means the person, firm or corporation shown on the Bill of

Lading as the shipper of the property received by the

carrier for transportation.

CONTAINER DEPOT (CD):

Means a location designated by an ocean carrier where the

ocean carrier or his authorized agents makes available empty

containers to shippers or inland carriers.

CONTAINER OR TRAILER:

Means a single, rigid non-disposable dry cargo, insulated

temperature or atmosphere controlled box, flatrack, vehicle

rack, open top with or without wheels or bogies; a trailer

means a flatbed truck or trailers. The term trailer may be

used interchangeably with the term container.

CONTAINER YARD (Y):

A location designated by an ocean carrier at origin or

destination ports where:

1. the ocean carrier or his authorized agent assembles,

holds, or stores containers and chassis,

2. where loaded containers are received from shippers;

containers are received from shippers; delivered to

consignees; or interchanged from rail or motor carriers,

and

3. where empty containers may be picked up by shippers or

returned by consignees or interchanged to rail or

motor carriers.

Y AND S CARGO:

1. CY Cargo is that cargo loaded into or unloaded from

transport equipment by a shipper or consignee

outside of carriers terminal facility.

2. CFS Cargo is that cargo tendered to or received from a

carrier at his terminal and loaded into or unloaded

from transport equipment by the Carrier.

DAY:

Means a twenty-four (24) hour period beginning at 12:01 A.M.

and ending at 12:00 P.M.

DELIVERY ORDER:

Means a document issued by the Carrier or its agent

authorizing the terminal operator to release all or

apportion of a shipment to a Consignee or his authorized

agent. More than one Delivery Order may be issued on a

single shipment and/or Bill of Lading.

DIVERSION:

Means a change in Consignee, destination or route.

DRY CARGO:

Means Cargo other than that requiring temperature control,

atmosphere control or bulk cargo.

HOLIDAYS:

Means New Years Day, Washingtons Birthday, Independence Day,

Memorial Day, Labor Day, Veterans Day, Thanksgiving Day,

and Christmas Day - all U.S. holidays.

KILO TON:

Means 1,000 kilograms.

LABEL CARGO:

Label cargo shall be understood to include all commodities

requiring a Hazardous Goods label in accordance to the

provisions of the International Maritime Dangerous Goods

Code as issued by the International Maritime Organization

(IMO).

LOADING PORT:

Means an origin port regularly served by the Carrier from

which tariff rates generally apply and which is used as the

basing point for application of non loading charges.

MIXED SHIPMENT:

Means a shipment consisting of articles described in and

rated under two or more rate items of this Tariff.

MOTOR CARRIER:

Means participating motor carrier or motor carriers.

MOTOR SERVICE:

The movement of cargo via a motor carrier to an interchange

port with an ocean carrier. Motor service within a

Commercial Zone (CZ) to or from a rail ramp or to a pier is

not motor service within the meaning of this definition.

MOTOR-RAIL SERVICE:

Means the movement of cargo by motor service to a rail

terminal and then rail service to the interchange port.

NON-LOADING PORT:

Means an origin port not normally, or only irregularly

served by the Carrier.

Non-Vessel-Operating Common Carrier (NVOCC) means a common

carrier that does not operate the vessels by which the ocean

transportation is provided, and is a shipper in its

relationship with an ocean common carrier.

OCEAN PORT TO OCEAN PORT SHIPMENT:

The term Ocean Port to Ocean Port as used in the Tariff

means the transporting of cargo in containers loaded by the

Shipper and unloaded by the Consignee, and the container is

received by the Carrier at Carriers Container Yard (CY) at

the port of loading and will be made available by the

Carrier to the Consignee or his authorized representative to

receive at Carriers container yard (Y) at the port of

destination.

ONE COMMODITY:

Means any or all of the articles described in any one rate

item.

ORDINARY CARGO:

Cargo not requiring hazardous label (See Rule 16), the use

of a tank container or deep tanks, or atmosphere or

temperature control, and which is suitable for carrier in a

dry freight container.

ORIGIN MOTOR TERMINAL (OMT):

A location designated by a motor carrier at origin points

where:

1. the Motor Carrier or his authorized agent assembles,

holds, or stores ocean Carriers containers and chassis;

2. where loaded containers are received from Shippers or

their agents, and

3. where empty containers are delivered to Shippers or

their agents.

ORIGIN RAIL TERMINAL (ORT):

A location designated by rail carrier at origin points

where:

1. the rail carrier or their authorized agent assembles,

holds, or stores ocean carriers containers and chassis;

2. where loaded containers are received from shippers or

their agents, or where loaded containers are interchanged

from motor carriers, and

3. where empty containers are delivered to shippers or

their agents or where empty containers are interchanged

to motor carriers.

OUTPORT:

Means a destination port, other than a Base Port, to which

rates apply but which may be subject to Outport Arbitraries.

PREPARED:

As referred to in connection to foods, means further

processed other than cut-up or frozen. Such further

processing includes but is not limited to breaded, cooked,

marinated, salted, smoked, dried, pickled etc.

RAIL CARRIER:

Means participating rail carrier or rail carriers.

RAIL CARRIERS TERMINAL:

Means the place where loaded or empty Containers are

received by Rail Carrier or delivered by Rail Carrier.

RAIL SERVICE:

The movement of cargo via a rail carrier from a point of

origin to an interchange port with an ocean carrier.

RAILCAR:

Means rail boxcar, flatcar, gondola car, hopper car or

refrigerated boxcar as defined in The Official Railway

Equipment Register.

RATE:

Means the tariff rate including terms and conditions as may

be published elsewhere in this tariff or in individual rate

items.

RATE BASIS:

Means the method used for publishing a tariff rate. A rate

may be expressed as, but not limited to:

1. Weight (W)

2. Measure (M)

3. Weight or Measure (W/M)

4. Per 20' (PC20)

5. Per 40' (PC40)

6. Per 45' (PC45)

7. Per container (PC)

8. Cartons, lugs, or any other unit of count or measure

used for determining the quantity of freight tendered and

may include a minimum weight or quantity requirement.

SHIPPER:

1. a cargo owner;

2. the person for whose account the ocean transportation is

provided;

3. the person to whom delivery is to be made;

4. a shippers association; or

5. an NVOCC that accepts responsibility for payment of all

charges applicable under the Tariff or Service Contract.

SHIPMENT:

Means all of the cargo carried under the terms of a single

bill of lading.

STORE DOOR PICK-UP:

Means the ocean carrier will provide transportation of cargo

from a shippers place of business at carriers expense,

under an interchange with a rail or motor carrier to an

interchange port. The ocean carrier has the right to

exercise complete control over the selection of inland

carrier(s).

STUFFING, UNSTUFFING:

Means the physical placing of Cargo into or the physical

removal of cargo from Carriers Containers.

TOFC:

Means trailer on flat car rail service in which container on

chassis, bogies, or wheels, are loaded to rail cars.

TOFC RAIL TERMINAL (T):

Means origin rail carriers terminals at which only TOFC

containers can be handled.

TARIFF RATE ITEM "TRI":

Means a single freight rate, in effect on and after a

specific date or for a specific time period, for the

transportation of a stated cargo quantity, which may move

from origin to destination under a single specified set of

transportation conditions, such as container size or

temperature.

TRI NUMBER:

Means a number that consists of the numeric commodity code

and a unique numeric suffix used to differentiate TRIs

within the same commodity description.

WORKING DAY:

Means that period of each Calendar day excepting Saturdays,

Sundays and Holidays from 8:00 A.M. to 5:00 P.M.

Rule 29 Symbols and Abbreviations

effective date = 01Apr2011

Container Size Codes

N/A ..... Not Applicable

LTL ..... Less Than Load

20S...... 20 Ft, 80"

20 ...... 20 Ft, 86"

20A ..... 20 Ft, 90" High Cube

20B ..... 20 FT, 96" High Cube

20X ..... 20 Ft, Any Height

40S...... 40 Ft, 80"

40 ...... 40 Ft, 86"

40A ..... 40 Ft, 90" High Cube

40B ..... 40 FT, 96" High Cube

40X ..... 40 Ft, Any Height

45 ...... 45 Ft, 86"

45A ..... 45 Ft, 90" High Cube

45B ..... 45 Ft, 96" High Cube

45S ..... 45 Ft, 80"

45X ..... 45 Ft, Any Height

Container Type Codes

AC ...... Atmosphere Control

AC ...... Collapsible Flatrack

DF ...... Drop Frame

FB ...... Flatbed

FR ...... Flatrack

GC ...... Garment Container

HH ...... Half-Height

HT ...... Hardtop

IN ...... Insulated

N/A ..... Non-Containerized/Not Applicable

OT ...... Open Top

PC ...... Dry

PL ...... Platform

RE ...... Reefer

TC ...... Tank

TL ...... Top Loader

TR ...... Trailer

VR ...... Vehicle Racks

TEMPERATURE CODES

N/A ..... Not Applicable/Not Operating

AC ...... Artificial Atmosphere Control

CLD ..... Chilled

FRZ ..... Frozen

HTD ..... Heated

RE ...... Refrigerated

VEN ..... Ventilated

Measurement Symbols

KM ...... Kilometer

MI ...... Miles

CFT ..... Cubic Feet

CM ...... Centimeters

FT ...... Feet

CBM ..... Cubic Meter

IN ...... Inches

M ....... Meters

KGS ..... Kilograms

KT ...... 1000 KGS (Metric Ton)

LBS ..... Pounds

ST ...... Short Ton (2000 LBS)

LT ...... Long Tons (2240 LBS)

RATE BASIS CODES

W ....... Weight

M ....... Measure

WM ...... Weight/Measure

LS ...... Lump Sum

PC ...... Per Container

AV ...... Ad Valorem

EA ...... Each (Unit As Defined)

MBF ..... 1000 Board Feet

FREIGHT FORWARDER/BROKER TYPE CODES

N/A ..... Not Applicable

FF ...... FREIGHT FORWARDER

CB ...... Customs House Broker

OTH ..... Other

OTI ..... Ocean Transportation Intermediary

HAZARD CODES

N/A ..... Not Applicable

A ...... IMD Stow Category A

B ...... IMD Stow Category B

C ...... IMD Stow Category C

D ...... IMD Stow Category D

E ...... IMD Stow Category E

HAZ .... Hazardous

NHZ .... Non-Hazardous

Shipment Service Codes

B ....... Barge

D ....... Door

H ....... House

M ....... Motor

O ....... Ocean Port

P ....... Pier

R ....... Rail Yard

S ....... Container Station

T ....... Terminal

U ....... Rail Siding

X ....... Team Tracks

Y ....... Container Yard

SHIPMENT STOWAGE LOCATION CODES

N/A ..... Not Applicable

OD ...... On Deck

BS ...... Bottom Stowage

STUFFING/STRIPPING MODES

N/A ..... Not Applicable

MECH .... Mechanical

HAND .... Hand

Shipment packaging Codes

N/A ..... Not Applicable

BAG ..... Bag

BAL ..... Bale

BAR ..... Bar

BBL ..... Barrel

BDL ..... Bundle

BEM ..... Beam

BIC ..... Bind Chest

BIN ..... Bin

BLK ..... Bulk

BOB ..... Bobbin

BOX ..... Box

BRG ..... Barge

BSK ..... Basket/Hamper

BUS ..... Bushel

BXI ..... Box, with Inner Container

BXT ..... Bucket

CAB ..... Cabinet

CAG ..... Cage

CAN ..... Can

CAR ..... Carrier

CAS ..... Case

CBC ..... Containers of Bulk Cargo

CBY ..... Carboy

CCS ..... Can Case

CHE ..... Cheeses

COR ..... Core

CRD ..... Cradle

CRT ..... Crate

CSK ..... Cask

CTN ..... Carton

CYL ..... Cylinder

DBK ..... Dry Bulk

DRK ..... Double-Length Rack

DRM ..... Drum

DSK ..... Double-Length Skid

DTK ..... Double-Length Tote Bin

FIR ..... Firkin

FLO ..... Flo-Bin

FRM ..... Frame

FSK ..... Flask

FWR ..... Forward Reel

GOH ..... Garment on Hanger

HED ..... Heads of Beef

HGH ..... Hogshead

HPC ..... Hopper Car

HPT ..... Hopper Truck

HRB ..... On Hanger/Rack in Boxes

HRK ..... Half-Standard Rack

HTB ..... Half Standard Tote Bin

JAR ..... Jar

KEG ..... Keg

KIT ..... Kit

KRK ..... Knockdown Rack

KWC ..... Knockdown Wood Crates

KTB ..... Knockdown Tote Bin

LBK ..... Liquid Bulk

LIF ..... Lifts

LOG ..... Log

LSE ..... Loose

LUG ..... Lug

LVN ..... Lift Van

MRP ..... Multi-Roll Pak

NOL ..... Noil

NST ..... Nested

PAL ..... Pail

PCK ..... Packed - NOS

PCS ..... Pieces

PIR ..... Pirns

PKG ..... Package

PLF ..... Platform

PLN ..... Pipe Line

PLT ..... Pallet

POV ..... Private Vehicle

PRK ..... Pipe Rack

QTR ..... Quarters of Beef

RAL ..... Rail (semiconductor)

RCK ..... Rack

REL ..... Reel

ROL ..... Roll

RVR ..... Reverse Reel

SAK ..... Sack

SHK ..... Shook

SID ..... Sides of Beef

SKD ..... Skid

SKE ..... Skid, Elevator, Lift Truck

SLV ..... Sleeve

SPI ..... Spin Cylinders

SPL ..... Spool

TBE ..... Tube

TBN ..... Tote Bin

TKR ..... Tank Car Rail

TKT ..... Tank Truck

TLD ..... Intermodal Trailer/Container Load

TNK ..... Tank

TRC ..... Tierce

TRK ..... Trunk and Chest

TRY ..... Tray

TSS ..... Trunk, Salesmen Sample

TUB ..... Tub

UNP ..... Unpacked

UNT ..... Unit

VEH ..... Vehicles

VPK ..... Van Pack

WHE ..... On Own Wheels

WLC ..... Wheeled Carrier

WC ...... Wood Crates

WRP ..... Wrapped

TARIFF TYPE CODES

BL ...... Bill of Lading Tariff

EI ...... Equipment Interchange Agreement Tariff

ET ...... Essential Terms Tariff

FC ...... Foreign Commodity Tariff

FR ...... Foreign Rules Tariff

TM ...... Terminal Tariff

SC ...... Service Contracts

Filing/Amendment Type Codes

A....... Increase.

C....... Change resulting in neither increase nor decrease

in rates or charges.

E....... Expiration (also use A if the deletion results in

the application of a higher CARGO NOS or similar rate).

I....... New or Initial matter.

K....... Rate or change filed by a controlled common carrier

member of a conference under independent action.

M....... Transportation of U.S. Department of Defense cargo

by American-flag common carriers.

P....... Addition of a Port or Point.

R....... Reduction.

S ..... Special Case matter filed pursuant to Special

Permission, Special Docket or other Commission direction,

including filing of tariff data after suspension, such as

for controlled carriers. Requires "Special Case

Number".

T ..... Terminal Rates, charges or provisions or canal tolls

over which the Carrier has no control.

W ..... Withdrawal of an erroneous filing on the same filing

date.

X ..... Exemption for controlled carriers data in trades

served exclusively by controlled carriers or by controlled

carriers states receiving most-favored-nation treatment.

Abbreviations Used In Tariff

Ad Val .. Ad Valorem - According to Value (Refer to Rule 12)

AG ...... Atlantic and Gulf Coast All-Water Service

BL ...... Bill of Lading

BM ...... Board Measure

BDL ..... Bundle

CAF ..... Currency Adjustment Factor

CBM ..... Cubic Meter

CD ...... Container Depot

CFS ..... Container Freight Station

COFC .... Container on Flat Car

CTN ..... Carton

CFT ..... Cubic Foot (Feet)

CWT ..... Per Hundred Weight

CY ...... Container Yard

EA ...... Each

F ....... Fahrenheit

FAF ..... Fuel Adjustment Factor

FCL ..... Full Container Load

FEU ..... Forty-foot Equivalency Unit

FI ...... Free In to Vessel

FIO ..... Free In and Out to Vessel

FIO ST .. Free in and Out, Stowed and Trimmed

FO ...... Free Out to Vessel

FR20 .... Per 20 foot Flatrack Container

FR40 .... Per 40 foot Flatrack Container

ID ...... Inside Diameter

IPI ..... Interior Point Intermodal (Inland Points)

JHFMS ... Japan Harbor Fund Management Surcharge

KD ...... Knocked Down

KDF ..... Knocked Down Flat

Kg(s) ... Kilograms

Kilo(s).. Kilograms

KT ...... 1000 Kilos (Kilo Ton)

LBS ..... Pounds (Avoirdupois)

LCL ..... Less Than Container Load

LTL ..... Less Than (Container) Load

M or M3 . Measurement Ton of One Cubic Meter

MBM ..... Thousand Feet Board Measure

MBS ..... Thousand Feet Brereton Scale

MIN: .... Subject to the following minimum:

MLB ..... Mini-Landbridge service over West Coasts Ports

MLB(AG) . Mini-Landbridge service over Atlantic or Gulf

Coast Ports

NOS ..... Not Otherwise Specified

NVOCC ... Non-Vessel-Operating Common Carrier

OD ...... Outside Diameter

OT20 .... Per 20-ft Open Top Container

OT40 .... Per 40-ft Open Top Container

PC ...... Per Dry Container

PC20X ... Per 20 foot Container, of any height

PC40X ... Per 40 foot Container, of any height

PC45X ... Per 45 foot Container, of any height

PCS ..... Pieces

PKG(s) .. Package(s)

PL20 .... Per 20' Platform

PL40 .... Per 40' Platform

RF20 .... Per 20' Refrigerated Container, of any height

RF40X ... Per 40' Refrigerated Container, of any height

R/T ..... Revenue Ton

SU ...... Set Up

TEU ..... Twenty-foot Equivalency Unit

TK20 .... Per 20' Tank Container

TOFC .... Trailer on Flat Car

TRC ..... Terminal Receiving Charge

US ...... United States of America

USA ..... United States of America

US$ ..... United States Dollar

VAT ..... Value Added Tax

VIZ. .... Namely

VOCC .... Vessel Operating Common Carrier

W or WT . Weight Ton of 1000 kilograms

W/M ..... Weight or Measure

WC ...... US West Coast All-Water Service

Rule 30 Access to Tariff Information

effective date = 01Apr2011

This rule intentionally left blank.

Rule 31 Seasonal Discontinuance

effective date = 01Apr2011

Not applicable.

Rule 32 Reserved

effective date = 01Apr2011

This rule intentionally left blank.

Rule 33 Project Rates

effective date = 01Apr2011

Not Applicable.

Rule 34 Terminal Tariff

effective date = 01Apr2011

Not applicable.

ERROR: Exit normally: (0)